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WO2025225312A1 - Dispositif de commande de véhicule et procédé de commande de véhicule - Google Patents

Dispositif de commande de véhicule et procédé de commande de véhicule

Info

Publication number
WO2025225312A1
WO2025225312A1 PCT/JP2025/013503 JP2025013503W WO2025225312A1 WO 2025225312 A1 WO2025225312 A1 WO 2025225312A1 JP 2025013503 W JP2025013503 W JP 2025013503W WO 2025225312 A1 WO2025225312 A1 WO 2025225312A1
Authority
WO
WIPO (PCT)
Prior art keywords
vehicle
sound
vehicle control
earthquake
anxiety
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Pending
Application number
PCT/JP2025/013503
Other languages
English (en)
Japanese (ja)
Inventor
愛美 植野
朋香 浅井
春菜 西野
哲洋 林
裕貴 小山
健一 牧
しおり 間根山
充幸 小林
一輝 和泉
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Denso Corp
Original Assignee
Denso Corp
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Denso Corp filed Critical Denso Corp
Publication of WO2025225312A1 publication Critical patent/WO2025225312A1/fr
Pending legal-status Critical Current
Anticipated expiration legal-status Critical

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/08—Active safety systems predicting or avoiding probable or impending collision or attempting to minimise its consequences
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/10—Path keeping
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/14—Adaptive cruise control
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
    • B60W40/02—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models related to ambient conditions
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
    • B60W40/02—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models related to ambient conditions
    • B60W40/04—Traffic conditions
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • B60W50/08—Interaction between the driver and the control system
    • B60W50/14—Means for informing the driver, warning the driver or prompting a driver intervention
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W60/00—Drive control systems specially adapted for autonomous road vehicles
    • E—FIXED CONSTRUCTIONS
    • E05—LOCKS; KEYS; WINDOW OR DOOR FITTINGS; SAFES
    • E05B—LOCKS; ACCESSORIES THEREFOR; HANDCUFFS
    • E05B77/00—Vehicle locks characterised by special functions or purposes
    • E05B77/54—Automatic securing or unlocking of bolts triggered by certain vehicle parameters, e.g. exceeding a speed threshold
    • G—PHYSICS
    • G08—SIGNALLING
    • G08B—SIGNALLING OR CALLING SYSTEMS; ORDER TELEGRAPHS; ALARM SYSTEMS
    • G08B21/00—Alarms responsive to a single specified undesired or abnormal condition and not otherwise provided for
    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G1/00—Traffic control systems for road vehicles
    • G08G1/16—Anti-collision systems

Definitions

  • This disclosure relates to a vehicle control device and a vehicle control method.
  • Patent Document 1 discloses detecting predetermined characteristics from sounds outside the vehicle and controlling the vehicle's driving in accordance with the characteristics of the sounds outside the vehicle. Patent Document 1 also discloses controlling the vehicle to stop on the shoulder of the road if the characteristics of the sounds outside the vehicle resemble those of an ambulance siren.
  • outside vehicle sounds include not only emergency vehicle sirens but also other sounds that can cause anxiety to occupants.
  • a sound that can cause anxiety to occupants is detected, it is necessary to control the vehicle in a way that reduces the anxiety caused by that sound.
  • One objective of this disclosure is to provide a vehicle control device and a vehicle control method that can reduce occupant anxiety caused by sounds that are presumed to cause anxiety to occupants.
  • the vehicle control device disclosed herein is a vehicle control device that can be used in a vehicle and includes a sound detection unit that distinguishes and detects types of anxiety sounds, which are sounds outside the vehicle that are presumed to be indicative of situations that are likely to cause anxiety to vehicle occupants, and a vehicle control unit that controls the vehicle in accordance with the type of anxiety sound detected by the sound detection unit.
  • the vehicle control method disclosed herein is a vehicle control method that can be used in a vehicle and includes a sound detection process executed by at least one processor that distinguishes and detects types of anxiety sounds, which are sounds outside the vehicle that are presumed to be indicative of situations that are presumed to cause anxiety to vehicle occupants, and a vehicle control process that controls the vehicle in accordance with the type of anxiety sound detected in the sound detection process.
  • the vehicle is controlled according to the type of anxiety sound that is estimated to cause anxiety to the vehicle occupants, making it possible to control the vehicle in a way that reduces the anxiety of the occupants caused by that sound. As a result, it is possible to reduce the anxiety of the occupants caused by sounds that are estimated to cause anxiety to the occupants.
  • FIG. 1 is a diagram illustrating an example of a schematic configuration of a vehicle system according to a first embodiment.
  • FIG. 2 is a diagram illustrating an example of a schematic configuration of an autonomous driving ECU according to the first embodiment.
  • 10 is a flowchart showing an example of the flow of a process for dealing with a forward obstacle sound when traveling at a constant speed.
  • 10 is a flowchart showing an example of the flow of an anxiety sound handling process during LCA.
  • 10 is a flowchart showing an example of the flow of a first door lock-related process.
  • 10 is a flowchart showing an example of the flow of a sensor cooperation-related process.
  • FIG. 10 is a diagram illustrating an example of a schematic configuration of an autonomous driving ECU according to a second embodiment.
  • FIG. 10 is a flowchart showing an example of the flow of a second door lock-related process.
  • FIG. 10 is a diagram illustrating an example of a schematic configuration of an autonomous driving ECU according to a third embodiment.
  • FIG. 10 is a diagram illustrating an example of a schematic configuration of a vehicle system according to a fourth embodiment.
  • FIG. 10 is a diagram illustrating an example of a schematic configuration of an autonomous driving ECU according to a fourth embodiment.
  • FIG. 10 is a diagram illustrating an example of a schematic configuration of a vehicle system according to a fifth embodiment.
  • FIG. 10 is a diagram illustrating an example of a schematic configuration of an autonomous driving ECU according to a fifth embodiment.
  • FIG. 10 is a diagram illustrating an example of a schematic configuration of an autonomous driving ECU according to a fifth embodiment.
  • FIG. 13 is a diagram showing an example of a schematic configuration of an autonomous driving ECU in a sixth embodiment.
  • FIG. 13 is a diagram illustrating an example of a schematic configuration of an autonomous driving ECU according to a seventh embodiment.
  • FIG. 13 is a diagram illustrating an example of a schematic configuration of an autonomous driving ECU in an eighth embodiment.
  • FIG. 13 is a diagram illustrating an example of a schematic configuration of an autonomous driving ECU in a ninth embodiment.
  • a vehicle system 1 shown in FIG. 1 can be used in a vehicle capable of autonomous driving (hereinafter, referred to as an autonomous vehicle).
  • the vehicle system 1 includes an autonomous driving ECU 10, a communication module 11, a locator 12, a map database (hereinafter, referred to as a map DB) 13, a vehicle state sensor 14, a perimeter monitoring sensor 15, an acoustic sensor 16, a cruise control ECU 17, a body ECU 18, an alarm device 19, an interior camera 20, a user input device 21, and an HCU (Human Machine Interface Control Unit) 22.
  • an autonomous driving ECU 10 a communication module 11
  • a locator 12 a map database (hereinafter, referred to as a map DB) 13
  • a vehicle state sensor 14 a perimeter monitoring sensor
  • an acoustic sensor 16 a cruise control ECU 17, a body ECU 18, an alarm device 19, an interior camera 20, a user input device 21, and an HCU (Human Machine Interface Control Unit) 22.
  • HCU Human Machine Interface Control Unit
  • the autonomous driving ECU 10, the communication module 11, the locator 12, the map DB 13, the vehicle state sensor 14, the perimeter monitoring sensor 15, the acoustic sensor 16, the cruise control ECU 17, the body ECU 18, and the HCU 22 may be configured to be connected to an in-vehicle LAN (LAN) (see the LAN in FIG. 1 ).
  • LAN in-vehicle LAN
  • the vehicle using the vehicle system 1 is not necessarily limited to an automobile, the following description will be given taking the case of using the system in an automobile as an example.
  • Automation levels are divided into LV0 to 5, for example, as follows:
  • LV0 is the level at which the driver performs all driving tasks without system intervention. Driving tasks can also be referred to as dynamic driving tasks. Examples of driving tasks include steering, acceleration/deceleration, and surrounding monitoring. LV0 corresponds to so-called manual driving. LV1 is the level at which the system assists with either steering or acceleration/deceleration. LV1 corresponds to so-called driving assistance. LV2 is the level at which the system assists with both steering and acceleration/deceleration. LV2 corresponds to so-called partial driving automation. Note that LV1 and LV2 are also considered to be part of automated driving.
  • automated driving levels 1 to 2 are levels in which the driver has the obligation to monitor safe driving (hereinafter simply referred to as the monitoring obligation).
  • Driving levels 0 to 2 correspond to driving with a monitoring obligation.
  • Monitoring obligations include visual monitoring of the surroundings.
  • LV3 automated driving is a level in which the system can perform all driving tasks under certain conditions, with the driver taking over driving operations in an emergency.
  • LV3 automated driving requires the driver to be able to respond quickly when the system requests a handover. This handover can also be described as transferring the obligation to monitor the surroundings from the vehicle's system to the driver.
  • LV3 corresponds to so-called conditional automated driving.
  • LV4 automated driving is a level in which the system can perform all driving tasks except under certain circumstances, such as on uncontrollable roads or in extreme environments.
  • LV4 corresponds to so-called highly automated driving.
  • LV5 automated driving is a level in which the system can perform all driving tasks in all environments.
  • LV5 corresponds to so-called fully automated driving.
  • Autonomous driving at levels 4 and 5 may be possible, for example, on driving sections for which high-precision map data is available. High-precision map data will be described later.
  • Autonomous driving at levels 3 and above is automated driving where the driver is not required to monitor.
  • the automation level may be configured to be switchable only between some of the levels from LV0 to 5.
  • the communication module 11 sends and receives information via wireless communication with a center external to the vehicle. In other words, it performs wide-area communication.
  • the communication module 11 receives traffic congestion information, etc. from the center via wide-area communication.
  • the communication module 11 may also send and receive information via wireless communication with other vehicles. In other words, it may perform vehicle-to-vehicle communication.
  • the communication module 11 may also send and receive information via wireless communication with a roadside unit installed on the roadside. In other words, it may perform road-to-vehicle communication.
  • the communication module 11 may receive information about surrounding vehicles transmitted from surrounding vehicles via the roadside unit.
  • the communication module 11 may also receive information about surrounding vehicles transmitted from surrounding vehicles via the center via wide-area communication.
  • the locator 12 is equipped with a GNSS (Global Navigation Satellite System) receiver and an inertial sensor.
  • the GNSS receiver receives positioning signals from multiple positioning satellites.
  • the inertial sensor includes, for example, a gyro sensor and an acceleration sensor.
  • the locator 12 sequentially determines the vehicle position of the vehicle (hereinafter referred to as the vehicle position) by combining the positioning signals received by the GNSS receiver with the measurement results of the inertial sensor.
  • the vehicle position may be expressed in latitude and longitude coordinates, for example. Note that the vehicle position may also be determined using the travel distance calculated from signals sequentially output from a vehicle speed sensor mounted on the vehicle.
  • Map DB 13 is a non-volatile memory that stores high-precision map data.
  • High-precision map data is map data with higher precision than the map data used for route guidance in the navigation function.
  • High-precision map data includes information that can be used for autonomous driving, such as three-dimensional road shape information, information on the number of lanes, and information indicating the permitted direction of travel for each lane.
  • High-precision map data may also include node point information indicating the positions of both ends of road markings such as dividing lines.
  • Map DB 13 may also store map data used for route guidance.
  • locator 12 may be configured to use three-dimensional road shape information without using a GNSS receiver.
  • locator 12 may be configured to identify the vehicle's position using three-dimensional road shape information and detection results from perimeter monitoring sensor 15.
  • Three-dimensional road shape information may be generated based on captured images using REM (Road Experience Management).
  • Map data distributed from an external server may be received via wide-area communication via the communication module 11 and stored in the map DB 13.
  • the map DB 13 may be configured as volatile memory, and the communication module 11 may successively acquire map data for the area corresponding to the vehicle's position.
  • the vehicle condition sensors 14 are a group of sensors for detecting various conditions of the vehicle.
  • the vehicle condition sensors 14 include a vehicle speed sensor, a seating sensor, etc.
  • the vehicle speed sensor detects the speed of the vehicle.
  • the seating sensors detect whether an occupant is seated in each seat.
  • the seating sensors may also detect weight.
  • the vehicle condition sensors 14 output the detected sensing information to the in-vehicle LAN. Note that the sensing information detected by the vehicle condition sensors 14 may be configured to be output to the in-vehicle LAN via an ECU installed in the vehicle.
  • the perimeter monitoring sensor 15 monitors the environment around the vehicle. In other words, it performs perimeter monitoring. As an example, the perimeter monitoring sensor 15 detects obstacles around the vehicle, such as moving objects such as pedestrians and other vehicles, and stationary objects such as fallen objects on the road. The perimeter monitoring sensor 15 may also be referred to as an obstacle sensor. The perimeter monitoring sensor 15 may also detect road markings such as lane markings around the vehicle. The perimeter monitoring sensor 15 may also be referred to as an autonomous sensor.
  • the perimeter monitoring sensor 15 is, for example, a perimeter monitoring camera that captures images of a predetermined range around the vehicle, or a search wave sensor that transmits search waves within a predetermined range around the vehicle.
  • search wave sensors include millimeter-wave radar, sonar, and LIDAR (Light Detection and Ranging/Laser Imaging Detection and Ranging).
  • the predetermined range may be a range that at least partially includes the front, rear, left, and right of the vehicle.
  • the perimeter monitoring camera sequentially outputs the images it captures as sensing information to the autonomous driving ECU 10.
  • the search wave sensor sequentially outputs the scanning results based on the received signal obtained when receiving waves reflected by an obstacle to the autonomous driving ECU 10 as sensing information.
  • the acoustic sensor 16 is installed in the vehicle and collects external sounds reaching the vehicle. External sounds are sounds outside the vehicle.
  • the acoustic sensor 16 may be, for example, a condenser microphone, which outputs, as an electrical signal, changes in capacitance caused by a thin diaphragm that vibrates in response to sound pressure.
  • the acoustic sensor 16 is equipped with, for example, a MEMS (Micro Electro Mechanical Systems) as a microphone element that converts air vibrations into an electrical signal.
  • MEMS Micro Electro Mechanical Systems
  • the acoustic sensor 16 may also use a piezoelectric element as a microphone element instead of a MEMS.
  • the acoustic sensor 16 is installed with the sound collection surface of the microphone element facing the outside of the vehicle.
  • the acoustic sensor 16 may be installed, for example, on the front, rear, left and right sides, and top of the vehicle.
  • the acoustic sensor 16 may be installed, for example, on the front emblem, front camera module, front millimeter-wave radar, etc. on the front of the vehicle.
  • the acoustic sensor 16 may be installed, for example, on the rear camera module, back door, rear of the rear hatch, etc. on the rear of the vehicle.
  • Installation positions on the side of the vehicle may be, for example, the side mirrors, doors, pillars, and side cameras.
  • Installation position Ps4 on the top surface of the vehicle may be, for example, the roof panel, the top surface of the trunk lid, the sunroof, the roof rails, the ADAS sensor module, and the antenna module.
  • the acoustic sensor 16 may be installed in multiple of these installation positions, or in only one. It is preferable that the acoustic sensor 16 be installed in multiple positions on the vehicle so that the direction from which external sounds are coming can be identified.
  • the driving control ECU 17 is an electronic control device that controls driving of the vehicle. Driving control includes acceleration/deceleration control and/or steering control.
  • the driving control ECU 17 includes a steering ECU that controls steering, a power unit control ECU that controls acceleration/deceleration, and a brake ECU.
  • the driving control ECU 17 controls driving by outputting control signals to each driving control device installed in the vehicle.
  • Driving control devices include an electronically controlled throttle, brake actuator, EPS (Electric Power Steering) motor, etc.
  • the body ECU 18 is an electronic control device that controls the electrical equipment of the vehicle.
  • the body ECU 18 locks and unlocks each vehicle door by outputting a drive signal to the door lock motor provided on each vehicle door to control the locking and unlocking of each vehicle door.
  • the body ECU 18 locks the doors by outputting a lock signal to the door lock motor.
  • the body ECU 18 unlocks the doors by outputting an unlock signal to the door lock motor.
  • the alarm device 19 is installed in the vehicle and issues an alarm to the interior of the vehicle. In other words, the alarm device 19 issues an alarm to the occupants of the vehicle. The alarm device 19 issues an alarm in accordance with instructions from the HCU 22.
  • the alarm device 19 includes, for example, a display device and an audio output device.
  • the display device issues an alarm by displaying information. Examples of display devices that can be used include a meter MID (Multi Information Display), a CID (Center Information Display), and a HUD (Head-Up Display).
  • the meter MID is a display device installed in front of the driver's seat inside the vehicle. As an example, the meter MID may be installed in a meter panel.
  • the CID is a display device located in the center of the instrument panel of the vehicle.
  • the HUD is installed in the vehicle interior, for example, on the instrument panel.
  • the HUD projects a display image formed by a projector onto a predetermined projection area on the front windshield, which serves as a projection member.
  • the light of the image reflected by the windshield into the interior of the vehicle is perceived by the driver sitting in the driver's seat. This allows the driver to see a virtual image of the display image formed in front of the windshield superimposed on part of the foreground.
  • the HUD may be configured to project the display image onto a combiner located in front of the driver's seat instead of onto the windshield.
  • the audio output device issues notifications by outputting audio. Examples of audio output devices include speakers.
  • the interior camera 20 is an imaging device that captures an image of a specified range within the vehicle's interior.
  • the interior camera 20 may capture an image of the driver's seat as well as the passenger seat and rear seats of the vehicle.
  • the interior camera 20 is composed of, for example, a near-infrared light source and a near-infrared camera, and a control unit that controls these.
  • the interior camera 20 uses the near-infrared camera to capture an image of the vehicle's occupants illuminated with near-infrared light by the near-infrared light source.
  • the user input device 21 accepts input from the occupant.
  • the user input device 21 may be an operation device that accepts operational input from the occupant.
  • the operation device may be a mechanical switch or a touch switch integrated with a display.
  • the user input device 21 is not limited to an operation device that accepts operational input, as long as it is a device that accepts input from the occupant.
  • it may be a voice input device that accepts voice commands from the occupant.
  • the HCU 22 is primarily composed of a computer equipped with a processor, volatile memory, non-volatile memory, I/O, and a bus connecting these.
  • the HCU 22 executes control programs stored in the non-volatile memory to perform various processes related to interactions between occupants and the vehicle's systems.
  • the HCU 22 acquires images captured by the interior camera 20.
  • the HCU 22 performs image analysis of the images captured by the interior camera 20 to detect facial and other features of the occupants. Based on these detected features, the HCU 22 may identify the presence and type of occupant.
  • the type of occupant may be identified by distinguishing, for example, between children and adults.
  • the type of occupant may also be identified by distinguishing, for example, between gender or whether the occupant is elderly.
  • the detection of facial and other features of the occupants may be performed by the control unit of the interior camera 20.
  • the HCU 22 may also identify the seating position of the occupant based on the position where the occupant's presence was detected.
  • the HCU 22 causes the alarm device 19 to issue an alarm.
  • the autonomous driving ECU 10 is primarily composed of a computer equipped with, for example, a processor, volatile memory, non-volatile memory, I/O, and a bus connecting these.
  • the autonomous driving ECU 10 executes various processes by running control programs stored in the non-volatile memory.
  • This autonomous driving ECU 10 corresponds to a vehicle control device. The configuration of the autonomous driving ECU 10 is described in detail below.
  • the autonomous driving ECU 10 includes functional blocks, such as a driving environment recognition unit 101, a behavior determination unit 102, a control execution unit 103, a sound detection unit 104, an abnormality presence/absence identification unit 105, a body ECU communication unit 106, an HCU communication unit 107, an occupant identification unit 108, and a vehicle control unit 109.
  • the execution of processing of each functional block of the autonomous driving ECU 10 by a computer corresponds to the execution of a vehicle control method.
  • some or all of the functions executed by the autonomous driving ECU 10 may be configured as hardware using one or more ICs, etc.
  • some or all of the functional blocks included in the autonomous driving ECU 10 may be realized by a combination of software execution by a processor and hardware components.
  • the driving environment recognition unit 101 recognizes the driving environment of the vehicle from the vehicle's position, map data, and sensing information acquired from the surrounding monitoring sensor 15.
  • the vehicle's position may be acquired from the locator 12.
  • the map data may be acquired from the map DB 13.
  • the driving environment recognition unit 101 uses this information to recognize the position, shape, and movement state of objects around the vehicle, and generates a virtual space that reproduces the actual driving environment.
  • the driving environment recognition unit 101 may also recognize the presence, relative position, and relative speed of objects around the vehicle from the sensing information as part of the driving environment.
  • the driving environment recognition unit 101 may recognize the vehicle's position on the map from the vehicle's position and map data. If the driving environment recognition unit 101 can acquire position information, speed information, etc. of surrounding vehicles via the communication module 11, it may also use this information to recognize the driving environment.
  • the behavior determination unit 102 switches the control of driving operations between the driver and the vehicle's system.
  • the behavior determination unit 102 determines a driving plan for driving the vehicle based on the driving environment recognition results from the driving environment recognition unit 101.
  • Driving plans include long-term and medium-term driving plans and short-term driving plans.
  • a planned driving route is generated for directing the vehicle to a set destination.
  • This planned driving route is a route consisting of multiple links.
  • the behavior determination unit 102 may generate this planned driving route in the same manner as route search in the navigation function. This route search may be performed, for example, by cost calculation using the Dijkstra algorithm.
  • the behavior determination unit 102 In the short-term driving plan, the behavior determination unit 102 generates a driving plan using the virtual space around the generated vehicle to realize driving in accordance with the long-term and medium-term driving plan. Specifically, the behavior determination unit 102 determines the execution of driving control according to the situation at hand. Examples of this driving control include lane change control (hereinafter referred to as LCA control). LCA control is a driving control that causes the vehicle to change lanes into adjacent lanes. With LCA control, lane changes can be made by performing acceleration/deceleration control and steering control.
  • the control execution unit 103 executes driving control in cooperation with the driving control ECU 17 when the vehicle's system has control of driving operations.
  • the control execution unit 103 executes driving control such as acceleration/deceleration control and steering control of the vehicle in accordance with the driving plan determined by the action determination unit 102. In other words, the control execution unit 103 performs automatic driving.
  • the control execution unit 103 also executes ACC (Adaptive Cruise Control) control, etc.
  • ACC control is constant speed driving control of the vehicle at a set vehicle speed and/or control of following a preceding vehicle. In constant speed driving control, acceleration/deceleration control is performed to maintain driving at a set vehicle speed. In follow-up driving control, acceleration/deceleration control is performed to maintain the distance between the vehicle and the nearest preceding vehicle at a target distance. The target distance may be set according to the speed of the vehicle, etc.
  • the sound detection unit 104 distinguishes and detects types of anxiety sounds from outside the vehicle.
  • Anxiety sounds are sounds that are estimated to be the result of an incident that is estimated to cause anxiety to the occupants of the vehicle.
  • the processing by the sound detection unit 104 corresponds to the sound detection process.
  • Types of anxiety sounds include runaway sounds, flat tire sounds, explosion sounds, truck sounds, screams, horn sounds, sudden braking sounds, collision sounds, vehicle impact sounds, and insults.
  • Runaway driving sounds are the sounds of other vehicles driving recklessly. Examples of runaway driving sounds include the exhaust sound of a muffler with the silencer removed, and the loud sound of a horn.
  • a flat tire sound is the sound of a tire bursting on the vehicle or another vehicle.
  • An explosion sound is the sound generated when an explosive such as gas explodes.
  • an explosion sound is generated when a fire breaks out in a vehicle or facility.
  • Truck sounds are sounds characteristic of trucks. Examples of truck sounds include engine sounds and air sounds that are characteristic of trucks.
  • a scream is a person's scream. Screams are generated, for example, when a person encounters an incident. Sudden braking sounds are generated when another vehicle brakes suddenly. Examples of sudden braking sounds include squealing.
  • Collision sounds are the sound of other vehicles colliding. Examples of collision sounds include the sound of vehicles colliding with each other, and the sound of a vehicle colliding with a structure.
  • Vehicle impact sounds are the sound of the doors, windows, or body of one's own vehicle being slammed or kicked. Cursing is a person yelling abuse. Vehicle impact sounds and cursing are sounds generated when one's own vehicle is the victim of aggressive driving, etc.
  • the sound detection unit 104 distinguishes and detects the type of anxiety sound based on the electrical signal (hereinafter referred to as sound data) obtained by collecting external vehicle sounds with the acoustic sensor 16.
  • the sound detection unit 104 may digitize the sound data or convert it into frequency domain data. Conversion to frequency domain data may be performed using a discrete Fourier transform, a fast Fourier transform, or the like.
  • the sound detection unit 104 distinguishes and detects the type of anxiety sound from the sound data obtained by the acoustic sensor 16 by using a learning device that has machine-learned the characteristics of the sound data for each type of anxiety sound.
  • the sound detection unit 104 detects the direction from which the anxiety sound is coming by installing multiple acoustic sensors 16 on the vehicle.
  • the sound detection unit 104 may detect the direction from which the anxiety sound is coming by, for example, determining which acoustic sensor 16 is installed on which side of the vehicle the larger anxiety sound is being collected.
  • the sound detection unit 104 may determine that an anxiety sound has been detected if the volume of the anxiety sound is equal to or greater than a threshold for determining that sound has been detected (hereinafter referred to as the sound determination threshold). This is to prevent noise from being detected as an anxiety sound.
  • the sound determination threshold may be any value that can be set.
  • the volume of the sound may be sound pressure, or may be a physical quantity that varies depending on the volume of the sound in the sound data.
  • the sound detection unit 104 distinguish and detect at least forward obstacle sounds, which are sounds made when a collision or sudden braking occurs in front of the vehicle, as anxiety sounds.
  • forward obstacle sounds include the sound of a collision from the front, the sound of sudden braking from the front, etc.
  • the sound detection unit 104 distinguish and detect at least incident-encounter sounds, which are sounds that are presumed to indicate that the vehicle has encountered an incident, as anxiety sounds. Examples of incident-encounter sounds include shouting, screams, and vehicle impact sounds.
  • the sound detection unit 104 be able to detect siren sounds from emergency vehicles in addition to anxiety sounds.
  • siren sounds from emergency vehicles will be simply referred to as siren sounds.
  • Siren sounds include the sounds of sirens from ambulances, fire engines, police cars, etc. Siren sounds are not included in anxiety sounds.
  • the sound detection unit 104 can distinguish siren sounds from anxiety sounds from the sound data obtained by the acoustic sensor 16 by using a learning device that has machine-learned the characteristics of siren sound data.
  • the sound detection unit 104 sets different sound judgment thresholds for anxiety sounds and siren sounds. This makes it possible to differentiate between the ease with which anxiety sounds and siren sounds are detected. It is preferable that the sound detection unit 104 sets a sound judgment threshold for determining that an anxiety sound has been detected lower than the sound judgment threshold for determining that a siren sound has been detected. Situations that cause anxiety sounds are more likely to cause anxiety to the occupants of the vehicle than situations that cause siren sounds. In contrast, by making anxiety sounds easier to detect than siren sounds, it becomes easier to avoid situations that cause anxiety sounds. As a result, it becomes possible to make it less likely that the occupants of the vehicle will feel anxious.
  • the abnormality presence/absence identification unit 105 identifies the presence or absence of an abnormality in the vicinity of the vehicle.
  • the abnormality presence/absence identification unit 105 may identify the presence or absence of an abnormality in the vicinity of the vehicle from the driving environment recognized by the driving environment recognition unit 101.
  • An abnormality here refers to an abnormality that is presumed to be indicated by an unsettling sound.
  • one example of the abnormality presence/absence identification unit 105 may identify the presence or absence of a vehicle driving recklessly from the coasting movement of other vehicles, body paint, shape, etc. that are characteristic of a vehicle driving recklessly, recognized from images from a surrounding surveillance camera.
  • one example of the abnormality presence/absence identification unit 105 may identify a change in the inclination of the road surface relative to the vehicle based on whether the inclination of the road surface relative to the vehicle, which had been recognized by the driving environment recognition unit 101 up to that point, has continuously changed to a different inclination.
  • one example of the abnormality presence/absence identification unit 105 may identify the presence or absence of a flame based on whether flames are recognized from images from a surrounding surveillance camera.
  • one example of the abnormality presence/absence identification unit 105 may identify the presence or absence of a truck.
  • the abnormality presence/absence identification unit 105 may determine the presence or absence of a truck based on whether or not it recognizes a truck from images captured by a surrounding surveillance camera. Screams, curses, and vehicle impact sounds indicate the presence of a person. The abnormality presence/absence identification unit 105 may determine the presence or absence of a person based on whether or not it recognizes a person from images captured by a surrounding surveillance camera. Horn sounds indicate the presence of another vehicle approaching the rear of the vehicle. The abnormality presence/absence identification unit 105 may determine the presence or absence of another vehicle approaching the rear of the vehicle based on whether or not the driving environment recognition unit 101 recognizes another vehicle approaching the rear of the vehicle.
  • the abnormality presence/absence identification unit 105 may determine the presence or absence of another vehicle that has suddenly decelerated or stopped in front of the vehicle based on changes in the position of objects around the vehicle sequentially recognized by the driving environment recognition unit 101. Note that the abnormality referred to here may also be an abnormality presumed to be indicated by an unsettling sound caused by an object around the vehicle.
  • the body ECU communication unit 106 outputs information to the body ECU 18 and acquires information from the body ECU 18.
  • the body ECU communication unit 106 acquires information such as the lock status of each vehicle door from the body ECU 18.
  • Lock status information is information indicating whether the doors are locked or unlocked.
  • the body ECU communication unit 106 sends instructions to the body ECU 18, causing the body ECU 18 to lock or unlock each vehicle door.
  • the HCU communication unit 107 outputs information to the HCU 22 and acquires information from the HCU 22.
  • the HCU communication unit 107 acquires information such as the presence, type, and seating position of occupants identified by the HCU 22.
  • the HCU communication unit 107 includes an in-vehicle notification processing unit 171 as a sub-functional block.
  • the in-vehicle notification processing unit 171 sends instructions to the HCU 22 to cause the notification device 19 to issue a notification.
  • the occupant identification unit 108 identifies the type of occupant of the vehicle and the seating position of that occupant in the vehicle.
  • the occupant identification unit 108 may identify these from the information on the occupant type and seating position acquired from the HCU 22 by the HCU communication unit 107.
  • the occupant identification unit 108 may also identify the type of occupant of the vehicle and the seating position of that occupant in the vehicle from the detection results of the seating sensor in the vehicle state sensor 14. In this case, it may be possible to identify whether the occupant is an adult or a child from the weight detected by the seating sensor, which also detects weight.
  • the vehicle control unit 109 controls the vehicle in accordance with the type of anxiety sound detected by the sound detection unit 104. In this way, the vehicle is controlled in accordance with the type of anxiety sound that is estimated to cause anxiety to the vehicle's occupants, making it possible to control the vehicle in a way that reduces the anxiety of the occupants caused by that sound. As a result, it is possible to reduce the anxiety of the occupants caused by sounds that are estimated to cause anxiety to the occupants.
  • This processing by the vehicle control unit 109 corresponds to the vehicle control process.
  • control of the host vehicle in accordance with the type of anxiety sound may be performed as follows.
  • the vehicle control unit 109 preferably sets the set vehicle speed for constant speed cruise control to a fixed value equal to the previously set vehicle speed or a value lower than the previously set vehicle speed until the end of a predetermined period or a predetermined section of travel. This makes it less likely that the host vehicle will be caught up in trouble ahead of the host vehicle that is presumed to be indicated by a forward obstacle sound during constant speed cruise control. As a result, it is possible to reduce the anxiety of the occupants regarding the forward obstacle sound.
  • the predetermined period or until the end of travelling a predetermined section may be from the detection of the forward obstacle sound until the end of the predetermined period or travelling a predetermined section. Alternatively, it may be from the start of control of the host vehicle in accordance with the type of anxiety sound until the end of the predetermined period or travelling a predetermined section.
  • the predetermined period may be an arbitrarily settable time.
  • the predetermined section may be an arbitrarily settable distance.
  • the predetermined section may be an arbitrarily settable number of links.
  • the vehicle control unit 109 can instruct the control execution unit 103 to set the set vehicle speed for constant speed cruise control to a fixed value that is the same as the previous set vehicle speed or a value lower than the previous set vehicle speed.
  • constant speed forward obstacle sound response processing may be configured to be started when the sound detection unit 104 detects a forward obstacle sound during constant speed cruise control.
  • step S1 the vehicle control unit 109 restricts the set vehicle speed for constant speed cruise control to a fixed value equal to the set vehicle speed before the forward obstacle sound was detected, or to a value lower than the set vehicle speed up to that point.
  • step S2 if it is time to release the restriction imposed in S1 (YES in S2), the process proceeds to step S3. On the other hand, if it is not time to release the restriction (NO in S2), the process proceeds to step S4.
  • the release timing is the point at which driving for a predetermined period or a predetermined section has ended since the detection of the forward obstacle sound.
  • step S3 the vehicle control unit 109 releases the restriction imposed in S1 and ends the constant speed forward obstacle sound response processing.
  • step S4 if it is time to end the constant speed forward obstacle sound response processing (YES in S4), the constant speed forward obstacle sound response processing ends. On the other hand, if it is not time to end the constant speed forward obstacle sound response processing (NO in S4), the process returns to S2 and repeats. Examples of times to end the constant speed forward obstacle sound response processing include switching to manual driving at automation level 0 and turning off the power switch.
  • the power switch is a switch for starting the vehicle's internal combustion engine or motor generator.
  • the vehicle control unit 109 may do the following: The vehicle control unit 109 may decelerate or temporarily stop the vehicle.
  • the period for deceleration may be, for example, a predetermined period from the detection of the forward obstacle sound, or until the end of driving a predetermined section.
  • the period for temporary stopping may be, for example, a predetermined period from the detection of the forward obstacle sound. This makes it less likely that the vehicle will be involved in trouble ahead of the vehicle that is presumed to be indicated by the forward obstacle sound. As a result, it is possible to reduce the anxiety of the occupants regarding the forward obstacle sound.
  • the vehicle control unit 109 preferably interrupts the LCA control midway and puts the vehicle into standby mode, and causes the alarm device 19 to issue a monitoring prompt alert.
  • the vehicle may be returned to the center of the vehicle's lane and put into standby mode, or may be pulled over to the lane boundary line on the side of the intended lane change.
  • the vehicle control unit 109 can instruct the control execution unit 103 to put the LCA control into standby mode.
  • the monitoring prompt alert is an alert that encourages the occupants of the vehicle to monitor their surroundings.
  • the monitoring prompt alert may be issued by display or audio output.
  • the vehicle control unit 109 can cause the alarm device 19 to issue a monitoring prompt alert via the in-vehicle alert processing unit 171 and the HCU 22. Then, the vehicle control unit 109 can resume lane change control if it is determined that there are no abnormalities around the vehicle.
  • the abnormality presence/absence determination unit 105 may determine that there are no abnormalities around the vehicle.
  • the vehicle control unit 109 may determine that there are no abnormalities around the vehicle when the user input device 21 receives input indicating that there are no abnormalities around the vehicle. This input is made by an occupant who visually confirms that there are no abnormalities around the vehicle.
  • the vehicle control unit 109 may determine that the user input device 21 has received input indicating that there are no abnormalities around the vehicle from information acquired from the HCU 22 by the HCU communication unit 107.
  • the vehicle from changing lanes to approach an area where an abnormality that is presumed to be indicated by an anxiety sound is occurring, and to change lanes only after confirming that there is no abnormality.
  • the anxiety sound in this case may be, for example, an anxiety sound coming from the direction in which the vehicle is about to change lanes.
  • the monitoring promotion notification may be issued even during automated driving without a monitoring obligation, when there is no obligation to monitor the surroundings. Even during automated driving without a monitoring obligation, monitoring of the surroundings is encouraged, making it possible to reduce anxiety among occupants.
  • unsettling sound response processing during LCA The flowchart in Figure 4 may be configured to be started when an unsettling sound is detected by the sound detection unit 104 during LCA control.
  • step S21 vehicle control unit 109 interrupts LCA control midway.
  • step S22 vehicle control unit 109 issues a monitoring promotion notification. Note that the processing of S21 and the processing of S22 may be performed in parallel, or the order may be reversed.
  • step S23 if it is determined that there is no abnormality in the vicinity of the host vehicle (YES in S23), the process proceeds to step S24. On the other hand, if it is determined that there is an abnormality in the vicinity of the host vehicle (NO in S23), the process proceeds to step S25.
  • the absence of an abnormality in the vicinity of the host vehicle may be determined by the abnormality presence/absence determination unit 105, or may be determined by the vehicle control unit 109.
  • step S24 the vehicle control unit 109 waits and resumes LCA control, terminating the LCA anxiety sound response processing.
  • step S25 if it is time to end the LCA anxiety sound response processing (YES in S25), the LCA anxiety sound response processing is terminated. On the other hand, if it is not time to end the LCA anxiety sound response processing (NO in S25), the process returns to S23 and is repeated. Examples of timings for ending the LCA anxiety sound response processing include switching to manual driving at automation level 0, turning off the power switch, etc.
  • the vehicle control unit 109 locks the doors of the vehicle when the sound detection unit 104 detects an unsettling sound while the vehicle is stopped or traveling at a low speed below a specified value.
  • a low speed below a specified value may be any speed that can be set to a slow speed.
  • One example is 10 km/h.
  • the vehicle control unit 109 may lock the doors via the body ECU communication unit 106 and the body ECU 18.
  • the doors can be locked to protect the occupants from the abnormality presumed to be indicated by the anxiety sound.
  • the anxiety sounds that are the target of this vehicle control may be limited to incident-encounter sounds. This makes it possible to protect the occupants from the incident presumed to be indicated by the incident-encounter sounds. As a result, the anxiety of the occupants caused by the incident-encounter sounds can be reduced.
  • Examples of abnormalities presumed to be indicated by incident-encounter sounds include aggressive driving and violence from the perpetrator of the incident.
  • the anxiety sounds that are the target of this vehicle control may be limited to explosion sounds. This makes it possible to prevent occupants from panicking and running out of the vehicle due to the explosion presumed to be indicated by the explosion sound.
  • the vehicle control unit 109 when the sound detection unit 104 detects an anxiety sound while the vehicle is stopped or traveling at a low speed below the aforementioned specified value, do the following: It is preferable that the vehicle control unit 109 switch whether or not to lock the door corresponding to the seating position of the occupant, depending on the type of occupant identified by the occupant identification unit 108. Occupant types may have different tendencies to panic in response to anxiety sounds. In contrast, the above configuration makes it possible to selectively lock doors corresponding to the seating positions of occupants of a type who are likely to panic in response to anxiety sounds. This makes it possible to protect occupants while reducing unnecessary processing.
  • doors corresponding to the seating positions of adult occupants may not be locked, while doors corresponding to the seating positions of child occupants may be locked.
  • the seating positions for each type of occupant may be identified by the occupant identification unit 108.
  • the anxiety sounds that are the subject of this vehicle control may be limited to explosion sounds. This reduces unnecessary processing and makes it easier to protect children who are likely to panic and run out of the vehicle due to the explosion that the sound of the explosion is thought to indicate.
  • first door lock related processing an example of the flow of processing related to door lock control by the vehicle control unit 109 when an unsettling sound is detected by the sound detection unit 104 (hereinafter referred to as first door lock related processing).
  • the flowchart in Figure 5 may be configured to start when the power switch of the vehicle is turned on.
  • step S41 if the sound detection unit 104 detects an unsettling sound (YES in S41), the process proceeds to step S42. On the other hand, if the sound detection unit 104 does not detect an unsettling sound (NO in S41), the process proceeds to step S47.
  • step S42 if the vehicle is stopped or traveling at a low speed equal to or less than the aforementioned specified value (YES in S42), the process proceeds to step S43. On the other hand, if the vehicle is traveling at a speed greater than the aforementioned specified value (NO in S42), the process proceeds to step S47.
  • step S43 the vehicle control unit 109 locks the door corresponding to the seating position of the occupant, depending on the type of occupant identified by the occupant identification unit 108. As an example, the vehicle control unit 109 locks the door corresponding to the seating position of a child occupant, based on the type of occupant identified by the occupant identification unit 108.
  • step S44 if it is time to release the door lock performed in S43 (YES in S44), the process proceeds to step S45. On the other hand, if it is not time to release the door lock (NO in S44), the process proceeds to step S46.
  • An example of the timing to release the door lock is when the speed of the vehicle becomes higher than the aforementioned specified value.
  • step S45 the vehicle control unit 109 releases the door lock performed in S43 and proceeds to step S47.
  • step S46 if it is time to end the first door lock-related processing (YES in S46), the first door lock-related processing ends. On the other hand, if it is not time to end the first door lock-related processing (NO in S46), the process returns to S44 and repeats. Examples of timing to end the first door lock-related processing include turning off the power switch.
  • step S47 if it is time to end the first door lock-related processing (YES in S47), the first door lock-related processing ends. On the other hand, if it is not time to end the first door lock-related processing (NO in S47), the process returns to S41 and repeats the process.
  • the vehicle control unit 109 may do the following: If the vehicle is traveling in a passing lane, the vehicle control unit 109 may change lanes to a lane that is not a passing lane. As another example, the vehicle control unit 109 may stop the vehicle on the shoulder of the road. As another example, the vehicle control unit 109 may drive the vehicle to the shoulder of the road to make way for a following vehicle. With these configurations, when the vehicle is being tailgated or feels pressured by a truck, it is possible to allow the tailgating vehicle or truck to pass by first. As a result, it is possible to make the occupants of the vehicle less likely to feel anxious.
  • the vehicle control unit 109 may stop the vehicle. This will eliminate the need for occupants to worry about whether the vehicle is continuing to drive with a flat tire. Furthermore, when the sound detection unit 104 detects the sound of an explosion, the vehicle control unit 109 may not direct the vehicle in the direction of the detected explosion. For example, if the direction in which the explosion sound is detected is ahead, the vehicle may be stopped. If the direction in which the explosion sound is detected is not ahead, the vehicle may be changed course to move away from the direction in which the explosion sound was detected. This will prevent the vehicle from approaching the explosion that is presumably indicated by the explosion sound. This will reduce occupants' anxiety about the explosion sound. Note that when the vehicle control unit 109 performs vehicle driving control, it is preferable that the vehicle control unit 109 start driving control after having the alarm device 19 issue an alarm that the driving control will be performed. This will reduce occupants' anxiety about the driving control.
  • the vehicle control unit 109 preferably also uses the sensing results of the perimeter monitoring sensor 15 to determine whether to control the vehicle. Unlike sirens, anxiety sounds are unlikely to be detected continuously. Therefore, there is a higher chance of false detection than with sirens. In contrast, with the above configuration, the sensing results of the perimeter monitoring sensor 15 are also used to determine whether to control the vehicle, making it possible to reduce unnecessary control of the vehicle due to false detection. As an example, even if the sound detection unit 104 detects an anxiety sound, if the abnormality presence/absence identification unit 105 determines that there is no abnormality around the vehicle, the vehicle should not be controlled in response to the anxiety sound. On the other hand, if the sound detection unit 104 detects an anxiety sound and the abnormality presence/absence identification unit 105 determines that there is an abnormality around the vehicle, the vehicle should be controlled in response to the anxiety sound.
  • the flowchart in Figure 6 may be configured to start when the power switch of the vehicle is turned on.
  • step S61 if the sound detection unit 104 detects an unsettling sound (YES in S61), the process proceeds to step S62. On the other hand, if the sound detection unit 104 does not detect an unsettling sound (NO in S61), the process proceeds to step S64.
  • step S62 if the abnormality presence/absence identification unit 105 has determined that there is an abnormality in the vicinity of the vehicle (YES in S62), the process proceeds to step S63. On the other hand, if the abnormality presence/absence identification unit 105 has determined that there is no abnormality in the vicinity of the vehicle (NO in S62), the process proceeds to step S64.
  • step S63 the vehicle control unit 109 controls the vehicle as described above, depending on the type of anxiety sound identified in S61. Control of the vehicle that is preferably performed temporarily may be performed from the time the anxiety sound is detected, or from the time control of the vehicle according to the type of anxiety sound is started, until the end of a predetermined period or a predetermined section of driving.
  • step S64 if it is time to end the sensor cooperation-related processing (YES in S64), the sensor cooperation-related processing is terminated. On the other hand, if it is not time to end the sensor cooperation-related processing (NO in S64), the process returns to S61 and repeats. Examples of timing to end the sensor cooperation-related processing include turning off the power switch.
  • the door lock control when an unsettling sound is detected is not limited to the configuration of the above-described embodiment, but may be the configuration of the following embodiment 2. An example of the configuration of embodiment 2 will be described below with reference to the drawings.
  • the vehicle system 1 of embodiment 2 is similar to the vehicle system 1 of embodiment 1, except that it includes an autonomous driving ECU 10a instead of the autonomous driving ECU 10.
  • the autonomous driving ECU 10a is similar to the autonomous driving ECU 10 of embodiment 1 except for some differences in processing.
  • the autonomous driving ECU 10a is similar to the autonomous driving ECU 10 of embodiment 1 except for the fact that it includes a vehicle control unit 109a instead of the vehicle control unit 109 and that it includes an approaching object identification unit 110.
  • This autonomous driving ECU 10a also corresponds to a vehicle control device.
  • the execution of processing of each functional block of the autonomous driving ECU 10a by a computer corresponds to the execution of a vehicle control method.
  • the approaching object identification unit 110 determines whether or not an object is approaching the vehicle based on the sensing results of the periphery monitoring sensor 15. For example, the approaching object identification unit 110 may determine whether or not an object is approaching the vehicle based on changes in the position of objects around the vehicle that are successively recognized by the driving environment recognition unit 101.
  • the vehicle control unit 109a is the same as the vehicle control unit 109 in embodiment 1, except for some differences in processing.
  • the vehicle control unit 109a stops the vehicle when the sound detection unit 104 detects an incident encounter sound.
  • the vehicle control unit 109a simply issues an instruction to the control execution unit 103 to stop the vehicle.
  • the approaching object identification unit 110 identifies that there is an object approaching the vehicle
  • the vehicle control unit 109a causes the doors to be locked. In this way, stopping the vehicle allows the occupant to confirm and report the incident that is presumed to be indicated by the incident encounter sound. Locking the doors also makes it possible to protect the occupant.
  • step S81 the vehicle control unit 109a stops the host vehicle.
  • step S82 if the approaching object identification unit 110 identifies that there is an object approaching the host vehicle (YES in S82), the process proceeds to step S83. On the other hand, if the approaching object identification unit 110 identifies that there is no object approaching the host vehicle (NO in S82), the process proceeds to step S84.
  • step S83 the vehicle control unit 109a locks the doors and ends the second door lock-related processing.
  • Door locking may be performed for all doors of the host vehicle. As described in embodiment 1, the door locking may be performed by switching whether or not to lock the door corresponding to the seating position of the occupant identified by the occupant identification unit 108 depending on the type of occupant.
  • the vehicle control unit 109a may start the host vehicle, for example, from a stop, and end the second door lock-related processing.
  • the configuration of the vehicle system 1 of the third embodiment is not limited to the configuration of the above-described embodiments, and may be the configuration of the following third embodiment. An example of the configuration of the third embodiment will be described below with reference to the drawings.
  • the vehicle system 1 of the third embodiment is similar to the vehicle system 1 of the first embodiment, except that the vehicle system 1 of the third embodiment includes an autonomous driving ECU 10b instead of the autonomous driving ECU 10.
  • the autonomous driving ECU 10b is similar to the autonomous driving ECU 10 of embodiment 1 except for some differences in processing.
  • the autonomous driving ECU 10b is similar to the autonomous driving ECU 10 of embodiment 1 except for the fact that it includes a vehicle control unit 109b instead of the vehicle control unit 109.
  • This autonomous driving ECU 10b also corresponds to a vehicle control device.
  • the execution of processing of each functional block of the autonomous driving ECU 10b by a computer corresponds to the execution of a vehicle control method.
  • Vehicle control unit 109b is the same as vehicle control unit 109 in embodiment 1, except for some differences in processing.
  • vehicle control unit 109a causes the vehicle to slow down at a speed below a specified value and causes the alarm device 19 to issue a monitoring prompt notification.
  • a speed below a specified value may be a speed equivalent to slowing down, and may be set arbitrarily.
  • One example is 10 km/h.
  • the monitoring prompt notification may be the same as that described in embodiment 1.
  • anxiety sounds have a higher chance of being falsely detected than siren sounds.
  • the vehicle is instructed to slow down, allowing the occupants to check their surroundings in a state where it is easier to do so. Therefore, even if an anxiety sound is falsely detected, the occupants can resolve their anxiety by checking their surroundings.
  • the anxiety sounds that are the target of this vehicle control may be limited to explosion sounds or flat tire sounds.
  • the monitoring promotion alert may be an alert that prompts the occupants to check for an abnormality that is presumed to be indicated by the anxiety sound detected by the sound detection unit 104. Note that the monitoring promotion alert may be issued even during automated driving without a monitoring obligation, when there is no obligation to monitor the surroundings. Even during automated driving without a monitoring obligation, the occupants are encouraged to monitor their surroundings, which makes it possible to resolve their anxiety.
  • a vehicle system 1c according to the fourth embodiment will be described with reference to FIG. 10 .
  • the vehicle system 1c is similar to the vehicle system 1 according to the first embodiment, except for some differences.
  • the vehicle system 1c includes an autonomous driving ECU 10c instead of the autonomous driving ECU 10.
  • the vehicle system 1c includes a map DB 13c instead of the map DB 13.
  • the vehicle system 1c includes an acoustic sensor 16c instead of the acoustic sensor 16.
  • the vehicle system 1c includes an HCU 22c instead of the HCU 22.
  • the vehicle system 1c includes an in-vehicle microphone 23. Except for these differences, the vehicle system 1c is similar to the vehicle system 1 according to the first embodiment.
  • Map DB 13c is similar to map DB 13 in embodiment 1, except for some differences in the map data stored therein. These differences are explained below. Map data corresponds to map information. Map DB 13c preferably includes hazard map information in its map data. Hazard map information includes information on evacuation sites in the event of a disaster, information on areas likely to be flooded by a tsunami, and information on areas at risk of landslides. Note that hazard map information does not necessarily have to be included in map DB 13c, but may also be made available to autonomous driving ECU 10c via communication module 11.
  • Acoustic sensor 16c is preferably a sound vibration sensor that detects vibrations other than sounds in the audible range. Acoustic sensor 16c may be the same as acoustic sensor 16 in embodiment 1, but the following explanation will be given using a sound vibration sensor as an example. Acoustic sensor 16c may also convert vibrations other than sounds in the audible range into electrical signals and output them.
  • the in-vehicle microphone 23 is a microphone that collects sounds from inside the vehicle.
  • the in-vehicle microphone 23 collects and converts the sounds into electrical signals, which are then output to the HCU 22c.
  • the in-vehicle microphones 23 may be located in multiple locations in the vehicle.
  • HCU 22c is similar to HCU 22 in embodiment 1, except for some differences in processing. These differences will be explained below. HCU 22c distinguishes and recognizes at least the alarm sound emitted from a mobile device when an earthquake occurs from the electrical signal output from the in-vehicle microphone 23. This alarm sound is the sound that is heard when an emergency earthquake warning is issued. This alarm sound will be referred to as the "early warning sound" below.
  • An example of the mobile device is a multi-function mobile phone.
  • the autonomous driving ECU 10c is similar to the autonomous driving ECU 10 of embodiment 1, except for some differences in processing.
  • the autonomous driving ECU 10c includes a sound detection unit 104c instead of the sound detection unit 104.
  • the autonomous driving ECU 10c includes a vehicle control unit 109c instead of the vehicle control unit 109.
  • the autonomous driving ECU 10c includes an earthquake state identification unit 111. Except for these differences, the autonomous driving ECU 10c is similar to the autonomous driving ECU 10 of embodiment 1.
  • This autonomous driving ECU 10c also corresponds to a vehicle control device.
  • the execution of processing of each functional block of the autonomous driving ECU 10c by a computer corresponds to the execution of a vehicle control method.
  • the sound detection unit 104c is similar to the sound detection unit 104 of embodiment 1, except for some differences in processing. These differences are explained below.
  • the sound detection unit 104c distinguishes and detects at least earthquake-related sounds, which are sounds related to the occurrence of an earthquake, as anxiety sounds.
  • the sound detection unit 104c can detect earthquake-related sounds as follows. By using a learning device that has machine-learned the characteristics of sound data related to the occurrence of an earthquake, earthquake-related sounds can be distinguished and detected from the audible sound data obtained by the acoustic sensor 16c. Examples of sounds related to the occurrence of an earthquake include the sounds of seismic activity and the sounds of cars shaking. The sounds of seismic activity can also be referred to as rumbling.
  • the sound detection unit 104c distinguish and detect earthquake-related sounds using the aforementioned early warning sound collected by the in-vehicle microphone 23, in addition to sounds outside the vehicle.
  • the early warning sound it becomes possible to distinguish and detect earthquake-related sounds with greater accuracy.
  • sounds outside the vehicle refer to sounds collected by the acoustic sensor 16c.
  • the sound detection unit 104c also distinguish and detect, as anxiety sounds, warning sounds that are precursors to secondary disasters caused by earthquakes.
  • warning sounds include the warning sounds of a landslide, the warning sounds of a collapsing house, and the sound of an approaching tsunami.
  • warning sounds of a landslide it is sufficient to distinguish and detect sounds that are characteristic of warning sounds of a landslide.
  • a warning sound that is characteristic of a landslide is the sound of tree roots being severed.
  • warning sounds of a collapsing house it is sufficient to distinguish and detect sounds that are characteristic of a house being collapsed.
  • a warning sound that is characteristic of a house being collapsed is the sound of pillars creaking.
  • the sound detection unit 104c may distinguish and detect warning sounds from the audible sound data obtained by the acoustic sensor 16c by using a learning device that has machine-learned the characteristics of the sound data of warning sounds.
  • the sound detection unit 104c may also use map data obtained from the map DB 13c to detect precursory sounds. For example, it may detect the precursory sounds of a landslide, provided that a slope is present near the current position of the vehicle. For example, it may detect the precursory sounds of a house collapsing, provided that a house is present near the current position of the vehicle. For example, it may detect the sound of an approaching tsunami, provided that a coastline is present near the current position of the vehicle. This makes it possible to reduce false detections of precursory sounds.
  • the current position of the vehicle is assumed to be the position of the vehicle determined by the locator 12. The same applies hereinafter.
  • the earthquake state identification unit 111 identifies the magnitude of the earthquake when the sound detection unit 104c detects earthquake-related sounds.
  • the earthquake state identification unit 111 may identify the magnitude of the earthquake from the earthquake-related sounds detected by the sound detection unit 104c.
  • the magnitude of the earthquake may be, for example, the magnitude of the shaking of the earthquake.
  • the earthquake state identification unit 111 may identify the magnitude of the earthquake from the sound of seismic motion, the magnitude of which changes depending on the magnitude of the earthquake.
  • the magnitude of the earthquake may be classified by seismic intensity or by a method other than seismic intensity.
  • the earthquake state identification unit 111 may identify the magnitude of the earthquake from data of vibrations outside the audible range obtained by the acoustic sensor 16c.
  • the magnitude of the earthquake may be identified using data of vibrations characteristic of the occurrence of an earthquake that change depending on the magnitude of the earthquake, among the data of vibrations outside the audible range.
  • the earthquake state identification unit 111 may identify the magnitude of the earthquake from this seismic intensity information.
  • the earthquake state identification unit 111 When the sound detection unit 104c detects earthquake-related sounds, it is preferable that the earthquake state identification unit 111 also identify the timing when the earthquake shaking will subside (hereinafter referred to as the end timing).
  • the earthquake state identification unit 111 may identify the end timing from the earthquake-related sounds detected by the sound detection unit 104c.
  • the earthquake state identification unit 111 may identify the end timing, for example, from changes in the sound of seismic motion.
  • the earthquake state identification unit 111 may determine the end timing as the timing when the volume of the sound of seismic motion falls below a threshold.
  • the threshold here may be a value that distinguishes between the presence or absence of an earthquake and may be a value that can be set arbitrarily.
  • the earthquake state identification unit 111 may identify the end timing from data on vibrations outside the audible range obtained by the acoustic sensor 16c.
  • the end timing may be the timing when the volume of vibrations characteristic of the occurrence of an earthquake falls below a threshold.
  • the threshold here may also be a value that distinguishes between the presence or absence of an earthquake and may be a value that can be set arbitrarily.
  • the earthquake state identification unit 111 can obtain information about the progress of the earthquake from the center via the communication module 11, it may identify the timing of its end from this information about the progress.
  • the vehicle control unit 109c is the same as the vehicle control unit 109 in embodiment 1, except for some differences in processing. These differences are explained below.
  • the vehicle control unit 109c controls the vehicle according to the magnitude of the earthquake identified by the earthquake state identification unit 111. This makes it possible to perform control appropriate to the magnitude of the earthquake when the control appropriate for the vehicle differs depending on the magnitude of the earthquake.
  • the vehicle control unit 109c preferably brings the host vehicle to an emergency stop on the shoulder of the road.
  • the emergency stop on the shoulder of the road may be performed by automated driving.
  • the vehicle control unit 109c preferably allows the host vehicle to continue driving. In this case, driving may be performed by automated driving of level 1 or higher, or by manual driving. Continuing driving here means not making an emergency stop on the shoulder of the road.
  • An earthquake response alert is an alert directed to the occupants of the vehicle regarding how to respond to an earthquake. Examples of earthquake response alerts include the following: An earthquake response alert is a caution driving alert that warns the driver to be careful of their surroundings while driving. An earthquake response alert is a protection instruction alert that instructs the occupants to protect themselves on the spot. An earthquake response alert is an evacuation instruction alert that instructs the occupants to evacuate.
  • the vehicle control unit 109c may change the content of the earthquake response alert depending on the magnitude of the earthquake identified by the earthquake state identification unit 111. This makes it possible to issue an earthquake response alert that is appropriate for the occupants of the vehicle depending on the magnitude of the earthquake.
  • the vehicle control unit 109c change the content of the earthquake response notification depending on whether the shaking is continuing or has ended.
  • Continuing shaking refers to a state in which earthquake shaking is continuing before the end timing identified by the earthquake state identification unit 111.
  • Ending shaking refers to a state in which the earthquake shaking has subsided after the end timing identified by the earthquake state identification unit 111. This makes it possible to issue an appropriate earthquake response notification depending on whether the shaking is continuing or has ended, in cases where the earthquake response notification appropriate for the occupants of the vehicle differs depending on whether the shaking is continuing or has ended.
  • the vehicle control unit 109c issues protection instruction notifications while the shaking continues, and issues evacuation instruction notifications after the shaking has ended. This makes it possible to issue protection instruction notifications when it is possible that movement will be difficult while the earthquake shaking is continuing and it is preferable for occupants to protect themselves rather than move. On the other hand, it becomes possible to issue evacuation instruction notifications after the earthquake shaking has ended when evacuation is preferable.
  • the vehicle control unit 109c issues an evacuation instruction notification that instructs the occupants to evacuate according to the current location of the vehicle.
  • This makes it possible to evacuate appropriately according to the current location of the vehicle when the evacuation method appropriate for the occupants varies depending on the current location of the vehicle.
  • Examples of notifications that instruct the occupants to evacuate according to the current location of the vehicle include the following. First, there is a notification instructing the occupants to evacuate to the nearest evacuation site from the current location of the vehicle. Another example is a notification instructing the occupants to evacuate to higher ground if there is a possibility that a tsunami will reach the current location of the vehicle.
  • Whether or not there is a possibility that a tsunami will reach the current location of the vehicle can be determined by the vehicle control unit 109c from the vehicle's position and information on tsunami flooded areas in the hazard map.
  • the hazard map may be obtained by the vehicle control unit 109c from the map DB 13c, or from a center via the communication module 11. If there is no possibility that a tsunami will reach the current location of the vehicle, the vehicle control unit 109c may issue a notification instructing the vehicle to evacuate to the nearest evacuation site from the current location of the vehicle.
  • the evacuation site may be a designated emergency evacuation site established for each region.
  • the vehicle control unit 109c may change the evacuation instructions as described above depending on whether or not there is a possibility of a tsunami reaching the current location of the vehicle after the shaking has ended.
  • evacuating after the shaking of a large earthquake it is preferable to park the vehicle on the side of the road, leave the vehicle keys inside, and evacuate on foot.
  • the vehicle control unit 109c may instruct the vehicle to evacuate to higher ground after the shaking has ended.
  • the vehicle control unit 109c may instruct the vehicle to leave the vehicle and evacuate on foot to an evacuation site after the shaking has ended.
  • the magnitude of the earthquake may be identified by the earthquake condition identification unit 111.
  • the vehicle control unit 109c issue an evacuation instruction announcement when the shaking has ended and the sound detection unit 104c has detected a precursory sound.
  • the vehicle control unit 109c can issue a protection instruction announcement. If the shaking has ended and the sound detection unit 104c has not detected a precursory sound, the vehicle control unit 109c can issue an announcement urging the vehicle to drive with caution.
  • the vehicle control unit 109c When issuing an evacuation instruction notification, the vehicle control unit 109c preferably issues the evacuation instruction notification in combination with map data.
  • the evacuation instruction notification may be issued by displaying on a map the vehicle's position and the evacuation site. Alternatively, the route from the vehicle's position to the evacuation site may also be displayed.
  • the evacuation instruction notification may be issued by displaying on a map the vehicle's position and the tsunami flooded area.
  • the evacuation instruction notification may be issued by displaying on a map the vehicle's position and an area of high ground outside the tsunami flooded area. This makes it easier for occupants to specifically recognize the evacuation action required in response to the evacuation instruction notification.
  • a vehicle system 1d according to the fifth embodiment will be described with reference to FIG. 12 .
  • the vehicle system 1d is similar to the vehicle system 1 according to the first embodiment, except for some differences.
  • the vehicle system 1d includes an autonomous driving ECU 10d instead of the autonomous driving ECU 10.
  • the vehicle system 1d includes an acoustic sensor 16c instead of the acoustic sensor 16.
  • the vehicle system 1d includes an HCU 22c instead of the HCU 22.
  • the vehicle system 1d includes an in-vehicle microphone 23. Except for these differences, the vehicle system 1d is similar to the vehicle system 1 according to the first embodiment.
  • the acoustic sensor 16c, the HCU 22c, and the in-vehicle microphone 23 are the same as those described in the fourth embodiment.
  • the autonomous driving ECU 10d is similar to the autonomous driving ECU 10 of embodiment 1, except for some differences in processing.
  • the autonomous driving ECU 10d includes a sound detection unit 104d instead of the sound detection unit 104.
  • the autonomous driving ECU 10c includes a vehicle control unit 109d instead of the vehicle control unit 109. Except for these differences, the autonomous driving ECU 10d is similar to the autonomous driving ECU 10 of embodiment 1.
  • This autonomous driving ECU 10d also corresponds to a vehicle control device.
  • the execution of processing by a computer of each functional block of the autonomous driving ECU 10d corresponds to the execution of a vehicle control method.
  • the sound detection unit 104d is similar to the sound detection unit 104 of embodiment 1, except for some differences in processing. These differences are explained below.
  • the sound detection unit 104d distinguishes between and detects at least the aforementioned earthquake-related sounds, explosion sounds, and collision sounds as anxiety sounds.
  • Earthquake-related sounds may be detected in the same manner as described in embodiment 4.
  • Explosion sounds and collision sounds may be detected in the same manner as described in embodiment 1.
  • the vehicle control unit 109d is similar to the vehicle control unit 109 in embodiment 1, except for some differences in processing. These differences are described below.
  • the vehicle control unit 109d transmits information about the current location of the vehicle to the outside of the vehicle. This makes it possible to notify the outside of the vehicle of the location where the vehicle encountered an earthquake, explosion, or collision with another vehicle.
  • the information about the current location of the vehicle may be the vehicle position measured by the locator 12.
  • the information about the current location of the vehicle may be transmitted via the communication module 11.
  • the destination to which the information about the current location of the vehicle (hereinafter referred to as the current location destination) may be registered in advance in the non-volatile memory of the vehicle.
  • the current location destination may be registered by pre-storing the address of the current location destination in the non-volatile memory.
  • the current location may be transmitted to a terminal of a person who has a private relationship with the vehicle's occupants. Examples of people who have a private relationship with the occupants include family members.
  • the terminal may be a mobile terminal or a fixed terminal. This makes it possible to notify people who have a private relationship with the vehicle's occupants of the location where the vehicle encountered an earthquake, explosion, or collision with another vehicle. As a result, it becomes possible to notify people who want to know the safety of the vehicle's occupants in the event of an earthquake, explosion, or collision with another vehicle of the vehicle's current location.
  • the current location may also be transmitted to a terminal of a public institution that deals with issues related to anxiety sounds such as earthquake-related sounds, explosion sounds, and collision sounds.
  • the vehicle control unit 109d may transmit information about the vehicle's current location to the public institution's terminal that corresponds to the type of anxiety sound.
  • the configuration of the vehicle system 1 of the sixth embodiment is not limited to the configuration of the above-described embodiments, and may be that of the following sixth embodiment. An example of the configuration of the sixth embodiment will be described below with reference to the drawings.
  • the vehicle system 1 of the sixth embodiment is similar to the vehicle system 1 of the first embodiment, except that the vehicle system 1 of the sixth embodiment includes an autonomous driving ECU 10e instead of the autonomous driving ECU 10.
  • the autonomous driving ECU 10e is similar to the autonomous driving ECU 10 of embodiment 1, except for some differences in processing.
  • the autonomous driving ECU 10e includes a sound detection unit 104e instead of the sound detection unit 104.
  • the autonomous driving ECU 10e includes a vehicle control unit 109e instead of the vehicle control unit 109. Except for these differences, the autonomous driving ECU 10e is similar to the autonomous driving ECU 10 of embodiment 1.
  • This autonomous driving ECU 10e also corresponds to a vehicle control device.
  • the execution of processing of each functional block of the autonomous driving ECU 10e by a computer corresponds to the execution of a vehicle control method.
  • the sound detection unit 104e is similar to the sound detection unit 104 of embodiment 1, except for some differences in processing. These differences are explained below.
  • the sound detection unit 104e distinguishes and detects at least the aforementioned explosion sounds, fire sounds, and incident encounter sounds as anxiety sounds. Explosion sounds and incident encounter sounds can be detected in the same manner as explained in embodiment 1.
  • Fire sounds are sounds related to the outbreak of a fire. Fire sounds can be distinguished and detected from the sound data obtained by the acoustic sensor 16 by using a learning device that has machine-learned the features of fire sound sound data.
  • the vehicle control unit 109e is similar to the vehicle control unit 109 of embodiment 1, except for some differences in processing. These differences are explained below.
  • the sound detection unit 104e detects an alarming sound, such as an explosion sound, a fire sound, or an incident sound
  • the vehicle control unit 109e causes an automatic report to be sent to the terminal of the public agency dealing with the problem corresponding to the alarming sound. This makes it possible to notify the public agency dealing with these problems of an explosion, fire, or incident.
  • an automatic report is sent, it becomes easier for the public agency to confirm that an explosion, fire, or incident has occurred based on the automatic reports from a large number of vehicles equipped with the autonomous driving ECU 10e. As a result, it becomes easier for the public agency to respond more quickly to an explosion, fire, or incident.
  • the vehicle control unit 109e can cause the automatic report to be sent via the communication module 11.
  • the vehicle control unit 109e can include information about the vehicle's current location in the automatic report. This makes it easier for public institutions to identify the location of an explosion, fire, or other incident.
  • the vehicle control unit 109e can also cause an automatic report to be sent to a terminal of a public institution depending on the type of disturbing sound.
  • the configuration of the vehicle system 1 of the seventh embodiment is not limited to the configuration of the above-described embodiments, and may be the configuration of the following seventh embodiment. An example of the configuration of the seventh embodiment will be described below with reference to the drawings.
  • the vehicle system 1 of the seventh embodiment is similar to the vehicle system 1 of the first embodiment, except that the vehicle system 1 of the seventh embodiment includes an autonomous driving ECU 10f instead of the autonomous driving ECU 10.
  • the autonomous driving ECU 10f is similar to the autonomous driving ECU 10 of embodiment 1, except for some differences in processing.
  • the autonomous driving ECU 10f includes a sound detection unit 104f instead of the sound detection unit 104.
  • the autonomous driving ECU 10f includes a vehicle control unit 109f instead of the vehicle control unit 109. Except for these differences, the autonomous driving ECU 10f is similar to the autonomous driving ECU 10 of embodiment 1.
  • This autonomous driving ECU 10f also corresponds to a vehicle control device.
  • the execution of processing of each functional block of the autonomous driving ECU 10f by a computer corresponds to the execution of a vehicle control method.
  • the sound detection unit 104f is the same as the sound detection unit 104 in embodiment 1, except for some differences in processing. These differences are explained below.
  • the sound detection unit 104f distinguishes between and detects, as anxiety sounds, at least any of the aforementioned explosion sounds, fire sounds, and incident encounter sounds. Explosion sounds and incident encounter sounds may be detected in the same manner as described in embodiment 1. Fire sounds may be detected in the same manner as described in embodiment 6.
  • the sound detection unit 104f also detects the direction from which anxiety sounds such as explosion sounds, fire sounds, and incident encounter sounds are coming.
  • the sound detection unit 104f may detect the direction from which the anxiety sound is coming based on which of the acoustic sensors 16 installed at multiple locations on the vehicle, as also described in embodiment 1, picked up the louder anxiety sound.
  • the sound detection unit 104f may detect which of the four directions (front, back, left, right, etc.) from the vehicle the anxiety sound is coming from.
  • the sound detection unit 104f may also detect the direction from which the disturbing sound is coming, whether it is from a direction other than the four directions mentioned above.
  • the vehicle control unit 109f is the same as the vehicle control unit 109 in embodiment 1, except for some differences in processing. These differences are explained below.
  • the sound detection unit 104f detects an anxiety sound, such as an explosion sound, a fire sound, or an incident encounter sound
  • the vehicle control unit 109f controls the vehicle to travel in a direction away from the direction from which the anxiety sound is coming. This makes it possible to quickly move away from phenomena such as explosions, fires, and incidents, where it is preferable to move away quickly without having to stop the vehicle. Travel control in a direction away from the direction from which the anxiety sound is coming may be performed, for example, as follows. Travel control in a direction away from the direction from which the anxiety sound is coming may be performed within the range in which the vehicle is drivable.
  • the vehicle may be moved away from the direction of arrival by, for example, automatic steering. If the disturbing sound is coming from the front of the vehicle, it can be moved away from the direction of arrival by, for example, automatically reversing or turning backward. If the disturbing sound is coming from the rear of the vehicle, it can be moved away from the direction of arrival by, for example, accelerating.
  • the configuration of the vehicle system 1 of the eighth embodiment is not limited to the configuration of the above-described embodiments, and may be the configuration of the following eighth embodiment. An example of the configuration of the eighth embodiment will be described below with reference to the drawings.
  • the vehicle system 1 of the eighth embodiment is similar to the vehicle system 1 of the first embodiment, except that the vehicle system 1 of the eighth embodiment includes an autonomous driving ECU 10g and a vehicle state sensor 14g instead of the autonomous driving ECU 10 and the vehicle state sensor 14.
  • Vehicle condition sensor 14g is similar to vehicle condition sensor 14 in embodiment 1, with the exception of some differences. These differences will be explained below.
  • Vehicle condition sensor 14 includes a sensor that can be used to determine if there is a vehicle malfunction.
  • One example of such a sensor is a tire pressure sensor.
  • the tire pressure sensor detects the air pressure in the tires of the vehicle.
  • the autonomous driving ECU 10g is similar to the autonomous driving ECU 10 of embodiment 1, except for some differences in processing.
  • the autonomous driving ECU 10g includes a vehicle control unit 109g instead of the vehicle control unit 109.
  • the autonomous driving ECU 10g includes a cause determination unit 112. Except for these differences, the autonomous driving ECU 10g is similar to the autonomous driving ECU 10 of embodiment 1.
  • This autonomous driving ECU 10g also corresponds to a vehicle control device.
  • the execution of processing of each functional block of the autonomous driving ECU 10g by a computer corresponds to the execution of a vehicle control method.
  • the cause determination unit 112 uses information from the vehicle condition sensor 14g to determine whether the anxiety sound is a sound originating from outside the vehicle or a sound resulting from a malfunction of the vehicle.
  • sounds originating from outside the vehicle will be referred to as external sounds
  • sounds resulting from a malfunction of the vehicle will be referred to as malfunction sounds.
  • tire pressure detected by a tire pressure sensor can be used to determine whether the anxiety sound is an external sound or a malfunction sound. If the anxiety sound is determined to be an external sound, the cause determination unit 112 can determine that the anxiety sound is an incident-encounter sound accompanied by a gunshot.
  • the cause determination unit 112 can determine that the anxiety sound is a flat tire sound. This makes it possible to accurately distinguish between an incident-encounter sound accompanied by a gunshot and a flat tire sound, which are difficult to distinguish.
  • the vehicle control unit 109g When the sound detection unit 104 detects an anxiety sound, the vehicle control unit 109g causes the alarm device 19 to issue a cause-determination-related notification, which is a notification based on the determination result by the cause determination unit 112. This makes it easier for the occupant to distinguish between anxiety sounds that are difficult to distinguish between external sounds and malfunction sounds. As a result, it is possible to reduce anxiety caused by difficulty in distinguishing between an anxiety sound and an external sound. For example, the vehicle control unit 109g may issue a cause-determination-related notification indicating whether the anxiety sound is caused by a malfunction of the vehicle.
  • the vehicle control unit 109g may issue a notification that the anxiety sound is caused by a malfunction of the vehicle.
  • the cause determination unit 112 determines that the anxiety sound is an external sound
  • the vehicle control unit 109g may issue a notification that the anxiety sound is not caused by a malfunction of the vehicle.
  • the configuration of the vehicle system 1 of the ninth embodiment is not limited to the configuration of the above-described embodiments, and may be the configuration of the following ninth embodiment. An example of the configuration of the ninth embodiment will be described below with reference to the drawings.
  • the vehicle system 1 of the ninth embodiment is similar to the vehicle system 1 of the first embodiment, except that the vehicle system 1 of the ninth embodiment includes an autonomous driving ECU 10h instead of the autonomous driving ECU 10.
  • the autonomous driving ECU 10h is similar to the autonomous driving ECU 10 of embodiment 1, except for some differences in processing.
  • the autonomous driving ECU 10h includes a sound detection unit 104h instead of the sound detection unit 104.
  • the autonomous driving ECU 10h includes a vehicle control unit 109h instead of the vehicle control unit 109. Except for these differences, the autonomous driving ECU 10h is similar to the autonomous driving ECU 10 of embodiment 1.
  • This autonomous driving ECU 10h also corresponds to a vehicle control device.
  • the execution of processing of each functional block of the autonomous driving ECU 10h by a computer corresponds to the execution of a vehicle control method.
  • the sound detection unit 104h is similar to the sound detection unit 104 of embodiment 1, except for some differences in processing. These differences are described below.
  • the sound detection unit 104h also distinguishes and detects types of anxiety sounds from the speech content recognized from the voice of a person outside the vehicle.
  • the voice of a person outside the vehicle can be collected by the acoustic sensor 16.
  • the sound detection unit 104h can detect types of anxiety sounds from the speech content in situations that are expected to cause anxiety to the occupants of the vehicle and are unlikely to produce sound (hereinafter referred to as silent situations).
  • An event can also be referred to as a phenomenon.
  • Recognition of the speech content from a person's voice can be achieved by performing speech recognition processing on the sound data output from the acoustic sensor 16.
  • An example of detecting anxiety sounds from speech content is detecting a gas leak from speech content such as "gas” and "leak.”
  • a gas leak such as "gas” and "leak.”
  • the sound detection unit 104h may also detect silent situations other than gas leaks by distinguishing the type of situation from the content of speech that includes words that describe the situation.
  • the vehicle control unit 109h controls the vehicle according to the type of anxiety sound detected by the sound detection unit 104h. This makes it possible to control the vehicle in a way that reduces the anxiety of the occupants even in silent situations. As an example, if a gas leak is detected, the vehicle may be controlled to travel in a direction away from the direction from which the sound detected from the speech about the gas leak is coming, or the vehicle windows may be closed. The vehicle control unit 109h may open and close the windows via the body ECU 18. Alternatively, the vehicle control unit 109h may cause an alarm to be issued by the alarm device 19 to notify the driver of the gas leak.
  • the autonomous driving ECUs 10, 10a, 10b, 10c, 10d, 10e, 10f, 10g, and 10h are shown as corresponding to the vehicle control device, but this is not necessarily limited to this.
  • an ECU other than the autonomous driving ECUs 10, 10a, 10b, 10c, 10d, 10e, 10f, 10g, and 10h may be shown as corresponding to the vehicle control device.
  • a vehicle control device that can be used in a vehicle, a sound detection unit (104, 104c, 104d, 104e, 104f, 104h) that distinguishes and detects types of anxiety sounds, which are sounds that are estimated to be indicative of a situation that is estimated to cause anxiety to an occupant of the vehicle, from sounds outside the vehicle;
  • a vehicle control device comprising: a vehicle control unit (109, 109a, 109b, 109c, 109d, 109e, 109f, 109g, 109h) that controls the vehicle depending on the type of the anxiety sound detected by the sound detection unit.
  • the present invention can be used in a vehicle that performs automatic driving including at least a constant speed driving control that drives the vehicle at a constant speed according to a set vehicle speed,
  • the sound detection unit is configured to distinguish and detect, as the anxiety sound, at least a forward obstacle sound, which is a sound generated when a collision or sudden braking occurs in front of the vehicle,
  • the vehicle control unit sets the set vehicle speed for the constant speed traveling control to a fixed value equal to the set vehicle speed up to that point or to a value lower than the set vehicle speed up to that point until the end of a specified period or a specified section of traveling.
  • the vehicle control device can be used in a vehicle that performs automatic driving including at least lane change control that automatically changes lanes, If the sound detection unit identifies the disturbing sound during the lane change control, the vehicle control unit suspends the lane change control midway and puts the vehicle on standby, and causes an alarm device (19) to issue a monitoring promotion alarm to encourage the vehicle occupants to monitor the surroundings, and if it is determined that there is no abnormality around the vehicle, the vehicle control unit resumes the lane change control.
  • the vehicle control unit is a vehicle control device that locks the doors of the vehicle when the sound detection unit detects the anxiety sound while the vehicle is stopped or traveling at a low speed below a specified value.
  • FIG. 5 A vehicle control device according to Technical Concept 4, an occupant identification unit (108) that identifies the type of occupant of the vehicle and the seating position of the occupant in the vehicle;
  • the sound detection unit detects the anxiety sound while the vehicle is stopped or traveling at a low speed below a specified value
  • the vehicle control unit switches whether or not to lock the door corresponding to the seating position of the occupant depending on the type of occupant identified by the occupant identification unit.
  • the sound detection unit distinguishes and detects, as the anxiety sound, at least an incident encounter sound, which is a sound that is presumed to indicate that the vehicle has encountered an incident, an approaching object identification unit (110) that identifies the presence or absence of an object approaching the vehicle based on a sensing result from a periphery monitoring sensor (15) that monitors the periphery of the vehicle;
  • the vehicle control unit is a vehicle control device that stops the vehicle when the sound detection unit detects the incident encounter sound, and after the vehicle has stopped, when the approaching object identification unit identifies that there is an object approaching the vehicle, locks the doors of the vehicle.
  • the vehicle control unit is a vehicle control device that, when the sound detection unit detects the anxiety sound, causes the vehicle to drive slowly at a speed below a specified value and issues a monitoring promotion alert from an alert device (19) to encourage the vehicle occupants to monitor the surroundings.
  • the sound detection unit is capable of detecting not only the anxiety sound but also the siren sound of an emergency vehicle, and the vehicle control device uses different thresholds for determining that a sound has been detected for the anxiety sound and the siren sound.
  • the sound detection unit sets the threshold value for determining that the anxiety sound has been detected lower than the threshold value for determining that the siren sound has been detected.
  • the sound detection unit (104c) distinguishes and detects at least earthquake-related sounds, which are sounds related to the occurrence of an earthquake, as the anxiety sounds, an earthquake state identification unit (111) that identifies the magnitude of an earthquake when the earthquake-related sound is detected by the sound detection unit;
  • the vehicle control unit (109c) is a vehicle control device that controls the vehicle according to the magnitude of the earthquake identified by the earthquake state identification unit when the earthquake-related sound is detected by the sound detection unit.
  • the sound detection unit detects earthquake-related sounds by distinguishing between sounds outside the vehicle and sounds inside the vehicle collected by an in-vehicle microphone (23), and by using an alarm sound emitted from a portable device when an earthquake occurs.
  • the vehicle control unit is a vehicle control device that brings the vehicle to an emergency stop on the shoulder of the road if the magnitude of the earthquake identified by the earthquake condition identification unit is equal to or greater than a specified value, but allows the vehicle to continue traveling if the magnitude of the earthquake identified by the earthquake condition identification unit is less than the specified value.
  • the sound detection unit (104c) distinguishes and detects at least earthquake-related sounds, which are sounds related to the occurrence of an earthquake, as the anxiety sounds, an earthquake state identification unit (111) that identifies the magnitude of an earthquake when the earthquake-related sound is detected by the sound detection unit;
  • the vehicle control unit (109c) is a vehicle control device that, when the sound detection unit detects the earthquake-related sound, causes an earthquake response alert, which is an alert to the vehicle occupants regarding how to respond to an earthquake, to be issued from an alert device (19), and changes the content of the earthquake response alert depending on the magnitude of the earthquake identified by the earthquake state identification unit.
  • the earthquake state identification unit also identifies a timing at which the earthquake shaking will subside when the earthquake-related sound is detected by the sound detection unit,
  • the vehicle control unit is a vehicle control device that changes the content of the earthquake response alert depending on whether the shaking is continuing before the timing at which the earthquake shaking identified by the earthquake state identification unit subsides, or after the shaking has ended after that timing.
  • the vehicle control unit issues a protection instruction alert to instruct the vehicle occupants to protect themselves on the spot while the shaking continues, and issues an evacuation instruction alert to instruct them to evacuate after the shaking ends.
  • the vehicle control unit is a vehicle control device that causes the evacuation instruction notification to be a notification instructing evacuation according to the current position of the vehicle.
  • the sound detection unit also detects, as the anxiety sound, a precursor sound that is a sound related to a secondary disaster caused by an earthquake,
  • the vehicle control unit is a vehicle control device that issues an evacuation instruction alert when the shaking has ended and the sound detection unit detects the warning sound, and that issues an evacuation instruction alert.
  • the vehicle control unit is a vehicle control device that, when issuing the evacuation instruction notification, issues the evacuation instruction notification in combination with map information.
  • the sound detection unit (104d) detects, as the anxiety sound, at least one of an earthquake-related sound, which is a sound related to the occurrence of an earthquake, an explosion sound, and a collision sound caused by a collision of another vehicle
  • the vehicle control unit (109d) is a vehicle control device that transmits information about the current location of the vehicle to the outside of the vehicle when the sound detection unit detects an anxiety sound, such as an earthquake-related sound, an explosion sound, or a collision sound.
  • the sound detection unit (104e) distinguishes and detects, as the anxiety sound, at least one of an explosion sound, a fire sound which is a sound related to the outbreak of a fire, and an incident encounter sound which is a sound which is presumed to indicate that the vehicle has encountered an incident
  • the vehicle control unit (109e) is a vehicle control device that, when the sound detection unit detects an alarming sound, such as an explosion sound, a fire sound, or an incident encounter sound, automatically reports the alarm to a terminal of a public institution that deals with the problem associated with the alarming sound.
  • the sound detection unit (104f) distinguishes and detects the anxiety sound as at least one of an explosion sound, a fire sound which is a sound related to the outbreak of a fire, and an incident encounter sound which is a sound which is presumed to indicate that the vehicle has encountered an incident, and also detects the direction from which the anxiety sound is coming relative to the vehicle
  • the vehicle control unit (109f) is a vehicle control device that controls the vehicle's driving in a direction away from the direction from which the disturbing sound is coming when the sound detection unit detects any of the disturbing sounds, such as the explosion sound, the fire sound, and the incident encounter sound.
  • a cause determination unit (112) that, when the sound detection unit detects the unsettling sound, determines whether the unsettling sound is a sound caused by an external cause of the vehicle or a fault in the vehicle, using information from a vehicle state sensor (14g) that detects the state of the vehicle;
  • the vehicle control unit (109g) is a vehicle control device that, when the sound detection unit detects the anxiety sound, causes an alarm device (19) to issue a cause-determination-related alarm based on the determination result of the cause determination unit.
  • the sound detection unit (104h) also distinguishes and detects the type of the anxiety sound from the content of a speech recognized from a voice of a person outside the vehicle
  • the vehicle control unit (109h) is a vehicle control device that controls the vehicle in accordance with the type of the anxiety sound detected by the sound detection unit.
  • control unit and method described in the present disclosure may be realized by a special-purpose computer comprising a processor programmed to execute one or more functions embodied in a computer program.
  • the device and method described in the present disclosure may be realized by a special-purpose hardware logic circuit.
  • the device and method described in the present disclosure may be realized by one or more special-purpose computers configured by combining a processor that executes a computer program with one or more hardware logic circuits.
  • the computer program may be stored as instructions executed by a computer on a computer-readable non-transitory tangible recording medium.

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Abstract

La présente invention concerne un bloc de commande électronique de conduite automatique (10) pouvant être utilisé dans un véhicule, ledit bloc de commande électronique de conduite automatique (10) étant pourvu : d'une unité de détection de son (104) qui distingue et détecte des types de sons d'anxiété, qui sont des sons qui sont estimés comme indiquant des situations qui sont estimées comme provoquant l'anxiété d'occupants du véhicule, par rapport à des sons à l'extérieur du véhicule ; et d'une unité de commande de véhicule (109) qui commande le véhicule hôte en fonction du type du son d'anxiété détecté par l'unité de détection de son (104). Le bloc de commande électronique de conduite automatique (10) peut commander le véhicule de manière à réduire l'anxiété des occupants due à des sons d'anxiété.
PCT/JP2025/013503 2024-04-23 2025-04-02 Dispositif de commande de véhicule et procédé de commande de véhicule Pending WO2025225312A1 (fr)

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JP2010108354A (ja) * 2008-10-31 2010-05-13 Pioneer Electronic Corp 情報収集装置、情報収集方法及び情報収集用プログラム
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WO2018079584A1 (fr) * 2016-10-27 2018-05-03 パイオニア株式会社 Dispositif de commande, système de commande, procédé de commande, et programme
WO2018101429A1 (fr) * 2016-11-30 2018-06-07 パイオニア株式会社 Dispositif de traitement d'informations, procédé de collecte d'informations et programme
JP2018160135A (ja) * 2017-03-23 2018-10-11 株式会社東芝 降車時注意喚起装置
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