Driving assistance device and vehicle

Abstract

The present application relates to a driving assistance device and a vehicle. The driving assistance device assists driving of a vehicle, and has: a first detection unit that detects an acceleration operation of an operator on an acceleration operation member provided to the vehicle; a second detection unit that detects a braking operation of the operator on a braking operation member provided to the vehicle; a third detection unit that detects a surrounding situation of the vehicle; a reporting unit that performs a report for causing the operator of the vehicle to recognize a risk that is a risk related to travel of the vehicle that exists in the surrounding situation detected by the third detection unit; a determination unit that determines a degree of recognition of the risk by the operator with respect to the risk that exists in the surrounding situation detected by the third detection unit, based on a time from when the acceleration operation is no longer detected by the first detection unit to when the braking operation is detected by the second detection unit; and a control unit that controls the reporting unit in such a manner that the reporting unit performs a report corresponding to the determined degree of recognition by the determination unit.

Description

Technical Field

[0001] This invention relates to driving assistance devices and vehicles. Background Technology

[0002] Regarding vehicles, particularly four-wheeled vehicles, various driving assistance technologies for assisting drivers (occupants) have been proposed in recent years, as disclosed in Japanese Patent Application Publication No. 2018-167647. This publication discloses a driving assistance system that assists drivers (occupants) in avoiding collisions with obstacles and preventing deviation from the driving path based on external conditions (surrounding conditions related to the vehicle's external environment) and operational conditions related to the driver's driving actions. Summary of the Invention

[0003] The problem that the invention aims to solve

[0004] However, for driver assistance technologies to function effectively—that is, to fully realize their potential—not only are external conditions and operational status important factors, but the driver's acceptance of the technology is also crucial. Therefore, there is a need to develop technologies that assist driving based on the driver's assessment of the risks (accident risks) surrounding the vehicle.

[0005] This invention provides a new technology that is beneficial for assisting the driving of vehicles, particularly four-wheeled vehicles.

[0006] means for solving problems

[0007] As an aspect of the present invention, a driving assistance device assists in driving a vehicle, characterized in that the driving assistance device comprises: a first detection unit that detects acceleration operations performed by the driver on an acceleration control unit provided in the vehicle; a second detection unit that detects braking operations performed by the driver on a braking control unit provided in the vehicle; a third detection unit that detects the surrounding conditions of the vehicle; a reporting unit that reports to enable the driver of the vehicle to identify a risk, the risk being a risk related to the driving of the vehicle present in the surrounding conditions detected by the third detection unit; a determination unit that, based on the time from when the first detection unit no longer detects the acceleration operation until the second detection unit detects the braking operation, determines the degree to which the driver has identified the risk present in the surrounding conditions detected by the third detection unit; and a control unit that controls the reporting unit to perform a report corresponding to the degree of identification determined by the determination unit.

[0008] As another aspect of the present invention, the vehicle is characterized in that it comprises: a first detection unit that detects acceleration operations performed by a driver on an acceleration control unit provided in the vehicle; a second detection unit that detects braking operations performed by a driver on a braking control unit provided in the vehicle; a third detection unit that detects the surrounding conditions of the vehicle; a reporting unit that reports to enable the driver of the vehicle to identify a risk, the risk being a risk related to the driving of the vehicle present in the surrounding conditions detected by the third detection unit; a determination unit that, for the risk present in the surrounding conditions detected by the third detection unit, determines the degree to which the driver has identified the risk based on the time from when the first detection unit no longer detects the acceleration operation until the second detection unit detects the braking operation; and a control unit that controls the reporting unit to perform a report corresponding to the degree of identification determined by the determination unit.

[0009] Further objects or other aspects of the invention will become clear from the following description of embodiments with reference to the accompanying drawings.

[0010] Invention Effects

[0011] According to the present invention, for example, new technologies that are advantageous for assisting the driving of vehicles, such as four-wheeled vehicles, can be provided. Attached Figure Description

[0012] Figure 1 This is a diagram showing the configuration of a vehicle and a control device as one aspect of the present invention.

[0013] Figure 2 This is a diagram showing the components of a steering wheel.

[0014] Figure 3 This is a block diagram representing the functional configuration of a driver assistance system.

[0015] Figure 4 This is a diagram used to illustrate the collision mitigation braking method in this embodiment.

[0016] Figure 5 This is a diagram used to illustrate the collision mitigation braking method in this embodiment.

[0017] Figure 6 This is a diagram used to illustrate the collision mitigation braking method in this embodiment.

[0018] Figure 7 This is a diagram used to illustrate the collision mitigation braking method in this embodiment.

[0019] Figure 8 This is a diagram used to illustrate the collision mitigation braking method in this embodiment. Detailed Implementation

[0020] Hereinafter, embodiments will be described in detail with reference to the accompanying drawings. Furthermore, the embodiments described below do not limit the invention to which the technical solution pertains, and the combinations of features described in the embodiments are not necessarily all necessary for the invention. Two or more features from the plurality of features described in the embodiments may be arbitrarily combined. Additionally, identical or identical components are labeled with the same reference numerals, and repeated descriptions are omitted.

[0021] Figure 1 This diagram illustrates the configuration of a vehicle 1 and a control device for controlling the vehicle 1, which are aspects of the present invention. Figure 1 In the diagram, vehicle 1 is represented by a top view and a side view. Vehicle 1 is, for example, a four-wheeled passenger car (four-wheeled vehicle).

[0022] Reference Figure 1 The configuration of the control device for controlling vehicle 1 will be described below. In this embodiment, the control device for controlling vehicle 1 functions as part of a driving assistance device that assists in driving vehicle 1. This control device includes a control unit composed of ECU group 2. ECU group 2 includes multiple ECUs 20 to ECU 29 configured to communicate with each other. ECUs 20 to ECU 29 each include a processor (such as a CPU), a storage device such as a semiconductor memory, and an interface for external devices. The storage device stores programs for the processor to execute and data used by the processor during processing. ECUs 20 to ECU 29 may also each include multiple processors, storage devices, and interfaces.

[0023] The functions of ECUs 20 to ECU 29 will be explained below. Furthermore, the number of ECUs and their functions can be appropriately designed, allowing for a more detailed or integrated approach than this embodiment.

[0024] ECU 20 performs controls related to driver assistance (driving assistance) for autonomous driving of vehicle 1. In autonomous driving, ECU 20 automatically controls the driving (acceleration, etc. of vehicle 1 based on power unit 6), steering, and braking of vehicle 1 without the need for driver (occupant) operation. In addition, ECU 20 controls driver assistance such as collision mitigation braking and lane departure suppression in manual driving.

[0025] Collision mitigation braking: When the probability of a collision with an obstacle in front of vehicle 1 (a risk related to the driving of vehicle 1) increases, the braking device 11 is automatically activated to assist in avoiding a collision, or a report is made to enable the driver to recognize the probability of a collision with the obstacle. Lane departure suppression: When the probability of vehicle 1 deviating from its driving lane increases, the steering wheel 31 is automatically activated to assist in avoiding lane departure, or a report is made to enable the driver to recognize lane departure.

[0026] ECU 21 controls the electric power steering system 3. The electric power steering system 3 includes a mechanism that steers the front wheels according to the driver's operation of the steering wheel 31 (steering operation). Additionally, the electric power steering system 3 includes a motor that provides driving force for assisting steering operations or automatically steering the front wheels, a sensor for detecting the steering angle, etc. When the vehicle 1 is in automatic driving mode, ECU 21 automatically controls the electric power steering system 3 in accordance with instructions from ECU 20 to control the direction of travel of the vehicle 1.

[0027] Figure 2 This diagram illustrates the configuration of the steering wheel 31. The steering wheel 31 has a circular shape, and vibrating elements 317 are integrated into multiple locations along its circumference. In this embodiment, as... Figure 2 As shown, the vibrating elements 317 are installed at equal intervals (60-degree intervals) in six locations on the steering wheel 31, including the top, bottom, left, right, and between them. The vibrating elements 317 are, for example, vibration motors that generate vibrations through an electrical supply. The ECU 21 supplies power to the vibrating elements 317 and controls their operation.

[0028] ECU 22 and ECU 23 are units that identify risks existing in the surrounding environment of vehicle 1, i.e., risks related to the driving of vehicle 1, based on the detection results of detection units 41 to 43 that detect the surrounding environment of vehicle 1. Detection unit 41 is a camera (hereinafter sometimes referred to as "camera 41") that captures images in front of vehicle 1. In this embodiment, two cameras 41 are provided on the front of the roof of vehicle 1. By analyzing the images captured by camera 41, the outlines of objects and lane markings (e.g., white lines) on the road can be extracted. Thus, ECU 22 and ECU 23 can detect (identify) other vehicles and pedestrians, and more specifically, can identify risks related to the driving of vehicle 1 from vehicles, pedestrians, etc. (obstacles) ahead.

[0029] Detection unit 42 is an optical radar (LIDAR: Light Detection and Ranging, hereinafter sometimes referred to as "optical radar 42"). The optical radar 42 detects targets around the vehicle 1 or measures the distance to the targets. In this embodiment, five optical radars 42 are provided: one at each corner of the front of the vehicle 1, one at the center of the rear, and one on each side of the rear. Detection unit 43 is a millimeter-wave radar (hereinafter sometimes referred to as "radar 43"). The detection unit 43 detects targets around the vehicle 1 or measures the distance to the targets. In this embodiment, five radars 43 are provided: one at the center of the front of the vehicle 1, one at each corner of the front, and one at each corner of the rear.

[0030] ECU 22 controls one of the cameras 41 and each of the optical radars 42 and processes the information from the detection results. ECU 23 controls the other camera 41 and each of the radars 43 and processes the information from the detection results. Thus, by having two sets of devices for detecting the surrounding environment of vehicle 1, the reliability of the detection results can be improved. Furthermore, by having different types of detection units such as cameras, optical radars, and radars, the surrounding environment of the vehicle can be analyzed from multiple perspectives. In addition, ECU 22 and ECU 23 can also detect the relative speed between vehicle 1 and targets based on the distances detected by optical radars 42 and radars 43 to targets around vehicle 1, or further detect the absolute speed of targets around vehicle 1 based on the absolute speed information of vehicle 1.

[0031] ECU 24 controls the gyroscope sensor 5, GPS sensor 24b, and communication device 24c, and processes the detection or communication results. The gyroscope sensor 5 detects the rotational motion of vehicle 1. It can determine the vehicle 1's route based on the detection results of the gyroscope sensor 5, wheel speed, etc. The GPS sensor 24b detects the current position of vehicle 1. The communication device 24c wirelessly communicates with a server providing map and traffic information to obtain this information. ECU 24 can access a map information database 24a stored in a storage device to perform path exploration from the current position to the destination, etc. Additionally, ECU 24 includes a communication device 24d for vehicle-to-vehicle communication. The communication device 24d wirelessly communicates with other nearby vehicles to exchange information between them.

[0032] ECU 25 controls the power unit 6. The power unit 6 is a mechanism that outputs driving force to rotate the drive wheels of vehicle 1, and includes, for example, an engine and a transmission. ECU 25 controls the engine output, for example, in response to the driver's throttle operation (acceleration operation) detected by the operation detection sensor 7a located on the accelerator pedal 7A, or switches the transmission gears based on information such as the vehicle speed detected by the vehicle speed sensor 7c. When vehicle 1 is in automatic driving mode, ECU 25 automatically controls the power unit 6 in response to instructions from ECU 20, thereby controlling the acceleration and deceleration of vehicle 1.

[0033] ECU26 controls lighting devices (headlights, taillights, etc.) including the turn indicator 8 (turn signal). In this embodiment, the turn indicator 8 is located at the front, side mirrors, and rear of the vehicle 1.

[0034] ECU27 controls the detection unit 9, which detects the conditions inside the vehicle, and processes the detection results. In this embodiment, the detection unit 9 includes a camera 9a that captures images of the vehicle interior and an input device 9b that receives information from the occupants inside the vehicle. In this embodiment, the camera 9a is located at the front of the roof of the vehicle 1 and captures images of the occupants (e.g., the driver). The input device 9b is located in a position accessible to the occupants and is a switch assembly for instructing the vehicle 1.

[0035] ECU 28 controls output device 10. Output device 10 outputs information to the driver and receives information input from the driver. Sound output device 10a reports information to the driver via sound. Display device 10b reports information to the driver via image display. Display device 10b includes, for example, an instrument panel 10b1 disposed in front of the driver's seat and a head-up display 10b2 disposed above the instrument panel 10b1. Furthermore, while sound and display are exemplified in this embodiment, information can also be reported via vibration or light. Additionally, multiple methods such as sound, display, vibration, or light can be combined to report information.

[0036] ECU 29 controls the braking device 11 and the parking brake (not shown). The braking device 11 is, for example, a disc brake, installed on each wheel of the vehicle 1, which applies resistance to the rotation of the wheels to decelerate or stop the vehicle 1. ECU 29 controls the operation of the braking device 11 in response to the driver's braking operation detected by the operation detection sensor 7b installed on the brake pedal 7B. When the vehicle 1 is in automatic driving mode, ECU 29 automatically controls the braking device 11 in response to instructions from ECU 20, controlling the deceleration and stopping of the vehicle 1. The braking device 11 and the parking brake can also be activated to maintain the vehicle 1 in a stopped state. In addition, if the transmission of the power unit 6 has a parking lock function, this parking lock function can also be activated to maintain the vehicle 1 in a stopped state.

[0037] In a vehicle 1 configured in this way, as described above, driving assistance technologies that assist in driving the vehicle 1 include, for example, collision mitigation braking, which provides phased assistance to avoid collisions with obstacles (oncoming vehicles, pedestrians, etc.) in front of the vehicle 1 and to mitigate damage. However, the inventors have found that when providing collision mitigation braking (driving assistance technology) to the driver of the vehicle 1, it is necessary to consider not only the surrounding conditions and operating conditions of the vehicle 1, but also the driver's acceptability of collision mitigation braking. Specifically, it is necessary to consider the driver's identification of risks related to the driving of the vehicle 1 existing in the surrounding conditions of the vehicle 1. For example, in recent years, in collision mitigation braking, in order to reduce risks in driving the vehicle 1, there has been a tendency to provide advance reports for identifying risks related to the driving of the vehicle 1 (the possibility of collision with obstacles), but if the driver does not identify the risk, such reports may cause dissatisfaction (incomprehension) to the driver. In particular, if a report is given in advance to the driver who determines the driving operation of vehicle 1 without being affected by the collision mitigation braking, the use of collision mitigation braking itself is suppressed (causing the collision mitigation braking to end), and sometimes the collision mitigation braking effect cannot be achieved.

[0038] Therefore, in this embodiment, a technology is provided that, when providing driving assistance technologies such as collision mitigation braking, controls the report used to identify the risk based on the driver's identification of the risk related to the driving of the vehicle 1 in the surrounding conditions of the vehicle 1.

[0039] Hereinafter, in this embodiment, collision mitigation braking provided as a driving assistance technology will be specifically described. In the collision mitigation braking of this embodiment, before the braking device 11 is automatically activated to assist in avoiding a collision in response to a risk related to the driving of vehicle 1 in the surrounding conditions of vehicle 1, namely an obstacle in front of vehicle 1, a report is made to identify the possibility of collision with the obstacle.

[0040] Figure 3 This is a block diagram illustrating the functional configuration of the driver assistance device 100 providing collision mitigation braking in this embodiment. The driver assistance device 100 is essentially composed of the ECU group 2, but may also be configured to include various units disposed in the vehicle 1 as constituent elements. For example... Figure 3 As shown, in this embodiment, the driving assistance device 100 includes a first detection unit 110, a second detection unit 120, a third detection unit 130, a reporting unit 140, a determination unit 150, and a control unit 160. Furthermore, the functions (modules) described below can be combined or separated, and the described functions can also be implemented by other modules. Additionally, components described as hardware can be implemented in software, and vice versa.

[0041] The first detection unit 110 has the function of detecting the driver's acceleration operation on the accelerator pedal 7A, which is provided on the vehicle 1. In this embodiment, the first detection unit 110 includes an operation detection sensor 7a provided on the accelerator pedal 7A and an ECU 25 connected to the operation detection sensor 7a.

[0042] The second detection unit 120 has the function of detecting the driver's braking operation on the brake control component, namely the brake pedal 7B, which is provided on the vehicle 1. In this embodiment, the second detection unit 120 includes an operation detection sensor 7b provided on the brake pedal 7B and an ECU 29 connected to the operation detection sensor 7b.

[0043] The third detection unit 130 has the function of detecting the surrounding conditions of the vehicle 1. In this embodiment, the third detection unit 130 includes a camera 41, an optical radar 42 and a radar 43, which are detection units installed in the vehicle 1, and ECU 22 and ECU 23 connected to them.

[0044] The reporting unit 140 has the function of reporting risks related to the driving of the vehicle 1 that exist in the surrounding conditions of the vehicle 1 as detected by the third detection unit 130. In this embodiment, the reporting unit 140 includes a vibration element 317 built into the steering wheel 31 and an ECU 21 connected to the vibration element 317. The reporting unit 140 reports risks (risk reports) related to the driving of the vehicle 1 by vibrating the steering wheel 31 held by the driver using the vibration element 317.

[0045] The determination unit 150 has the following function: For risks present in the surrounding conditions of the vehicle 1 detected by the third detection unit 130, based on the time from when the first detection unit 110 no longer detects the driver's acceleration operation on the accelerator pedal 7A to when the second detection unit 120 detects the driver's braking operation on the brake pedal 7B (i.e., the time from when the driver recognizes the risk to when the corresponding risk (brakes the vehicle 1) is detected), the determination unit 150 determines the characteristics of the driver's recognition of risks in front of the vehicle 1 (risk recognition tendency) based on the timing of when the driver releases the accelerator pedal 7A and when the driver depresses the brake pedal 7B. In this embodiment, the determination unit 150 includes an ECU 20 that uniformly controls ECUs 22, ECU 23, ECU 25, and ECU 29.

[0046] For example, if the time elapsed from when the first detection unit 110 no longer detects the driver's acceleration operation on the accelerator pedal 7A until the second detection unit 120 detects the driver's braking operation on the brake pedal 7B, it is considered that the driver's risk recognition is potentially weak or nonexistent. Therefore, for such a driver, the determination unit 150 determines that the risk recognition level is low, classifying it as a first attribute with a risk recognition level lower than the benchmark.

[0047] On the other hand, if the time from when the first detection unit 110 no longer detects the driver's acceleration operation on the accelerator pedal 7A to when the second detection unit 120 detects the driver's braking operation on the brake pedal 7B is less than a reference time, it is considered that the driver has a potentially strong risk recognition ability, or that the driver recognizes a risk. Therefore, for such a driver, the determination unit 150 determines that the risk recognition level is high, and classifies the driver as belonging to the second attribute where the risk recognition level is higher than the reference.

[0048] The control unit 160 has the function of controlling the reporting unit 140 in such a way that the reporting unit 140 generates a risk report for the driver of vehicle 1, corresponding to the risk identification level of the driver determined by the determination unit 150, or which of the first and second attributes the driver belongs to. For example, the control unit 160 controls the reporting unit 140 by causing the reporting unit 140 to change the risk report according to the driver's risk identification level. In this embodiment, the control unit 160 includes an ECU 20 that uniformly controls ECUs 21, ECU 22, ECU 23, ECU 25, and ECU 29.

[0049] Thus, in this embodiment, for risks existing in the surrounding conditions of vehicle 1, the driver's risk awareness is determined (presumed) based on the time from when the driver's acceleration operation is no longer detected until the driver's braking operation is detected, and a risk report is generated corresponding to that risk awareness. Therefore, a risk report suitable for the driver's (risk awareness) can be generated, thus avoiding discomfort for the driver and fully realizing the effect of collision mitigation braking.

[0050] Furthermore, in this embodiment, when providing collision mitigation braking, the third detection unit 130 detects the situation in front of the vehicle 1 in its direction of travel. Specifically, it detects the situation in a roughly semi-circular area with a radius of 200m to 400m centered on the vehicle 1 as the surrounding situation of the vehicle 1. By limiting the range of risks detected in the surrounding situation of the vehicle 1 to a predetermined range in front of the vehicle 1, i.e., the range assumed to be within the driver's effective field of vision, risks outside the criteria that should be excluded when determining the driver's risk awareness can be eliminated. In other words, when determining the driver's risk awareness, it is preferable to consider only risks within the driver's effective field of vision. Furthermore, risks outside the criteria that should be excluded when determining the driver's risk awareness include, for example, vehicles approaching from the blind spot of the vehicle 1 detected through vehicle-to-vehicle communication, and two-wheeled vehicles rapidly approaching (accelerating) from the side of the vehicle 1. For such risks outside the criteria, a report can be provided, for example, by outputting sound from the sound output device 10a to enable the driver to identify the risks outside the criteria.

[0051] Here, a specific example of a risk report corresponding to the driver's risk assessment and the driver's attribute (first attribute or second attribute) generated by the collision mitigation braking in this embodiment will be described.

[0052] For example, considering a driver's driving operation on vehicle 1, let's consider a case where the amount of operation of the accelerator pedal 7A corresponding to the driver's acceleration operation detected by the first detection unit 110, which corresponds to a risk existing in the surrounding conditions of vehicle 1 detected by the third detection unit 130, is less than a predetermined amount. In this case, although the driver recognizes the risk existing in the surrounding conditions of vehicle 1 detected by the third detection unit 130, i.e., within the effective field of vision, the risk recognition level is considered low, or the recognition ability for distant objects is low, because the acceleration operation on the accelerator pedal 7A is not relaxed (or stopped). In such a case, in this embodiment, the control unit 160 controls the reporting unit 140 in a manner that the timing of initiating a risk report is earlier than a reference timing. For example, as... Figure 4As shown, by changing (setting) the line that specifies the timing for initiating risk reporting in response to risks present in the surrounding conditions of vehicle 1 from the baseline reporting line to the early reporting line, it is possible to initiate risk reporting earlier than the baseline timing. Therefore, for drivers with low risk awareness or low ability to identify distant objects, it is possible to enable them to identify risks present in the surrounding conditions of vehicle 1 detected by the third detection unit 130 as early as possible. Figure 4 This is a graph showing the relationship between the baseline reporting line, set when the timing of initiating risk reporting is the baseline, and the early reporting line, set when the timing of initiating risk reporting is earlier than the baseline timing. Furthermore, in Figure 4 The diagram also shows the risk detection range of the third detection unit 130 detecting the surrounding conditions (potential risks) of vehicle 1, and the automatic braking range of the ECU 29 causing the braking device 11 to automatically activate. (See reference...) Figure 4 The baseline reporting line and the early reporting line are set between the risk detection range and the automatic braking action range, with the early reporting line set outside the baseline reporting line relative to vehicle 1.

[0053] Furthermore, regarding the driver's driving operation of vehicle 1, consider the following situation: For risks existing in the surrounding conditions of vehicle 1 detected by the third detection unit 130, consider a time frame from when the first detection unit 110 no longer detects the driver's acceleration operation on the accelerator pedal 7A until the second detection unit 120 detects the driver's braking operation on the brake pedal 7B. In this case, the driver identifies a risk existing in the surrounding conditions of vehicle 1 detected by the third detection unit 130, i.e., within the effective field of vision. However, because the risk identification is potentially weak (so-called overconfidence), as described above, the risk identification level is judged to be low, and the risk identification level is determined to be a first attribute lower than the benchmark. In this case, in this embodiment, the control unit 160 controls the reporting unit 140 in the following manner: during the period from when a risk is detected in the surrounding conditions of the vehicle 1 until the first detection unit 110 no longer detects the acceleration operation (the period from when the risk is detected until the acceleration operation ends), the reporting intensity of the risk report gradually increases; during the period from when the first detection unit 110 no longer detects the acceleration operation until the second detection unit 120 detects the braking operation (the period from when the acceleration operation ends until the braking operation begins), the reporting intensity of the risk report gradually decreases.

[0054] In this embodiment, risk reporting is performed by using a vibrating element 317 to vibrate the steering wheel 31 held by the driver. Therefore, as Figure 5As shown, during the period from risk detection to the end of acceleration, the vibration of the steering wheel 31 caused by the vibrating element 317 is gradually increased; during the period from the end of acceleration to the start of braking, the vibration of the steering wheel 31 caused by the vibrating element 317 is gradually decreased. Furthermore, before the braking operation amount falls below a predetermined amount, the vibration of the steering wheel 31 caused by the vibrating element 317 continues while gradually decreasing. In this way, by issuing a risk report to a driver whose risk perception is determined to be low (a first attribute where risk perception is lower than a benchmark) and whose risk perception is reduced while the steering wheel vibrates for an extended period, the driver can end the acceleration operation earlier, thereby avoiding risk (reducing accident risk). Furthermore, such a risk report is determined not to be an excessive risk report for a driver with a low risk perception (a first attribute where risk perception is lower than a benchmark), thus suppressing the use of collision mitigation braking itself (ending collision mitigation braking). In addition, the amount of braking operation (predetermined amount) includes, for example, the amount of time the brake pedal 7B is pressed, and the total amount obtained by multiplying the amount of time the brake pedal 7B is pressed.

[0055] Furthermore, regarding the driver's driving operation of vehicle 1, consider the following situation: For risks existing in the surrounding conditions of vehicle 1 detected by the third detection unit 130, the time from when the first detection unit 110 no longer detects the driver's acceleration operation on the accelerator pedal 7A to when the second detection unit 120 detects the driver's braking operation on the brake pedal 7B is less than a reference time. In this case, the driver accurately identifies the risks existing in the surrounding conditions of vehicle 1 detected by the third detection unit 130, i.e., within the effective field of vision, and the potential for risk identification is strong. Therefore, as described above, the risk identification level is judged to be high, and the risk identification level is judged to belong to the second attribute, which is higher than the reference. In this case, in this embodiment, the control unit 160 controls the reporting unit 140 in the following manner: during the period from when the risk existing in the surrounding conditions of vehicle 1 is detected until the first detection unit 110 no longer detects the acceleration operation (the period from risk detection to the end of acceleration operation), and during the period from when the first detection unit 110 no longer detects the acceleration operation until the second detection unit 120 detects the braking operation (the period from the end of acceleration operation to the start of braking operation), the reporting intensity of the risk report gradually increases. In addition, the control unit 160 controls the reporting unit 140 in such a way that the rate of increase in the intensity of the risk report is different during the period from risk detection to the end of the acceleration operation and during the period from the end of the acceleration operation to the start of the braking operation. For example, the rate of increase in the intensity of the risk report during the period from risk detection to the end of the acceleration operation is greater than the rate of increase in the intensity of the risk report during the period from the end of the acceleration operation to the start of the braking operation.

[0056] In this embodiment, risk reporting is performed by using a vibrating element 317 to vibrate the steering wheel 31 held by the driver. Therefore, as Figure 6 As shown, the amount of vibration of the steering wheel 31 caused by the vibrating element 317 is gradually increased during the period from risk detection to the end of acceleration operation, and during the period from the end of acceleration operation to the start of braking operation. Furthermore, the rate of increase in the amount of vibration of the steering wheel 31 during the period from risk detection to the end of acceleration operation is greater than the rate of increase in the amount of vibration of the steering wheel 31 during the period from the end of acceleration operation to the start of braking operation. Thus, by issuing a risk report to a driver whose risk assessment is determined to be high (a second attribute with a risk assessment higher than the benchmark), which increases the amount of steering wheel 31 vibration and shortens the duration of the steering wheel vibration, the driver can initiate braking operation earlier, thereby avoiding risk (reducing the risk of an accident). Furthermore, if braking operation is initiated, the vibration of the steering wheel 31 caused by the vibrating element 317 is stopped, thereby avoiding excessive risk reporting.

[0057] In this way, by making the risk reports of drivers belonging to the first attribute determined based on risk identification different from those of drivers belonging to the second attribute, it is possible to make risk reports suitable for the driver's (attribute) and fully realize the effect of collision mitigation braking.

[0058] In addition, Figure 5 as well as Figure 6 In this context, it is assumed that before the ECU 29 automatically activates the braking device 11 (e.g., when vehicle 1 enters...), Figure 4 The driver performs the braking operation (before the automatic braking action range shown). However, in reality, there are also cases where the ECU 29 automatically activates the braking device 11 before the driver performs the braking operation. In such cases, in this embodiment, the risk reporting methods for drivers belonging to the first attribute and drivers belonging to the second attribute are also different.

[0059] For example, for drivers who fall under the first attribute of low risk identification and whose risk identification is lower than the benchmark, such as Figure 7 As shown, if the ECU 29 automatically activates the braking device 11 (automatic braking), the vibration of the steering wheel 31 is greater than before the automatic activation of the braking device 11, and the steering wheel 31 vibrates intermittently. Furthermore, even after braking begins, the intermittent vibration of the steering wheel 31 continues until the vehicle 1 comes to a complete stop. By providing such a risk report to a driver with a low risk awareness level and a risk awareness level lower than the baseline (a first attribute), the driver can be prompted to perform braking operations, thus avoiding risk (reducing accident risk).

[0060] On the other hand, for drivers who possess the second attribute—high risk identification and a risk identification level higher than the benchmark—such as... Figure 8 As shown, if the ECU 29 automatically activates the braking device 11 (automatic braking action), the vibration of the steering wheel 31 is equal to that before the automatic activation of the braking device 11, and the steering wheel 31 vibrates intermittently. Furthermore, if braking is initiated, the intermittent vibration of the steering wheel 31 stops. By providing such a risk report to drivers with a high risk awareness level (a risk awareness level higher than the baseline), the driver can be prompted to brake, and excessive risk reporting can be avoided, thus mitigating the risk (reducing the risk of an accident).

[0061] In this embodiment, the steering wheel 31 is vibrated by driving all six vibration elements 317 built into it in the risk report. However, the number of vibration elements 317 driven to vibrate the steering wheel 31 is not limited. In other words, in the risk report, it is sufficient to drive at least one vibration element 317 to vibrate the steering wheel 31.

[0062] Furthermore, in the risk report, the location of the risk can be matched with the location of the risk in the surrounding conditions of the vehicle 1 detected by the third detection unit 130, and the steering wheel 31 can be vibrated by driving only the vibration element 317 of the six vibration elements 317 built into the steering wheel 31 that is built into the position corresponding to the risk. In this way, the driver can also identify the location of the risk in the surrounding conditions of the vehicle 1.

[0063] Furthermore, in this embodiment, the example described is that the reporting unit 140 includes a vibration element 317 built into the steering wheel 31 and an ECU 21 connected to the vibration element 317, but it is not limited to this. For example, the reporting unit 140 may replace the vibration element 317 and the ECU 21 by including an instrument panel 10b1, a head-up display 10b2 provided in the vehicle 1, and an ECU 28 connected to the instrument panel 10b1 and the head-up display 10b2 (display device 10b). Generally speaking, drivers with low risk awareness tend not to frequently check the information displayed on the display device 10b, while drivers with high risk awareness tend to frequently check the information displayed on the display device 10b. Therefore, the control unit 160 controls the reporting unit 140 in the following manner: for drivers with a first attribute of low risk awareness and risk awareness lower than a reference, a risk report is made via the head-up display 10b2; for drivers with a second attribute of high risk awareness and risk awareness higher than a reference, a risk report is made via the instrument panel 10b1. In this way, by switching the display unit that performs risk reports based on the level of risk identification, risk reports suitable for the driver's attributes can be generated, and the effect of collision mitigation braking can be fully utilized.

[0064] In addition to the vibration element 317 and ECU 21, the reporting unit 140 may also include an instrument panel 10b1, a head-up display 10b2, and an ECU 28 connected to the instrument panel 10b1 and the head-up display 10b2 (display device 10b), all installed in the vehicle 1. In this case, for risks existing in the surrounding conditions of the vehicle 1 detected by the third detection unit 130, as referred to... Figures 5 to 8As explained, the control unit 160 controls the reporting unit 140 to report risks by vibrating the steering wheel 31 held by the driver using the vibration element 317. Furthermore, the control unit 160 controls the reporting unit 140 in the following manner: for drivers with a first attribute of low risk recognition and a risk recognition level lower than a reference, an image for identifying risks related to the driving of the vehicle 1 is displayed on the head-up display 10b2; for drivers with a second attribute of high risk recognition and a risk recognition level higher than a reference, an image for identifying risks related to the driving of the vehicle 1 is displayed on the instrument panel 10b1. Thus, in addition to risk reporting using the vibration element 317 that vibrates the steering wheel 31, risk reporting using the display device 10b is also performed, thereby enabling the driver to reliably identify risks present in the surrounding conditions of the vehicle 1 detected by the third detection unit 130. Furthermore, by performing risk reports suitable for the driver's (attribute), the effect of collision mitigation braking can be fully utilized.

[0065] Furthermore, the determination of the driver's risk identification level and attributes by the determination unit 150 is preferably performed periodically or at predetermined intervals of driving. In this way, by periodically determining the driver's risk identification level and attributes, the driver's acceptability, that is, the driver's recognition of changes in the risks related to the driving of the vehicle 1 in the surrounding environment of the vehicle 1, can be reflected.

[0066] Furthermore, in this embodiment, collision mitigation braking is described as an example of a driving assistance technology, but the invention is not limited to this. The present invention can be applied to various driving assistance technologies, including lane departure suppression.

[0067] Thus, the vehicle 1 according to this embodiment, and especially the driving assistance device 100, can provide new technologies that are beneficial for assisting the driving of vehicles, such as four-wheeled vehicles.

[0068] <Summary of Implementation Methods>

[0069] 1. The driving assistance device of the above embodiments,

[0070] It is a driving assistance device (e.g., 100) that assists in driving a vehicle (e.g., 1), characterized in that the driving assistance device has:

[0071] A first detection unit (e.g., 110) detects the driver's acceleration operation on an acceleration control device (e.g., 7A) installed in the vehicle.

[0072] The second detection unit (e.g., 120) detects the driver's braking operation on the braking control device (e.g., 7B) provided in the vehicle.

[0073] A third detection unit (e.g., 130) detects the surrounding conditions of the vehicle;

[0074] A reporting unit (e.g., 140) reports risks that enable the driver of the vehicle to identify risks related to the driving of the vehicle, which are present in the surrounding conditions detected by the third detection unit.

[0075] A determination unit (e.g., 150) determines, based on the time elapsed from when the first detection unit no longer detects the acceleration operation until the second detection unit detects the braking operation, the degree to which the driver recognizes the risk present in the surrounding conditions detected by the third detection unit; and

[0076] A control unit (e.g., 160) controls the reporting unit to make the reporting unit perform a report in a manner corresponding to the degree of recognition determined by the determination unit.

[0077] According to this implementation, risk reports that are appropriate for the driver's risk perception level can be generated, so as not to cause discomfort to the driver regarding risk reports, and the effects of driver assistance technology (collision mitigation braking) can be fully utilized.

[0078] 2. In the aforementioned driving assistance device (e.g., 100), the characteristic is that,

[0079] The control unit (e.g., 160) controls the reporting unit (e.g., 140) by causing the reporting unit to change the report according to the degree of recognition determined by the determination unit (e.g., 150).

[0080] According to this implementation method, risk reports suitable for drivers can be generated, so as not to cause drivers discomfort with risk reports and to fully exert the effect of driving assistance technology.

[0081] 3. In the aforementioned driving assistance device (e.g., 100), the characteristic is that,

[0082] The third detection unit (e.g., 130) detects the conditions in front of the vehicle in the direction of travel as the surrounding conditions of the vehicle (e.g., 1).

[0083] According to this implementation, risks that should be excluded from the criteria for determining the driver's level of risk recognition can be eliminated.

[0084] 4. In the aforementioned driving assistance device (e.g., 100), the characteristic is that,

[0085] If the operation amount of the acceleration operation member (e.g., 7A) corresponding to the acceleration operation detected by the first detection unit (e.g., 110) is below a predetermined operation amount in relation to the risk existing in the surrounding situation detected by the third detection unit (e.g., 130), the control unit (e.g., 160) controls the reporting unit (e.g., 140) in such a way that the timing of the reporting unit starting the report is earlier than a reference timing.

[0086] According to this implementation method, risks existing in the vehicle's surroundings can be identified as early as possible.

[0087] 5. In the aforementioned driving assistance device (e.g., 100), the characteristic is that,

[0088] If the time exceeds the baseline, the determination unit (e.g., 150) determines that the driver of the vehicle (e.g., 1) belongs to a first attribute where the degree of risk identification is lower than the baseline.

[0089] If the time is less than a reference time, the determination unit (e.g., 150) determines that the driver of the vehicle belongs to the second attribute, which indicates a higher degree of risk recognition than the reference.

[0090] The control unit (e.g., 160) controls the reporting unit in such a way that the reporting intensity of the report differs for drivers belonging to the first attribute and drivers belonging to the second attribute.

[0091] According to this implementation method, risk reports tailored to the driver's attributes can be generated, and the effectiveness of driving assistance technology can be fully utilized.

[0092] 6. In the aforementioned driving assistance device (e.g., 100), the characteristic is that,

[0093] When the driver of the vehicle (e.g., 1) belongs to the first attribute, the control unit (e.g., 160) controls the reporting unit (e.g., 140) in such a way that the reporting intensity of the reporting unit gradually increases until the first detection unit (e.g., 110) no longer detects the acceleration operation, and the reporting intensity of the reporting unit gradually decreases from the time the first detection unit no longer detects the acceleration operation until the second detection unit (e.g., 120) detects a predetermined amount of the braking operation.

[0094] According to this implementation, drivers with a lower level of risk recognition than the baseline can end their acceleration operation earlier, thereby avoiding risk (reducing the risk of an accident).

[0095] 7. In the aforementioned driving assistance device (e.g., 100), the characteristic is that,

[0096] When the driver of the vehicle (e.g., 1) belongs to the second attribute, the control unit (e.g., 160) controls the reporting unit (e.g., 140) in such a way that the reporting intensity of the reporting unit gradually increases during the period until the first detection unit (e.g., 110) no longer detects the acceleration operation and during the period until the second detection unit (e.g., 120) detects the braking operation.

[0097] According to this implementation, it is possible to advance the braking operation of a driver whose level of risk recognition is higher than the baseline, thereby avoiding risk (reducing the risk of an accident).

[0098] 8. In the aforementioned driving assistance device (e.g., 100), the characteristic is that,

[0099] When the driver of the vehicle (e.g., 1) belongs to the second attribute, the control unit (e.g., 160) controls the reporting unit (e.g., 140) in such a way that the rate of increase of the reporting intensity of the reporting unit is different for the period until the first detection unit (e.g., 110) no longer detects the acceleration operation and for the period until the second detection unit (e.g., 120) detects the braking operation.

[0100] According to this implementation, it is possible to advance the braking operation of a driver whose level of risk recognition is higher than the baseline, thereby avoiding the risk.

[0101] 9. In the aforementioned driving assistance device (e.g., 100), the characteristic is that,

[0102] The control unit (e.g., 160) controls the reporting unit (e.g., 140) in such a way that the rate of increase of the reporting intensity during the period until the first detection unit (e.g., 110) no longer detects the acceleration operation is greater than the rate of increase of the reporting intensity during the period until the second detection unit (e.g., 120) detects the braking operation.

[0103] According to this implementation, it is possible to advance the braking operation of a driver whose level of risk recognition is higher than the baseline, thereby avoiding the risk.

[0104] 10. In the aforementioned driving assistance device (e.g., 100), the characteristic is that,

[0105] The reporting unit (e.g., 140) includes a vibrating element (e.g., 317) that vibrates the steering wheel (e.g., 31) of the vehicle (e.g., 1).

[0106] The control unit (e.g., 160) controls the reporting unit in such a way that the amount of vibration of the steering wheel (e.g., 31) caused by the vibration element (e.g., 317) varies according to the degree of recognition determined by the determination unit (e.g., 150).

[0107] According to this embodiment, it is possible to make reports for identifying risks related to vehicle driving by vibrating the steering wheel.

[0108] 11. In the aforementioned driving assistance device (e.g., 100), the characteristic is that,

[0109] The reporting unit (e.g., 140) includes: an instrument panel (e.g., 10b1) disposed on the vehicle (e.g., 1); and a head-up display (e.g., 10b2) disposed above the instrument panel.

[0110] If the driver of the vehicle belongs to the first attribute, the control unit (e.g., 160) controls the reporting unit to make the report be made via the head-up display.

[0111] If the driver of the vehicle belongs to the second attribute, the control unit (e.g., 160) controls the reporting unit in such a way that the reporting unit makes the report via the dashboard.

[0112] According to this implementation, the dashboard and head-up display can be used to generate risk reports suitable for the driver, thus fully leveraging the effectiveness of driver assistance technology.

[0113] 12. In the aforementioned driving assistance device (e.g., 100), the characteristic is that,

[0114] If the driver of the vehicle (e.g., 1) belongs to the second attribute, the control unit (e.g., 160) causes the instrument panel (e.g., 10b1) provided in the vehicle to display an image for the driver to identify a risk, which is a risk related to the driving of the vehicle present in the surrounding conditions detected by the third detection unit (e.g., 130).

[0115] If the driver of the vehicle belongs to the first attribute, the control unit (e.g., 160) causes a head-up display (e.g., 10b2) located above the dashboard to display an image for the driver to identify a risk that is present in the surrounding conditions detected by the third detection unit and is related to the driving of the vehicle.

[0116] According to this embodiment, the driver can reliably identify the risks present in the surrounding conditions of the vehicle.

[0117] 13. The vehicle according to the above embodiments (e.g., 1), characterized in that the vehicle has:

[0118] A first detection unit (e.g., 110) detects the driver's acceleration operation on an acceleration control device (e.g., 7A) installed in the vehicle.

[0119] The second detection unit (e.g., 120) detects the driver's braking operation on the braking control device (e.g., 7B) provided in the vehicle.

[0120] A third detection unit (e.g., 130) detects the surrounding conditions of the vehicle;

[0121] A reporting unit (e.g., 140) reports risks that enable the driver of the vehicle to identify risks related to the driving of the vehicle, which are present in the surrounding conditions detected by the third detection unit.

[0122] A determination unit (e.g., 150) determines, based on the time elapsed from when the first detection unit no longer detects the acceleration operation until the second detection unit detects the braking operation, the degree to which the driver recognizes the risk present in the surrounding conditions detected by the third detection unit; and

[0123] A control unit (e.g., 160) controls the reporting unit to make the reporting unit perform a report in a manner corresponding to the degree of recognition determined by the determination unit.

[0124] According to this implementation, risk reports that are appropriate for the driver's risk perception level can be generated, so as not to cause discomfort to the driver regarding risk reports, and the effects of driver assistance technology (collision mitigation braking) can be fully utilized.

[0125] This invention is not limited to the above-described embodiments, and various modifications and alterations can be made within the scope of the invention's intent.

Claims

1. A driving assistance device that assists in driving a vehicle, characterized in that, The driving assistance device has: The first detection unit detects the driver's acceleration operation on the acceleration control device installed in the vehicle. The second detection unit detects the driver's braking operation on the braking control components installed in the vehicle. The third inspection department inspects the surrounding conditions of the vehicle; The reporting department reports on risks that enable the driver of the vehicle to identify risks related to the driving of the vehicle, which are present in the surrounding conditions detected by the third detection department. The determination unit determines the degree to which the driver recognizes the risk in the surrounding conditions detected by the third detection unit, based on the time from when the first detection unit no longer detects the acceleration operation until the second detection unit detects the braking operation. as well as The control unit controls the reporting unit to generate reports in a manner corresponding to the degree of recognition determined by the determination unit. If the operation amount of the acceleration operation corresponding to the acceleration operation detected by the first detection unit is below a predetermined operation amount in relation to the risk existing in the surrounding conditions detected by the third detection unit, the control unit controls the reporting unit to start the report earlier than the reference time.

2. The driving assistance device according to claim 1, characterized in that, The control unit controls the reporting unit in such a way that the reporting unit changes the reporting method according to the degree of recognition determined by the determination unit.

3. The driving assistance device according to claim 1, characterized in that, The third detection unit detects the conditions in front of the vehicle in its direction of travel as the surrounding conditions of the vehicle.

4. The driving assistance device according to claim 1, characterized in that, If the time exceeds the baseline, the determination unit will classify the driver of the vehicle as belonging to a first attribute where the degree of risk identification is lower than the baseline. If the time is less than a reference time, the determination unit will determine that the driver of the vehicle belongs to the second attribute, which indicates a higher degree of risk recognition than the reference. The control unit controls the reporting unit in such a way that the reporting unit adjusts the reporting intensity differently for drivers belonging to the first attribute and drivers belonging to the second attribute.

5. The driving assistance device according to claim 4, characterized in that, When the driver of the vehicle belongs to the first attribute, the control unit controls the reporting unit in the following manner: the reporting intensity of the reporting unit gradually increases until the first detection unit no longer detects the acceleration operation, and the reporting intensity of the reporting unit gradually decreases from the time the first detection unit no longer detects the acceleration operation until the second detection unit detects a predetermined amount of braking operation.

6. The driving assistance device according to claim 4, characterized in that, When the driver of the vehicle belongs to the second attribute, the control unit controls the reporting unit in such a way that the reporting intensity of the reporting unit gradually increases during the period until the first detection unit no longer detects the acceleration operation and during the period until the second detection unit detects the braking operation.

7. The driving assistance device according to claim 6, characterized in that, When the driver of the vehicle belongs to the second attribute, the control unit controls the reporting unit in such a way that the rate of increase of the reporting intensity of the reporting unit is different for the period until the first detection unit no longer detects the acceleration operation and for the period until the second detection unit detects the braking operation.

8. The driving assistance device according to claim 7, characterized in that, The control unit controls the reporting unit in such a way that the rate of increase of the reporting intensity during the period until the first detection unit no longer detects the acceleration operation is greater than the rate of increase of the reporting intensity during the period until the second detection unit detects the braking operation.

9. The driving assistance device according to claim 1, characterized in that, The reporting unit includes a vibrating element that causes the vehicle's steering wheel to vibrate. The control unit controls the reporting unit in such a way that the amount of vibration of the steering wheel caused by the vibration element varies according to the degree of recognition determined by the determination unit.

10. The driving assistance device according to claim 4, characterized in that, The reporting unit includes: an instrument panel disposed in the vehicle; and a head-up display disposed above the instrument panel. If the driver of the vehicle belongs to the first attribute, the control unit controls the reporting unit to perform the report via the head-up display. If the driver of the vehicle belongs to the second attribute, the control unit controls the reporting unit in such a way that the reporting unit makes the report via the dashboard.

11. The driving assistance device according to claim 4, characterized in that, If the driver of the vehicle belongs to the second attribute, the control unit causes the dashboard of the vehicle to display an image for the driver to identify a risk, which is a risk related to the driving of the vehicle that exists in the surrounding conditions detected by the third detection unit. If the driver of the vehicle belongs to the first attribute, the control unit causes a head-up display located above the dashboard to display an image for the driver to identify a risk that is present in the surrounding conditions detected by the third detection unit and is related to the driving of the vehicle.

12. A vehicle, characterized in that, The vehicle has: The first detection unit detects the driver's acceleration operation on the acceleration control device installed in the vehicle. The second detection unit detects the driver's braking operation on the braking control components installed in the vehicle. The third inspection department inspects the surrounding conditions of the vehicle; The reporting department reports on risks that enable the driver of the vehicle to identify risks related to the driving of the vehicle, which are present in the surrounding conditions detected by the third detection department. The determination unit determines the degree to which the driver recognizes the risk in the surrounding conditions detected by the third detection unit, based on the time from when the first detection unit no longer detects the acceleration operation until the second detection unit detects the braking operation. as well as The control unit controls the reporting unit to generate reports in a manner corresponding to the degree of recognition determined by the determination unit. If the operation amount of the acceleration operation corresponding to the acceleration operation detected by the first detection unit is below a predetermined operation amount in relation to the risk existing in the surrounding conditions detected by the third detection unit, the control unit controls the reporting unit to start the report earlier than the reference time.

13. A driving assistance device that assists in driving a vehicle, characterized in that, The driving assistance device has: The first detection unit detects the driver's acceleration operation on the acceleration control device installed in the vehicle. The second detection unit detects the driver's braking operation on the braking control components installed in the vehicle. The third inspection department inspects the surrounding conditions of the vehicle; The reporting department reports on risks that enable the driver of the vehicle to identify risks related to the driving of the vehicle, which are present in the surrounding conditions detected by the third detection department. The determination unit determines the degree to which the driver recognizes the risk in the surrounding conditions detected by the third detection unit, based on the time from when the first detection unit no longer detects the acceleration operation until the second detection unit detects the braking operation. as well as The control unit controls the reporting unit to generate reports in a manner corresponding to the degree of recognition determined by the determination unit. If the time exceeds the baseline, the determination unit will classify the driver of the vehicle as belonging to a first attribute where the degree of risk identification is lower than the baseline. If the time is less than a reference time, the determination unit will determine that the driver of the vehicle belongs to the second attribute, which indicates a higher degree of risk recognition than the reference. The control unit controls the reporting unit in such a way that the reporting unit adjusts the reporting intensity differently for drivers belonging to the first attribute and drivers belonging to the second attribute.

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