Vehicle control system, vehicle control method, and storage medium

Abstract

The present application provides a vehicle control system, a vehicle control method, and a storage medium that can determine a driver's purpose for driving and present the determination result to the driver. The vehicle control system includes a steering operation member that accepts a steering operation of a vehicle by a driver, a holding detection section that detects a holding state in which the steering operation member is held by the driver of the vehicle, and a display processing section that causes a display device to display a report image that indicates at least the holding state, the report image including a first figure that can be deformed on the basis of a circle in an entire image area, the display processing section causing the display device to display the report image including the first figure that is deformed in a manner in which a portion corresponding to a position at which the driver is holding the steering operation member is bulged.

Description

TECHNICAL FIELD

[0001] The present application relates to a vehicle control system, a vehicle control method, and a storage medium. BACKGROUND

[0002] Conventionally, there is disclosed a technology related to a vehicle control system in which a display section is installed in an operation member such as a steering wheel, and a current traveling condition of a vehicle is presented to a driver who is an occupant (for example, refer to Japanese Patent Application Laid-Open No. 2021-046042). In the conventional technology, when the vehicle is traveling in an automatic driving mode, a speedometer indicating a traveling speed of the vehicle is not displayed on the display section, and when the vehicle is traveling in a manual driving mode, the speedometer is displayed on the display section.

[0003] However, in the conventional technology, although the driver can easily confirm the current traveling speed of the vehicle when the vehicle is traveling in the manual driving, display is not performed to judge a purpose consciousness of the driver who actively wants to perform a driving operation of the vehicle or the like, and to convey the purpose consciousness to the driver, and to make the driver aware of the purpose consciousness. SUMMARY

[0004] The present application is achieved in view of the above-described problems, and an object thereof is to provide a vehicle control system, a vehicle control method, and a storage medium that can judge a purpose consciousness of a driver with respect to driving, and present a result of the judgment to the driver.

[0005] Means for solving the problems

[0006] The vehicle control system, the vehicle control method, and the storage medium of the present application adopt the following structures.

[0007] (1) A vehicle control system according to an aspect of the present application includes: a steering operation member that accepts a steering operation of a vehicle by a driver; a grip detection section that detects a grip state in which the steering operation member is gripped by the driver of the vehicle; and a display processing section that causes a display device to display a report image that indicates at least the grip state, the report image including a first figure that can be deformed on the basis of a circle in an entire image area, the display processing section causing the display device to display the report image including the first figure that is deformed in a manner in which a portion corresponding to a portion of the steering operation member gripped by the driver protrudes.

[0008] (2) In the aspect of (1) above, the grip detection section detects the grip state for each of a plurality of portions into which the steering operation member is divided, and the more portions of the steering operation member that are detected as being gripped, the longer the display processing section makes a diameter of the circle in the first figure.

[0009] (3) In the aspect of (2) above, the holding detection section detects the holding state of each of a first holding position above the steering operation member, a second holding position to the right of the steering operation member, a third holding position below the steering operation member, and a fourth holding position to the left of the steering operation member, and the display processing section changes the diameter of the circle in the first figure based on the holding position and the number of times of holding the steering operation member by the driver.

[0010] (4) In the aspect of (3) above, in the case where the number of times of holding is two, when the holding position is the second holding position and the fourth holding position, the display processing section changes the diameter of the circle in the first figure to a first length that is the longest, in the case where the number of times of holding is two, when the holding position is the first holding position and / or the third holding position, the display processing section changes the diameter of the circle in the first figure to a second length that is shorter than the first length, in the case where the number of times of holding is one, when the holding position is the second holding position or the fourth holding position, the display processing section changes the diameter of the circle in the first figure to a third length that is shorter than the second length, in the case where the number of times of holding is one, when the holding position is the first holding position or the third holding position, the display processing section changes the diameter of the circle in the first figure to a fourth length that is shorter than the third length, and in the case where the number of times of holding is zero, the display processing section changes the diameter of the circle in the first figure to a fifth length that is shorter than the fourth length.

[0011] (5) In any of the aspects of (1) to (4) above, the display processing section changes the color of the entire image area or / and the first figure according to the holding state.

[0012] (6) In any of the aspects of (1) to (5) above, the vehicle control system further includes a travel control section that performs travel control related to steering and acceleration / deceleration of the vehicle based on the holding state, the report image further includes a second figure that is a circular ring-shaped figure in which the length of the diameter of an inner circle and the length of the diameter of an outer circle and the sharpness of the inner circle and the outer circle can be changed, in the radial direction of the circle in the first figure, the display processing section causes the display device to display the report image including the second figure and the first figure in which any one of the length of the diameter of the inner circle, the length of the diameter of the outer circle, and the sharpness is changed, according to the state of the travel control decided.

[0013] (7) In the aspect of (6) above, the second pattern is at least divided into a right region and a left region, the travel control section generates a reaction force of the steering operation member to make a traveling direction of the vehicle the straight-ahead direction in a case where the steering operation member is operated by the driver in a direction away from the straight-ahead direction with reference to a straight-ahead direction of the vehicle, and the display processing section emphasizes either region of the right region and the left region that corresponds to a direction in which the reaction force is generated by the travel control section.

[0014] (8) In the aspect of (7) above, the travel control section stops the reaction force of the steering operation member in a case where the steering operation member is continuously operated by the driver in a direction away from the straight-ahead direction, and the display processing section changes a color of an image region on a side of a region displayed with the emphasis to a color different from other image regions in an entire image region of the report image.

[0015] (9) A vehicle control method according to an aspect of the present application causes a computer mounted on a vehicle to perform the following processing: accepting a steering operation of a steering operation member of the vehicle by a driver; detecting a holding state of the steering operation member held by the driver of the vehicle; and causing a display device to display a report image that indicates at least the holding state and includes a first pattern that is deformable on the basis of a circle in an entire image region, when the display device displays the report image.

[0016] (10) A storage medium according to an aspect of the present application stores a program that causes a computer mounted on a vehicle to perform the following processing: accepting a steering operation of a steering operation member of the vehicle by a driver; detecting a holding state of the steering operation member held by the driver of the vehicle; and causing a display device to display a report image that indicates at least the holding state and includes a first pattern that is deformable on the basis of a circle in an entire image region, when the display device displays the report image.

[0017] Effects of Invention

[0018] According to the aspects of (1) to (10) above, it is possible to determine a driver's intention for driving and to present the determination result to the driver. BRIEF DESCRIPTION OF DRAWINGS

[0019] Figure 1is a configuration diagram of a vehicle system that utilizes a vehicle control device of an embodiment.

[0020] Figure 2 is a functional configuration diagram of the vehicle control device.

[0021] Figure 3 is a diagram that shows an example of a report image.

[0022] Figure 4 is a diagram that shows an example of a correspondence relationship of a driving mode, driving support, and a travel mode.

[0023] Figure 5 is a diagram that shows an example of a configuration that identifies a holding state of a steering wheel held by a driver.

[0024] Figure 6 is a diagram that shows an example of a determination pattern that determines a motive of a driver.

[0025] Figure 7 is a diagram that shows an example of a report image corresponding to a motive of a driver.

[0026] Figure 8 is a diagram that shows an example of an execution degree of driving support and a report image corresponding to a motive of a driver.

[0027] Figure 9 is a flowchart that shows an example of a flow of a process that determines a motive of a driver, which is executed in a driving control decision section.

[0028] Figure 10 is a diagram that shows an example of a report image in a case where a change in a travel state of a vehicle is reported. DETAILED DESCRIPTION

[0029] Hereinafter, an embodiment of a vehicle control system, a vehicle control method, and a storage medium of the present application will be described with reference to the accompanying drawings.

[0030] [Overall Configuration]

[0031] Figure 1 is a configuration diagram of a vehicle system 1 of a vehicle control system of an embodiment. The vehicle on which the vehicle system 1 is mounted is, for example, a vehicle of two wheels, three wheels, four wheels, or the like, and a drive source thereof is an internal combustion engine such as a diesel engine or a gasoline engine, an electric motor, or a combination thereof. The electric motor operates using generated electric power emitted from a generator coupled to the internal combustion engine, or discharge electric power of a secondary battery or a fuel cell.

[0032] The vehicle system 1 is provided with, for example, a camera 10, a radar device 12, a LIDAR (Light Detection and Ranging) 14, an object recognition device 16, a communication device 20, an HMI (Human Machine Interface) 30, a vehicle sensor 40, a navigation device 50, an MPU (Map Positioning Unit) 60, a driver monitoring camera 70, a driving operation member 80, a vehicle control device 100, a travel drive force output device 200, a brake device 210, and a steering device 220. These devices and apparatuses are connected to each other through a multiplex communication line such as a CAN (Controller Area Network) communication line, a serial communication line, a wireless communication network, or the like. Figure 1 The illustrated structure is merely an example, and a part of the structure can be omitted or another structure can be further added.

[0033] The camera 10 is, for example, a digital camera using a solid-state imaging element such as a CCD (Charge Coupled Device) or a CMOS (Complementary Metal Oxide Semiconductor). The camera 10 is installed at an arbitrary position of a vehicle (hereinafter, referred to as the host vehicle M) on which the vehicle system 1 is mounted. In the case of photographing a front direction, the camera 10 is installed on an upper portion of a front windshield glass, a back surface of a door mirror, or the like. The camera 10 repeatedly photographs a periphery of the host vehicle M periodically, for example. The camera 10 can also be a stereo camera.

[0034] The radar device 12 radiates an electric wave such as a millimeter wave to a periphery of the host vehicle M, and detects a position (distance and direction) of an object by detecting a reflected wave (reflected wave) reflected by the object. The radar device 12 is installed at an arbitrary position of the host vehicle M. The radar device 12 can also detect a position and a speed of an object by an FM-CW (Frequency Modulated Continuous Wave) method.

[0035] The LIDAR 14 irradiates light (or an electromagnetic wave having a wavelength close to light) to a periphery of the host vehicle M, and measures scattered light. The LIDAR 14 detects a distance to an object based on a time from light emission to light reception. The irradiated light is, for example, a pulsed laser light. The LIDAR 14 is installed at an arbitrary position of the host vehicle M.

[0036] The object recognition device 16 performs sensor fusion processing on the detection results detected by some or all of the camera 10, the radar device 12, and the LIDAR 14, to recognize the position, the kind, the speed, and the like of an object. The object recognition device 16 outputs the recognition result to the vehicle control device 100. The object recognition device 16 can output the detection results of the camera 10, the radar device 12, and the LIDAR 14 directly to the vehicle control device 100. The object recognition device 16 can be omitted from the vehicle system 1.

[0037] The communication device 20 communicates with other vehicles existing in the periphery of the host vehicle M, or communicates with various server devices via a wireless base station, using a cellular network, a Wi-Fi network, Bluetooth (registered trademark), DSRC (Dedicated Short Range Communication), or the like, for example.

[0038] The HMI 30 prompts various information to the occupant of the host vehicle M, and accepts an input operation by the occupant. The HMI 30 includes various display devices, a speaker, a buzzer, a touch panel, a switch, a button, and the like. In the present embodiment, a display device 32 provided in the HMI 30 is shown. Figure 1 The display device 32 is, for example, a display device provided in the center portion of the instrument panel of the host vehicle M, and displays various information in the host vehicle M, such as a speed meter indicating the running speed of the host vehicle M, or a rotational speed meter indicating the rotational speed of the internal combustion engine provided in the host vehicle M, that is, an information·display.

[0039] The vehicle sensor 40 includes a vehicle speed sensor that detects the speed of the host vehicle M, an acceleration sensor that detects acceleration, a yaw rate sensor that detects the angular velocity about the vertical axis, a direction sensor that detects the orientation of the host vehicle M, and the like.

[0040] The navigation device 50 includes, for example, a GNSS (Global Navigation Satellite System) receiver 51, a navigation HMI 52, and a route decision section 53. The navigation device 50 holds first map information 54 in a storage device such as a HDD (Hard Disk Drive), a flash memory, or the like. The GNSS receiver 51 determines the position of the host vehicle M based on a signal received from a GNSS satellite. The position of the host vehicle M can also be determined or supplemented by an INS (Inertial Navigation System) that utilizes the output of the vehicle sensor 40. The navigation HMI 52 includes a display device, a speaker, a touch panel, a button, or the like. The navigation HMI 52 can also be partially or wholly shared with the aforementioned HMI 30. The route decision section 53 determines a route (hereinafter referred to as an on-map route) from the position of the host vehicle M determined by the GNSS receiver 51 (or an arbitrary position input) to a destination input by a passenger using the navigation HMI 52, for example, with reference to the first map information 54. The first map information 54 is, for example, information that represents the shape of a road by road segments and nodes connected by the road segments. The first map information 54 can also include the curvature of a road, POI (Point Of Interest) information, or the like. The on-map route is output to the MPU 60. The navigation device 50 can also perform route guidance using the navigation HMI 52 based on the on-map route. The navigation device 50 can also be implemented by the function of a terminal device such as a smartphone, a tablet terminal, or the like held by a passenger. The navigation device 50 can also transmit the current position and the destination to a navigation server via the communication device 20 and acquire a route equivalent to the on-map route from the navigation server.

[0041] The MPU 60 includes, for example, a recommended lane decision section 61 and holds second map information 62 in a storage device such as a HDD, a flash memory, or the like. The recommended lane decision section 61 divides the on-map route provided from the navigation device 50 into a plurality of blocks (for example, divided every 100 [m] in the vehicle travel direction) and determines a recommended lane for each block with reference to the second map information 62. The recommended lane decision section 61 performs determination to travel on the leftmost lane. The recommended lane decision section 61 determines a recommended lane so that the host vehicle M can travel on a reasonable route for traveling to a branched destination in the case where there is a branching place in the on-map route.

[0042] The second map information 62 is map information having higher precision than the first map information 54. The second map information 62 includes, for example, information of the center of a lane, or information of the boundary of a lane, and the like. The second map information 62 can also include road information, traffic restriction information, dwelling information (dwellings, postal codes), facility information, telephone number information, information of a forbidden section in which the mode A or the mode B described later is prohibited, and the like. The second map information 62 can be updated at any time by the communication device 20 communicating with other devices.

[0043] The driver monitoring camera 70 is, for example, a digital camera using a solid-state imaging element such as a CCD or a CMOS. The driver monitoring camera 70 is installed at an arbitrary position of the host vehicle M in a position and an orientation capable of capturing the head of an occupant (hereinafter referred to as a driver) seated on the driver seat of the host vehicle M from the front (in a direction in which the face is captured). For example, the driver monitoring camera 70 is installed on the upper portion of a display device provided in the central portion of the instrument panel of the host vehicle M. The driver monitoring camera 70 outputs an image captured by the driver monitoring camera 70 from the position provided to the vehicle control device 100.

[0044] The driver operation member 80 includes, for example, in addition to a steering wheel 82, an accelerator pedal, a brake pedal, a shift lever, and other operation members. A sensor that detects an operation amount or the presence or absence of an operation is installed on the driver operation member 80, and the detection result is output to the vehicle control device 100, or some or all of the travel drive power output device 200, the brake device 210, and the steering device 220. The steering wheel 82 need not necessarily be ring-shaped, and can be a shaped steering wheel, a joystick, a button, or the like. A steering wheel grip sensor 84 is installed on the steering wheel 82. The steering wheel grip sensor 84 is realized by, for example, an electrostatic capacity sensor, a piezoelectric element, or the like, and outputs a signal capable of detecting whether or not the driver is gripping the steering wheel 82 (referred to as being in contact in a state in which force is applied) to the vehicle control device 100. The steering wheel 82 is an example of a "steering operation member", and the steering wheel grip sensor 84 is an example of a "grip detection portion".

[0045] The vehicle control device 100 includes, for example, an automatic driving control section 120, a driving support control section 140, a travel mode control section 160, a driving control decision section 180, and a display processing section 190. The automatic driving control section 120, the driving support control section 140, the travel mode control section 160, the driving control decision section 180, and the display processing section 190 are each realized by, for example, a hardware processor such as a CPU (Central Processing Unit) executing a program (software). Some or all of these components can also be realized by hardware (including circuitry) such as an LSI (Large Scale Integration), an ASIC (Application Specific Integrated Circuit), an FPGA (Field-Programmable Gate Array), a GPU (Graphics Processing Unit), and the like, and can also be realized by a combination of software and hardware. The program can be stored in advance in a storage device (a storage device including a non-transitory storage medium) such as an HDD, a flash memory, or the like of the vehicle control device 100, or can be stored in a removable storage medium such as a DVD, a CD-ROM, or the like, and installed in the HDD, the flash memory, or the like of the vehicle control device 100 by mounting the storage medium (non-transitory storage medium) in a drive device.

[0046] Figure 2 is a functional configuration diagram of the vehicle control device 100. The automatic driving control section 120 includes, for example, a first recognition section 122, a travel plan generation section 124, and an ECU (Electronic Control Unit) control section 126. The driving support control section 140 includes, for example, a second recognition section 142 and a driving support execution section 144. The display processing section 190 includes, for example, a report image generation section 192. The automatic driving control section 120 and the driving support control section 140 each realize, for example, an AI (Artificial Intelligence)-based function and a function based on a pre-provided model in parallel. For example, the function of "recognizing an intersection" in the automatic driving control section 120 can be realized by "recognizing an intersection based on deep learning or the like and recognizing an intersection based on a pre-provided condition (presence of a signal, a road sign, or the like that can be pattern-matched), and evaluating both comprehensively by scoring them". Thus, the reliability of automatic driving is ensured. For example, the function of "recognizing the motivation, the purpose consciousness (i.e., the motivation of the driver with respect to driving) of the driver driving the vehicle M" in the driving control decision section 180 can also be realized by recognizing the face (expression) of the driver using deep learning, pattern matching, or the like.

[0047] The first recognition unit 122 recognizes the position and the state such as the speed and the acceleration of the object existing in the periphery of the host vehicle M, on the basis of the information input from the camera 10, the radar device 12, and the LIDAR 14 via the object recognition device 16. The position of the object is recognized as a position on an absolute coordinate with a representative point (center of gravity, center of driving shaft, or the like) of the host vehicle M as an origin, for example, and is used for control. The position of the object can also be represented by a representative point such as a center of gravity or a corner of the object, or by a region. The "state" of the object can also include the acceleration, the jerk, or the "behavioral state" (for example, whether or not the lane change is being performed or is about to be performed) of the object.

[0048] The first recognition unit 122 recognizes the lane (travel lane) in which the host vehicle M is traveling, for example. The first recognition unit 122 recognizes the travel lane by comparing the pattern of the road division line (for example, the arrangement of solid lines and broken lines) obtained from the second map information 62 with the pattern of the road division line in the periphery of the host vehicle M recognized from the image captured by the camera 10, for example. The first recognition unit 122 is not limited to recognizing the road division line, and can recognize the travel lane by recognizing the road division line, the travel boundary (road boundary) including the shoulder, the curb, the median, the guardrail, and the like. In this recognition, the position of the host vehicle M obtained from the navigation device 50 and the processing result based on the INS can also be taken into consideration. The first recognition unit 122 recognizes the stop line, the obstacle, the red light, the tollgate, and other road phenomena.

[0049] The first recognition unit 122 recognizes the position and the posture of the host vehicle M with respect to the travel lane when recognizing the travel lane. The first recognition unit 122 can recognize the deviation of the reference point of the host vehicle M from the center of the lane and the angle of the advancing direction of the host vehicle M with respect to the line connecting the center of the lane, for example, as the relative position and the posture of the host vehicle M with respect to the travel lane. Instead of this, the first recognition unit 122 can recognize the position of the reference point of the host vehicle M with respect to the arbitrary side end portion (road division line or road boundary) of the travel lane or the like as the relative position of the host vehicle M with respect to the travel lane.

[0050] The action plan generation section 124 generates a target track along which the host vehicle M is to travel automatically (independently of the operation of the driver) in the future, in a manner that the host vehicle M travels on the recommended lane decided by the recommended lane decision section 61 in principle and can cope with the surrounding situation of the host vehicle M. The target track includes, for example, a speed element. For example, the target track is expressed as a track obtained by arranging points (track points) at which the host vehicle M should arrive in order. The track points are points at which the host vehicle M should arrive at every prescribed travel distance (e.g., several [m]) along the route, and, in addition thereto, a target speed and a target acceleration at every prescribed sampling time (e.g., several [sec]) are generated as a part of the target track. The track points can also be positions at which the host vehicle M should arrive at every prescribed sampling time. In this case, information of the target speed and the target acceleration is expressed by the interval of the track points.

[0051] The action plan generation section 124 can set an event of automatic driving when generating the target track. The event of automatic driving includes a constant speed driving event, a low speed following driving event, a lane change event, a branch event, a merging event, a takeover event, and the like. The action plan generation section 124 generates a target track corresponding to the event started.

[0052] The ECU control section 126 controls the travel driving force output device 200, the brake device 210, and the steering device 220 so that the host vehicle M passes through the target track generated by the action plan generation section 124 at a predetermined time.

[0053] The ECU control section 126 has, for example, a speed control function and a steering control function. The ECU control section 126 acquires information of the target track (track points) generated by the action plan generation section 124 and causes it to be stored in a memory (not shown). The ECU control section 126 controls the travel driving force output device 200 or the brake device 210 on the basis of a speed element attached to the target track stored in the memory. The ECU control section 126 controls the steering device 220 in accordance with the curvature of the target track stored in the memory. The control in the speed control function and the steering control function in the ECU control section 126 is realized, for example, by a combination of feedforward control and feedback control. As an example, the steering control function performs a combination of feedforward control corresponding to the curvature of the road ahead of the host vehicle M and feedback control based on deviation from the target track. The control of the steering control function in the ECU control section 126 is also an example of "travel control".

[0054] The travel drive force output device 200 outputs a travel drive force (torque) for travel of the vehicle to the drive wheels. The travel drive force output device 200 includes, for example, a combination of an internal combustion engine, an electric motor, a transmission, and the like, and an ECU that controls them. The ECU controls the above-described configuration in accordance with information input from the ECU control section 126 or information input from the driving operation member 80.

[0055] The brake device 210 includes, for example, a brake caliper, a hydraulic cylinder that transmits hydraulic pressure to the brake caliper, an electric motor that generates hydraulic pressure in the hydraulic cylinder, and a brake ECU. The brake ECU controls the electric motor in accordance with information input from the ECU control section 126 or information input from the driving operation member 80 to output a brake torque corresponding to a brake operation to each wheel. The brake device 210 can include, as a backup, a mechanism that transmits hydraulic pressure generated by operation of a brake pedal included in the driving operation member 80 to the hydraulic cylinder via a master hydraulic cylinder. The brake device 210 is not limited to the configuration described above, and can be an electronically controlled hydraulic brake device that controls an actuator in accordance with information input from the ECU control section 126 to transmit hydraulic pressure of the master hydraulic cylinder to the hydraulic cylinder.

[0056] The steering device 220 includes, for example, a steering ECU and an electric motor. The electric motor, for example, applies force to a rack-and-pinion mechanism to change the orientation of a steered wheel. The steering ECU drives the electric motor in accordance with information input from the ECU control section 126 or information input from the driving operation member 80 to change the orientation of the steered wheel.

[0057] The second recognition section 142 recognizes a state in which the driver holds the steering wheel 82 (hereinafter referred to as "holding state") on the basis of a signal input from the steering wheel holding sensor 84. The holding state includes, for example, information on a holding position (hereinafter referred to as "holding position") as information indicating whether or not the driver holds the steering wheel 82, and information on the number of holding hands (hereinafter referred to as "holding number"). The holding position includes at least positions of the upper side, the right side, the lower side, and the left side of the steering wheel 82. The holding number is "0" in the case where the driver does not hold the steering wheel 82, "1" in the case where the driver holds the steering wheel 82 with one hand, and "2" in the case where the driver holds the steering wheel 82 with both hands. The holding state is used for determination of the driver's motive for driving and generation of a report image described later.

[0058] The second recognition unit 142 can also recognize the orientation of the driver's line of sight (hereinafter referred to as "line-of-sight direction") seated in the host vehicle M, based on the image input from the driver monitoring camera 70. The line-of-sight direction includes, for example, information indicating whether the driver's line of sight is forward when the driver is driving the host vehicle M. The second recognition unit 142 performs line-of-sight estimation processing by analyzing the image captured by the driver monitoring camera 70, and recognizes the orientation of the driver's line of sight. The line-of-sight direction is used in addition to the holding state in determining the driver's motive for driving. The second recognition unit 142 can also perform posture estimation processing by analyzing the image captured by the driver monitoring camera 70, and recognize the driver's body posture. The line-of-sight direction and the driver's body posture are used in determining whether the driver's state is a state corresponding to the driving mode.

[0059] The driving support execution unit 144 executes driving support for supporting the driving of the host vehicle M by the driver. As a function of the driving support, for example, a function of a driving support system called ADAS (Advanced Driver-Assistance Systems) that supports the driving operation performed by the driver when the host vehicle M is driven is executed. The ADAS includes part or all of the functions of supporting specific driving operations such as ACC (Adaptive Cruise Control), LSF (Low Speed Following), LKAS (Lane Keeping Assist System), RDM (Road Departure Mitigation), and the like. These functions of the driving support are functions that are not automatic driving but are functions executed in the vehicle system 1 as functions of supporting the driving operation. The driving support execution unit 144 controls the travel drive force output device 200, the brake device 210, and the steering device 220 according to the degree (level) of executing these functions of the driving support. The driving support execution unit 144 is an example of a "travel control unit".

[0060] The travel mode control unit 160 controls the travel mode when the host vehicle M is traveling in a state in which automatic driving or / and driving assistance is executed. The travel mode is realized by controlling (changing) one or more of various characteristics related to travel, such as the rotational characteristics of the internal combustion engine and the electric motor, the output characteristics of the travel driving force (torque), the characteristics of the shift timing of the transmission, the characteristics (output characteristics of the so-called power steering or rotational assist force) of the weight of the steering wheel 82, the stiffness characteristics of the suspension (i.e., the characteristics of the stiffness of the shock absorber), and the like, to achieve the travel performance required when the host vehicle M travels. Modes such as a standard travel mode, a sporty travel mode, a comfortable travel mode, and the like exist in the travel mode. The standard travel mode is, for example, a travel mode in which the host vehicle M travels with a balance between travel performance and comfort. In the standard travel mode, for example, each characteristic is set to a characteristic that is normally (standard, for example, an initial value) so that a general ride feeling can be obtained with normal travel performance. The sporty travel mode is, for example, a travel mode in which the host vehicle M travels with a higher travel performance than the standard travel mode. In the sporty travel mode, for example, the internal combustion engine and the electric motor are set to rotate at a higher speed, the torque is set to be output at a higher level, the shift timing of the transmission is set to a timing at which the internal combustion engine and the electric motor rotate at a high speed, the steering wheel 82 is set to be heavier, and the shock absorber is set to be stiffer, so that a ride feeling that is suitable for sports, such as the responsiveness and feedback to the driver's driving operation, the responsiveness of acceleration in the host vehicle M, high stability in high-speed travel, and the like, can be obtained. The comfortable travel mode is, for example, a travel mode in which the host vehicle M travels with a higher comfort than the standard travel mode (high fuel economy and long-distance travel can also be included). In the comfortable travel mode, for example, the rotation of the internal combustion engine and the electric motor is set to be smooth, the shift timing of the transmission is set to an early timing, the steering wheel 82 is set to be light, and the shock absorber is set to be softer, so that the driving operation of the driver is smoothly responded to, and a comfortable ride feeling and quietness can be obtained in the host vehicle M. The travel mode is not limited to the modes described above. That is, regarding the travel mode, various travel modes can also be realized by performing a change in the setting and control of the controllable constituent elements. The travel mode can also include control (change) of the activation of an air conditioning system such as an air conditioner. The travel mode can also be switched by the driver selecting from among predetermined travel performance options decided in advance, and can also be changed by the driver appropriately adjusting the characteristics that can be adjusted (changed).

[0061] The drive control decision unit 180 decides the driving mode of the host vehicle M to be any of a plurality of driving modes in which the task imposed on the driver differs. Also, the drive control decision unit 180 judges the motivation of the driver for driving (hereinafter, referred to as "driver's motivation") and decides the presence or absence of execution and / or the degree of execution of the travel control in the driving support in accordance with the level of the driver's motivation judged. The degree of execution is, for example, the amount of intervention of the travel control in the driving support. That is, the drive control decision unit 180 decides the amount of intervention of the travel control in the driving support with respect to the driving operation of the driver. More specifically, the higher the driver's motivation, the smaller the degree of execution of the travel control (the smaller the amount of intervention) by the drive control decision unit 180. Thereby, the driver can perform driving in accordance with the own motivation in the case where the motivation for driving is high, that is, the awareness of the purpose of performing the driving operation of the host vehicle M is high. The degree of execution is not limited to the amount of intervention of the travel control, and can be, for example, changing the threshold at the time of executing the travel control to the side of easy execution / difficult execution, changing the strength (gain) of the travel control, changing the acuteness of the reaction at the time of performing the travel control, changing the upper limit value at the time of starting the execution of the travel control, and the like. The driver's motivation, the presence or absence of execution and / or the degree of execution of the travel control in the driving support are used for the generation of the report image described later.

[0062] The drive control decision unit 180 judges the driver's motivation by combining the holding position included in the holding state and the holding number. The more the holding number, the higher the driver's motivation judged by the drive control decision unit 180. In the case where the holding number is the same, the driver's motivation is judged to be high by the drive control decision unit 180 in the case where the holding position is the right and / or the left. The higher the driver's motivation judged, the smaller the amount of intervention of the driving support by the drive control decision unit 180. That is, the higher the driver's motivation judged, the more the drive control decision unit 180 restricts the execution of the driving support and the smaller the degree of execution.

[0063] The driving control decision portion 180 can also determine the driver's motivation by further combining the holding position and the number of grips with the driver's line-of-sight direction. The driving control decision portion 180 determines that the driver's motivation is high in a case where the driver's line-of-sight direction is the front of the travel direction of the host vehicle M. The driver's line-of-sight direction in the front of the travel direction of the host vehicle M includes, in addition to the front of the host vehicle M, a predetermined number of line-of-sight directions assumed to be driving the host vehicle M. More specifically, the line-of-sight direction in the front of the travel direction of the host vehicle M includes, for example, in addition to the line-of-sight direction when confirming the front via the front window glass or the like, the line-of-sight direction when temporarily confirming the situation of the rear of the outside through the interior rearview mirror in the vehicle cabin or the side mirror or the like outside the vehicle, the line-of-sight direction when temporarily confirming the travel state through the speedometer (speed meter) indicating the travel speed of the host vehicle M or the rotational speed meter (tachometer) indicating the rotational speed of the internal combustion engine provided in the host vehicle M, or the like. The driving control decision portion 180 can also determine that the driver is facing the front in a case where the driver's line-of-sight direction is any of the above-described line-of-sight directions. The driving control decision portion 180 can also reduce the amount of intervention of the driving support in a case where the driver's line-of-sight direction is the front.

[0064] The travel mode control portion 160 can also determine the travel mode in accordance with the level of the driver's motivation determined by the driving control decision portion 180. In this case, the higher the driver's motivation determined, the more the travel mode control portion 160 determines that the travel mode in which the driving operation that is more appropriate to the purpose awareness of the driving operation by the driver can be performed. The travel mode control portion 160, for example, determines the travel mode to be the sport travel mode in a case where the driver's motivation is high, and determines the travel mode to be the comfort travel mode in a case where the driver's motivation is low.

[0065] The report image generation portion 192 generates a report image on the basis of the holding state of the steering wheel 82 held by the driver recognized by the second recognition portion 142, the driver's motivation determined by the driving control decision portion 180, the presence or absence of the execution of the travel control in the driving support determined by the driving control decision portion 180, and / or the degree of execution. The report image is an image for reporting the holding state, the driver's motivation, the degree of execution of the driving support, or the like in a form that is easy for the driver to visually recognize. The display processing portion 190 causes the display device 32 provided in the HMI 30 to display the report image generated by the report image generation portion 192.

[0066] Figure 3 FIG. 1 is a diagram showing an example of a report image. Figure 3 In FIG. 1, the entire image display region of the display device 32 is set as the entire image region Ia of the report image IM, and the report image IM is shown in which the speed meter, the tachometer, the gear display, and the like are displayed.Figure 3 In the example shown in FIG. 11, "D" = drive range), a travel mode display (in which "NORMAL" = normal travel mode), an ACC icon, a vehicle-to-vehicle distance setting display, and an LKAS icon are displayed together with a report image IM that indicates information that is reported to the driver. The report image IM is not limited to the display form shown in FIG. 11. For example, the report image IM can also be displayed in a region between a speedometer and a tachometer that are displayed at prescribed positions on the left and right in the entire image display region of the display device 32. Figure 3 Figure 3 The report image IM includes, for example, a first figure Fl that is circular in shape, and a second figure F2 that is annular in shape on the outer periphery of the first figure Fl (the outer side in the radial direction of the circle).

[0067] The report image IM includes, for example, a first figure Fl that is circular in shape, and a second figure F2 that is annular in shape on the outer periphery of the first figure Fl (the outer side in the radial direction of the circle). Figure 3 In the example shown in FIG. 11, the first figure Fl is shown in a state in which travel speed information Isp that indicates the current travel speed of the host vehicle M is displayed, and the second figure F2 is shown with notches provided at three places. That is, in the example shown in FIG. 11, the second figure F2 is shown in a state in which the second figure F2 is annular in shape and is formed by three circular arcs, namely, an upper second figure F2-1, a right second figure F2-2, and a left second figure F2-3. Figure 3 In the example shown in FIG. 11, the first figure Fl is shown in a state in which travel speed information Isp that indicates the current travel speed of the host vehicle M is displayed, and the second figure F2 is shown with notches provided at three places. That is, in the example shown in FIG. 11, the second figure F2 is shown in a state in which the second figure F2 is annular in shape and is formed by three circular arcs, namely, an upper second figure F2-1, a right second figure F2-2, and a left second figure F2-3.

[0068] ​The first figure F1 indicates, by its shape, the holding position and the number of times of holding the steering wheel 82 by the driver, and the level of motivation of the driver. The reporting image generation section 192 reports the holding position and the number of times of holding recognized by the second recognition section 142 to the driver by deforming the first figure F1 in a manner that bulges at a portion corresponding to the position at which the driver holds the steering wheel 82. The reporting image generation section 192 indicates, for example, that the driver holds the steering wheel 82 with both hands by bulging the right and left sides of the first figure F1. The reporting image generation section 192 reports the motivation of the driver determined by the driving control determination section 180 to the driver by changing the size of the first figure F1, that is, the length of the diameter of the circle. The reporting image generation section 192 indicates, for example, that the motivation of the driver is high by making the first figure F1 as a whole larger by lengthening the diameter, and indicates that the motivation of the driver is low by making the first figure F1 as a whole smaller by shortening the diameter. The reporting image generation section 192 can also report the motivation of the driver determined by the driving control determination section 180 to the driver by changing the color of the image area Ia of the reporting image IM as a whole, and the color of the first figure F1. The reporting image generation section 192 can also indicate, for example, that the motivation of the driver is high by making the color of the image area Ia a color (for example, a color having a strong tendency toward red) that the driver can more easily recognize in the field of vision even without directly observing (even without directly looking at) the reporting image IM, and indicate that the motivation of the driver is low by making the color of the image area Ia a color (for example, a color having a strong tendency toward blue) that the driver can more easily relax. In this way, the reporting image generation section 192 visually reports the holding state of the steering wheel 82 and the level of motivation of the driver to the driver by the combination of the shape of the first figure F1, the size of the first figure F1, the color of the image area Ia, and the color of the first figure F1.

[0069] The second figure F2 indicates the presence or absence of execution, the degree of execution of the travel control by the driving support, by its shape, the degree of separation from the first figure Fl. The report image generation portion 192 reports the degree of execution of the travel control by the driving support decided by the driving control decision portion 180 to the driver by changing the distance between the first figure Fl and the annulus of the second figure F2, more specifically, the distance between the inner circle of the second figure F2. The report image generation portion 192 can also report the degree of execution of the travel control by the driving support to the driver by changing the thickness of the annulus of the second figure F2, more specifically, the difference between the length of the diameter of the inner circle and the length of the diameter of the outer circle. The report image generation portion 192 can also report the degree of execution of the travel control by the driving support to the driver by making the second figure F2 easily observable or not easily observable by changing the gradation of the display of the annulus of the second figure F2. That is, the report image generation portion 192 can also report the degree of execution of the travel control by the driving support to the driver by changing the vividness of the second figure F2. The report image generation portion 192 reports the presence or absence of execution of the travel control by the driving support decided by the driving control decision portion 180 to the driver by switching between displaying the second figure F2 and not displaying the second figure F2. The report image generation portion 192 can also report the presence or absence of execution and / or the degree of execution of the travel control in the driving support decided by the driving control decision portion 180 to the driver by changing the color of the second figure F2, displaying in a manner that the second figure F2 flickers. The report image generation portion 192 can also indicate that the degree of execution of the travel control by the driving support is low by making the color of the second figure F2 a color (for example, a color with a strong tendency toward red) that is more easily recognized in the field of vision even if the driver does not look directly at the report image IM, and indicate that the degree of execution of the travel control by the driving support is high by making the color of the second figure F2 a color (for example, a color with a strong tendency toward blue) that the driver is more easily relaxed. The report image generation portion 192 can also indicate that the degree of execution of the travel control by the driving support is low by making the second figure F2 flicker, and indicate that the degree of execution of the travel control by the driving support is high by always displaying (lighting) the second figure F2. In this way, the report image generation portion 192 visually reports the presence or absence of execution and / or the degree of execution of the travel control in the driving support to the driver by the combination of the shape of the second figure F2, the distance between the first figure Fl and the second figure F2, the color of the second figure F2, the flicker of the second figure F2, and the lighting of the second figure F2 described above.

[0070] Figure 4 FIG. 1 is a diagram showing an example of a correspondence relationship between a driving mode, driving support, and a travel mode. Figure 4An example of the relationship between the driving mode controlled in the vehicle control device 100 and the driver's motivation, execution or non-execution of driving support, execution degree, and travel mode is shown.

[0071] First, the driving mode is described. There are five modes, Mode A to Mode E, in the driving mode of the host vehicle M. As for the degree of automation of the driving control of the host vehicle M in the driving mode, Mode A is the highest, and Mode B, Mode C, and Mode D are sequentially lower, and Mode E is the lowest. Conversely, as for the degree of the task imposed on the driver, Mode A is the lightest, and Mode B, Mode C, and Mode D are sequentially heavier, and Mode E is the heaviest. In Mode E, travel control related to automated driving and driving support is not performed, and therefore, as the driving control decision unit 180, it plays a role in the control involved in the decision of the driving mode before the driving mode is shifted to driving by the driver (so-called manual driving). Hereinafter, the content of each driving mode is exemplified.

[0072] In Mode A, the state in which the level of driving control related to automated driving is the highest (hereinafter, referred to as the state of automated driving) is assumed, and neither the front monitoring nor the steering wheel 82 holding (steering wheel holding in the figure) is imposed on the driver. However, even in Mode A, the driver is required to be in a physical posture in which the driver can quickly shift to manual driving in accordance with the request from the system centered on the automated driving control unit 120 and the driving control decision unit 180. The automated driving referred to here means that the steering and acceleration / deceleration are controlled without depending on the operation of the driver. The front means the space in the direction of travel of the host vehicle M visually recognized through the front windshield. Mode A is a driving mode that can be executed, for example, when the conditions that the host vehicle M is traveling at a prescribed speed (for example, about 50 [km / h]) or less on a motor vehicle exclusive road such as a highway, and there is a preceding vehicle or the like that is a following object are satisfied, and is sometimes referred to as TJP (Traffic Jam Pilot). When the conditions are no longer satisfied, the driving control decision unit 180 changes the driving mode of the host vehicle M to Mode B.

[0073] In mode B, which is a state in which the level of driving control related to automatic driving is lower than in mode A, the driver is assigned the task of monitoring the front of the host vehicle M (hereinafter referred to as front monitoring), but is not assigned the task of holding the steering wheel 82. In mode C, which is a state in which the level of driving control related to automatic driving is lower than in mode B, the driver is assigned the task of front monitoring and the task of holding the steering wheel 82. In mode D, which is a state in which the level of driving control related to automatic driving is lower than in mode C, the driver is assigned the task of requiring some degree of driving operation with respect to at least one of steering and acceleration / deceleration of the host vehicle M. In mode E, which is a state in which the level of driving control related to automatic driving is lower than in mode D, the driver is assigned the task of requiring driving operation for both steering and acceleration / deceleration, and the state of manual driving is assumed. In mode E, the driver is of course assigned the task of monitoring the front of the host vehicle M.

[0074] The automatic driving control section 120 (more specifically, the ECU control section 126) performs automatic lane changes corresponding to the driving mode decided by the driving mode decision section 180. Among the automatic lane changes, there are automatic lane changes (1) based on a system requirement and automatic lane changes (2) based on a driver requirement. Among the automatic lane changes (1), there are automatic lane changes for overtaking performed when the speed of the preceding vehicle is less than the speed of the host vehicle by a predetermined amount or more, and automatic lane changes for proceeding toward the destination (automatic lane changes performed because the recommended lane is changed). The automatic lane changes (2) are performed when the host vehicle M changes lanes toward the direction of the operation of the direction indicator by the driver when the conditions related to the speed, the positional relationship with the surrounding vehicles, and the like are satisfied.

[0075] The automatic driving control section 120 does not perform either of the automatic lane changes (1) and (2) in mode A. The automatic driving control section 120 performs both of the automatic lane changes (1) and (2) in modes B and C. The automatic driving control section 120 does not perform the automatic lane changes (1) and performs the automatic lane changes (2) in mode D. The automatic driving control section 120 does not perform either of the automatic lane changes (1) and (2) in mode E.

[0076] The driving control decision portion 180 changes the driving mode of the host vehicle M to a driving mode of a higher degree of task in a case where a task involved in a driving mode (hereinafter, referred to as a current driving mode) decided by the driver is not being executed. Therefore, the driving control decision portion 180 monitors the state of the driver for the change of the driving mode, and determines whether the state of the driver is a state corresponding to the task. For example, the driving control decision portion 180 determines whether the driver is in a body posture that cannot shift to manual driving in accordance with a request from the system, on the basis of the body posture of the driver recognized by the second recognition portion 142. The driving control decision portion 180 determines whether the driver is monitoring the front, on the basis of the line-of-sight direction recognized by the second recognition portion 142. Then, the driving control decision portion 180 performs various processes for the change of the driving mode. For example, the driving control decision portion 180 instructs the automatic driving control portion 120 (more specifically, the behavior plan generation portion 124) to generate a target track for shoulder stopping, or instructs the automatic driving control portion 120 to perform control of the HMI 30 in order to urge the driver to act.

[0077] For example, in a case where the driver is in a body posture that cannot shift to manual driving in accordance with a request from the system in Mode A (for example, a case where the driver is continuously looking around outside the allowable region, or a case where a precursor to driving difficulty is detected), the driving control decision portion 180 performs control of changing the driving mode of the host vehicle M to Mode B or later, instructing the automatic driving control portion 120 to urge the driver to shift to manual driving using the HMI 30, and if the driver does not respond, instructing the target track to be generated so as to gradually stop the host vehicle M by pulling over to the shoulder and stop the automatic driving. After the automatic driving is stopped, the driving control decision portion 180 changes the driving mode of the host vehicle M to Mode D or E. Thereby, the host vehicle M can be started by manual operation of the driver. The same applies to "stop the automatic driving" below. In a case where the driver is not monitoring the front in Mode B, the driving control decision portion 180 performs control of changing the driving mode of the host vehicle M to Mode C or later, instructing the automatic driving control portion 120 to urge the driver to monitor the front using the HMI 30, and if the driver does not respond, instructing the target track to be generated so as to gradually stop the host vehicle M by pulling over to the shoulder and stop the automatic driving. In a case where the driver is not monitoring the front in Mode C, or a case where the steering wheel 82 is not being held, the driving control decision portion 180 performs control of changing the driving mode of the host vehicle M to Mode D or later, instructing the automatic driving control portion 120 to urge the driver to monitor the front and / or hold the steering wheel 82 using the HMI 30, and if the driver does not respond, instructing the target track to be generated so as to gradually stop the host vehicle M by pulling over to the shoulder and stop the automatic driving.

[0078] Next, the driving support will be described. The holding position of the steering wheel 82 and the number of holds are considered to vary depending on the level of the driver's motivation for driving. Figure 4 In the middle, an example of the holding state of the steering wheel 82 corresponding to the level of the driver's motivation is schematically shown. It is considered that the driver's motivation is also associated with the driving mode of the host vehicle M. For example, it is considered that the motivation is the highest when the mode E is considered, the motivation is sequentially lower in the order of the mode D, the mode C, the mode B, and the motivation is the lowest when the mode A is considered. Therefore, the driving control decision portion 180 does not perform the driving support when the mode E as the manual driving is considered, because it is considered that the driver does not want the driving support. In the mode A, because the level of the driving control associated with the automatic driving is the highest, it is considered that the driving control based on the automatic driving control portion 120 is performed and the driving support based on the driving support control portion 140 is not performed. Also, the driving control decision portion 180 determines the driver's motivation in the modes B to D, and determines the degree of execution of the travel control performed by the driving support according to the level of the determined driver's motivation.

[0079] As described above, the driving control decision portion 180 determines the driver's motivation according to the combination of the holding position and the number of holds, and determines the degree of execution of the travel control performed by the driving support according to the level of the determined driver's motivation. In the driving support, there are, for example, the longitudinal direction support and the lateral direction support. The longitudinal direction support is the driving support for performing the travel control with respect to the advancing direction of the host vehicle M, and the lateral direction support is the driving support for performing the travel control with respect to the vehicle width direction of the host vehicle M. Also, the driving control decision portion 180 changes (sets) the intervention amount with respect to each driving support. Figure 4 In the middle, an example of the longitudinal direction support and the lateral direction support performed according to the level of the determined driver's motivation is schematically shown. Figure 4 In the middle, an example of the intervention amount in the lateral direction support is schematically shown.

[0080] The driving control decision portion 180 changes the degree of execution of ACC, for example, under the longitudinal support. However, the driving control decision portion 180 does not follow the preceding vehicle traveling in front of the host vehicle M to the extent that ACC is executed, but changes the inter-vehicle distance from the preceding vehicle to an intervening amount according to the level of the driver's motivation under the longitudinal support. More specifically, the driving control decision portion 180 changes the inter-vehicle distance to a short distance in the case where the driver's motivation is high, since the driver himself can recognize the preceding vehicle, and changes the inter-vehicle distance to a long distance in the case where the driver's motivation is low, since it is likely that the driver himself cannot recognize the preceding vehicle. Thus, in the vehicle control device 100, particularly in the case where the host vehicle M approaches the preceding vehicle in the state where the driver's motivation is low, the brake device 210 can be controlled at an earlier stage. The driving control decision portion 180 changes the setting of ACC (the setting of the inter-vehicle distance) in the case where the driver's motivation is low under the longitudinal support to be the same as the setting of ACC in Mode A. Thus, the vehicle control device 100 can eliminate the difference in the behavior of the host vehicle M in the switching between Mode A and the driving support of ACC executed under the closest Mode B, that is, can perform seamless switching of the driving mode.

[0081] The driving control decision section 180, for example, changes the degree of execution of the LKAS, the RDM, under the lateral system support. More specifically, the driving control decision section 180, in the case where the motivation of the driver is high, changes to not execute the LKAS (limits the execution of the LKAS), changes to execute only the RDM, in order for the driver himself to be able to travel at an arbitrary position in the vehicle width direction within the travel lane. On the other hand, the driving control decision section 180, in the case where the motivation of the driver is low, changes to execute the LKAS and the RDM, in order to travel with the center of the travel lane as a reference. At this time, the driving control decision section 180 changes the range (threshold value) of the distance in the vehicle width direction in the LKAS according to the level of the motivation of the driver. That is, the driving control decision section 180 changes the amount of intervention of the LKAS in the lateral system support according to the level of the motivation of the driver. More specifically, the driving control decision section 180, in the case where the motivation of the driver is low, shortens (that is, narrows the width: threshold value = "small") the distance in the vehicle width direction that can be traveled, in order to travel more centrally in the travel lane, and, in the case where the motivation of the driver is high, lengthens (that is, widens the width: threshold value = "large") the distance in the vehicle width direction that can be traveled, in order to travel within a certain range from the center of the travel lane. More specifically, the amount of intervention of the LKAS with respect to the driving operation of the driver is more in the case where the motivation of the driver is low, and is less in the case where the motivation of the driver is high. Thereby, the driver, in the case where the motivation is high to a certain extent, is able to travel at an arbitrary position within the range of the distance in the vehicle width direction that is obtained based on the threshold value. The driving control decision section 180, under the lateral system support, also makes the setting of the LKAS and the RDM in the case where the motivation of the driver is low the same as the setting of the LKAS and the RDM in the mode A. Thereby, the vehicle control device 100, in the travel control in the vehicle width direction with respect to the host vehicle M, is also able to seamlessly connect the switching between the mode A and the driving support of the LKAS and the RDM that is executed under the nearest mode B.

[0082] The driving support control section 140 (more specifically, the driving support execution section 144) executes travel control corresponding to the driving support (that is, the longitudinal system support and the lateral system support, and the amount of intervention) that is decided by the driving control decision section 180. The driving support control section 140 can also control the HMI 30 to issue an attention, a warning, in order to urge the driving operation by the driver, in the case where the travel state of the host vehicle M departs from or is about to depart from the range of the driving support that is being executed. The instruction to cause the attention, the warning with respect to the driver can also be instructed by the driving control decision section 180.

[0083] Next, the travel mode will be described. The drive control decision unit 180 is capable of changing the travel mode by the driver in the mode E as the manual driving, and decides the travel mode as the comfortable travel mode (COMFORT) in the mode A. Further, the drive control decision unit 180 decides the travel mode according to the level of the driver's motivation decided in the modes B to D.

[0084] As described above, the drive control decision unit 180 decides the travel mode as the sporty travel mode in the case where the driver's motivation is high, and decides the travel mode as the comfortable travel mode in the case where the driver's motivation is low. Figure 4 In the drawing, an example of the travel mode decided according to the level of the driver's motivation, and an example of the behavior (response and feedback) of the steering wheel 82 in the state where the vehicle M is traveling in the travel mode are schematically shown.

[0085] The travel mode control unit 160 executes control to change various characteristics related to the travel of the host vehicle M so as to become the travel mode decided by the drive control decision unit 180. Thereby, the response and feedback of the steering wheel 82 in the state where the host vehicle M is traveling are more in the case of the sporty travel mode (SPORT), and are less in the case of the comfortable travel mode. Even in the case where the host vehicle M is traveling in the travel mode decided and changed by the drive control decision unit 180 according to the driver's motivation, the driver is capable of changing the travel mode. Thereby, the vehicle control device 100 is capable of causing the host vehicle M to travel in the travel mode matching the driver's motivation, the driver's will.

[0086] [Example of the method of deciding the driver's motivation]

[0087] Figure 5 is a drawing showing an example of the structure to recognize the holding state of the steering wheel 82 held by the driver. Figure 5 In the drawing, an example of the structure to divide the steering wheel 82 into four sites in the case where the steering wheel 82 is in the shape of a ring, and to recognize the holding position of the driver is shown. The second recognition unit 142 detects whether or not the driver is holding in each of the first holding site GP1 of the upper side, the second holding site GP2 of the right side, the third holding site GP3 of the lower side, and the fourth holding site GP4 of the left side, based on the signal input from the steering wheel holding sensor 84 installed to the steering wheel 82. Further, the second recognition unit 142 detects whether or not the place held by the driver is one or two in the holding site held by the driver. The second recognition unit 142 recognizes the holding position and the number of holdings based on the detected result. The second recognition unit 142 outputs the information of the holding state including the recognized holding position and the number of holdings to the drive control decision unit 180 and the display processing unit 190, respectively.

[0088] Figure 6 is a diagram indicating an example of a determination pattern that determines the motivation of the driver. Figure 6 In the determination of the motivation of the driver, an example in which the driving control decision portion 180 determines the motivation of the driver as any one of seven levels, for example, Level 1 to Level 7, is shown. As for the level of the motivation of the driver, Level 1 is the lowest, and the levels are sequentially higher in the order of Level 2, Level 3, Level 4, Level 5, Level 6, and Level 7. Figure 6 In the determination of the motivation of the driver, an example in which the driving control decision portion 180 determines the motivation of the driver as any one of seven levels, for example, Level 1 to Level 7, is shown. As for the level of the motivation of the driver, Level 1 is the lowest, and the levels are sequentially higher in the order of Level 2, Level 3, Level 4, Level 5, Level 6, and Level 7.

[0089] In a case where the driver has turned off the function of the ADAS, the driving control decision portion 180 sets the driving mode to Mode E that is the manual driving, and determines the motivation of the driver to be Level 7 regardless of the holding state in which the driver holds the steering wheel 82 and the direction of the line of sight of the driver. Level 7 is the level in which the motivation is high, and thus belongs to the level in which it can be judged that the driver is in a state in which the driver does not want to perform the driving support based on the function of the ADAS that is the safety function.

[0090] The driving control decision portion 180 determines the motivation of the driver to be Level 6 in a case where the holding state recognized by the second recognition portion 142 is the presence / absence of holding = "Yes", the number of holding = "2", the holding positions = "left and right (second holding position GP2 and fourth holding position GP4)", and the direction of the line of sight = "front". That is, the driving control decision portion 180 determines it to be Level 6 in a case where it is recognized that the driver holds the steering wheel 82 with both hands toward the front. Level 6 is, for example, the level in which it can be judged that the driver is in a state in which the driver is enjoying the driving of the host vehicle M itself or pursuing a sense of oneness with the host vehicle M, or the like, and is in the most optimal body posture in which the driver can cope with all situations in the travel of the host vehicle M. Figure 5 The driving control decision portion 180 determines the motivation of the driver to be Level 6 in a case where the holding state recognized by the second recognition portion 142 is the presence / absence of holding = "Yes", the number of holding = "2", the holding positions = "left and right (second holding position GP2 and fourth holding position GP4)", and the direction of the line of sight = "front". That is, the driving control decision portion 180 determines it to be Level 6 in a case where it is recognized that the driver holds the steering wheel 82 with both hands toward the front. Level 6 is, for example, the level in which it can be judged that the driver is in a state in which the driver is enjoying the driving of the host vehicle M itself or pursuing a sense of oneness with the host vehicle M, or the like, and is in the most optimal body posture in which the driver can cope with all situations in the travel of the host vehicle M.

[0091] Figure 5 ​When the driver is facing forward and holding the steering wheel 82 with both hands at the top and / or bottom, the driver's motivation is determined to be level 5. That is, when the driving control decision unit 180 detects that the driver is facing forward and holding the steering wheel 82 with both hands at the top and / or bottom, it determines that the driver's motivation is level 5. Level 5 is, for example, a level that can be determined as a situation where the driver enjoys driving the vehicle M but does not desire a sense of unity with the vehicle M, or a situation where the driver desires to drive more reliably than to drive with difficulty.

[0092] The driving control decision unit 180 identifies the gripping state as "yes" or "no" in the gripping state, "1" in the gripping number, and "right or left" in the gripping position in the second recognition unit 142. Figure 5 When the driver's gaze is directed towards the front (either the second gripping part GP2 or the fourth gripping part GP4), the driver's motivation is determined to be level 4. That is, when the driving control decision unit 180 detects that the driver is facing forward and holding the steering wheel 82 with one hand to the right or left, it determines that it is level 4. Level 4 is, for example, a level that can be determined as a state where the driver is slightly relaxed, or a state where the driver's hand is not gripping the steering wheel and is placed on the gear shift lever, etc., which is a body posture that can be quickly returned to a state that allows for driving operations depending on the driving state of the vehicle M (for example, a state that is determined to be level 5 or level 6).

[0093] The driving control decision unit 180 identifies the grip state as "yes" or "no" in the grip, "1" in the grip count, and "up or down" in the grip position in the second recognition unit 142. Figure 5 When the driver is facing forward and holding the steering wheel 82 with one hand, either up or down, the driver's motivation is determined to be Level 3. That is, when the driving control decision unit 180 detects that the driver is facing forward and holding the steering wheel 82 with one hand, it determines that it is Level 3. Level 3 is, for example, a level that can be determined to be a situation where the driver is relaxed, or is in a state of simply driving for a long time, enjoying information based on the entertainment equipment provided by the vehicle M while driving the vehicle M.

[0094] The driving control decision unit 180 determines that the driver's motive is Level 2 in a case where the holding state recognized by the second recognition unit 142 is the presence or absence of holding = "none", that is, the number of holding = "0", the holding position = "none", and the line-of-sight direction = "front". That is, the driving control decision unit 180 determines that it is Level 2 in a case where it is recognized that the driver is facing the front but is not holding the steering wheel 82. Level 2 is, for example, a level that can be judged to be a case where it is a state in which the driver does not hold the steering wheel 82, that is, a so-called non-hand-holding state, a state in which the physical load is released, but can return to a body posture in which the driving operation can be performed quickly (for example, a state in which it is determined to be Level 5, Level 6) depending on the state of travel of the host vehicle M.

[0095] The driving control decision unit 180 determines that the driver's motive is Level 1 regardless of the holding state in which the steering wheel 82 is held by the driver, the line-of-sight direction of the driver, in a case where the driving mode is Mode A, that is, the highest level of driving control related to automatic driving. Level 1 is, for example, a level that can be judged to be a case where it is a state in which the driver looks aside in order to operate an entertainment device provided in the host vehicle M, temporarily gives up the task of driving operation, or gives up the task of driving operation for a long time by entrusting the driving control of the automatic driving in the host vehicle M (but a body posture that can quickly shift to manual driving depending on the request from the system).

[0096] In this way, the driving control decision unit 180 determines the current motive of the driver on the basis of the holding state of the steering wheel 82 and the line-of-sight direction of the driver recognized by the second recognition unit 142. In Figure 6 , several combinations of holding positions are shown as the position at which the steering wheel 82 is held for each motive of the driver, but the position at which the steering wheel 82 is held by the driver when driving the host vehicle M is not limited to the combinations of holding positions shown in Figure 6 . For example, it is also considered that the driver holds each of the first holding position GP1 and the second holding position GP2, and holds each of the third holding position GP3 and the fourth holding position GP4. In such a case, the driving control decision unit 180 can also be configured to correspond to any of the combinations of holding positions shown in Figure 6 , for example, the driving control decision unit 180 can determine that the motive of the driver is Level 6 in a case where the driver holds each of the first holding position GP1 and the second holding position GP2 with one hand, and can determine that the motive of the driver is Level 5 in a case where the driver holds each of the first holding position GP1 and the second holding position GP2 with one hand.

[0097] [Example of a report image for each motive of the driver]

[0098] Figure 7 This is an example of a report image IM corresponding to the driver's motivation. As described above, the display processing unit 190 (more specifically, the report image generation unit 192) changes the overall image area Ia of the report image IM, the color of the first graphic F1, and deforms the first graphic F1 in order to report to the driver the grip position and grip number identified by the second recognition unit 142 and the driver's motivation determined by the driving control decision unit 180. Figure 7 The image shown is an example of a report image IM generated by the report image generation unit 192 based on each of the motivations of each driver determined by the driving control decision unit 180. Figure 7 The image shown only includes the image region Ia of the report image IM and the first graphic F1 contained within the image region Ia.

[0099] When the driver's motivation is at level 7, the report image generation unit 192 sets the color of image area Ia to, for example, "black" to report that manual driving is being performed. Furthermore, the report image generation unit 192 prevents the circle of the first graphic F1 from being displayed within image area Ia. Figure 7 The report image IM shown for level 7 illustrates a state where the driving speed information Isp is displayed at the location of the circle displaying the first graphic F1.

[0100] When the driver's motivation is at level 6, the report image generation unit 192, in order to report the driver's highest motivation, sets the color of image region Ia to, for example, "red," which is easier for a driver to identify while driving, and maximizes the size of the first graphic F1. That is, the report image generation unit 192 maximizes the diameter of the circle in the first graphic F1. Figure 7 As shown, the report image generation unit 192 can also make the color of the first graphic F1 the same as the color of the image area Ia. The color of the first graphic F1 is the same in other levels as well. Furthermore, the report image generation unit 192 reports the driver's steering wheel 82 grip position as "left (right)". Figure 5 The second gripping part GP2 and the fourth gripping part GP4 shown are deformed in the first figure F1 so that the right and left sides corresponding to the part where the driver grips the steering wheel 82 bulge out. Figure 7 The report image IM for Level 6 also shows a state where the driving speed information Isp is displayed within the first graphic F1. The display of the driving speed information Isp within the first graphic F1 is the same in other levels. The diameter of the circle in the first graphic F1 in Level 6 is an example of the "first length".

[0101] When the driver's motivation is level 5, the report image generation unit 192, in order to report the high level of driver motivation, makes the color of image area Ia, for example, a "brown" color that is easily recognizable by the driver while driving, and makes the size of the first graphic F1 smaller than that of level 6. That is, the report image generation unit 192 makes the diameter of the circle of the first graphic F1 shorter than the diameter of the circle of level 6. Furthermore, the report image generation unit 192, in order to report the driver's steering wheel 82 grip position as "up and down"... Figure 5 In the case of the first gripping part GP1 and / or the third gripping part GP3 ​​shown, in the first figure F1, the parts are deformed in such a way that the upper and / or lower parts corresponding to the part where the driver grips the steering wheel 82 bulge out. Figure 7 The report image IM shown in Level 5 illustrates an example of a first graphic F1 deformed in a way that causes the upper side to bulge out. The diameter of the circle in the first graphic F1 in Level 5 is an example of a "second length".

[0102] When the driver's motivation is at level 4, the image generation unit 192, in order to report that the driver's motivation is normal (neither high nor low) but slightly high, sets the color of image area Ia to, for example, "dark blue," and makes the size of the first graphic F1 smaller than that of level 5. That is, the diameter of the circle of the first graphic F1 is shorter than the diameter of the circle of level 5. Furthermore, the image generation unit 192, in order to report whether the driver's steering wheel 82 is held "right or left (…),"… Figure 5 In the case of the second gripping part GP2 or the fourth gripping part GP4 shown, in the first figure F1, the part is deformed so that the right or left side corresponding to the part where the driver grips the steering wheel 82 bulges out. Figure 7 The report image IM shown in Level 4 illustrates an example of a first graphic F1 deformed in a way that causes the right side to bulge out. The diameter of the circle in the first graphic F1 in Level 4 is an example of a "third length".

[0103] When the driver's motivation is at level 3, the image generation unit 192, in order to report that the driver's motivation is normal but slightly low, makes the color of image area Ia, for example, "blue," which makes the driver more relaxed, and makes the size of the first graphic F1 smaller than that of level 4. That is, the diameter of the circle of the first graphic F1 is shorter than the diameter of the circle of level 4. Furthermore, the image generation unit 192, in order to report whether the driver's steering wheel 82 is in "up or down" position... Figure 5 The first gripping part GP1 or the third gripping part GP3 ​​shown in the first figure F1 is deformed in such a way that the upper or lower part corresponding to the part where the driver grips the steering wheel 82 bulges out. Figure 7In the illustrated report image IM of Level 3, an example of the first figure F1 deformed in such a manner as to bulge on the lower side is shown. The length of the diameter of the circle of the first figure F1 in Level 3 is an example of the "fourth length".

[0104] The report image generation section 192, in the case where the motivation of the driver is Level 2, in order to report that the motivation of the driver is low, makes the color of the image region Ia, for example, "light blue" with which the driver is more likely to relax, and makes the size of the first figure F1 smaller than in Level 3. That is, the report image generation section 192 makes the diameter of the circle of the first figure F1 shorter than the diameter of the circle in Level 3. Also, the report image generation section 192, since the driver does not hold the steering wheel 82 in Level 2, makes the circle of the first figure F1 not deformed in order to report this situation. Figure 7 In the illustrated report image IM of Level 2, an example of the first figure F1 not deformed but remaining a circle as is is shown. The length of the diameter of the circle of the first figure F1 in Level 2 is an example of the "fifth length".

[0105] The report image generation section 192, in the case where the motivation of the driver is Level 1, in order to report that the driving control in which automatic driving is being executed in the host vehicle M, makes the color of the image region Ia, for example, "gray". Also, the report image generation section 192, as in the case of Level 2, makes the circle of the first figure F1 not deformed in order to report that the driver does not hold the steering wheel 82. The diameter of the circle of the first figure F1 is also the same as the diameter of the circle in Level 2 in Level 1. Figure 7 In the illustrated report image IM of Level 1, a state in which, instead of the travel speed information Isp displayed in the first figure F1 in Level 7 to Level 2, text information indicating that the driving control in which automatic driving is being executed is displayed is shown.

[0106] In this way, the report image generation section 192 reports to the driver the level of the motivation of the driver and the held state of the steering wheel 82 recognized by the driver in a form that is visually easy to recognize, according to the combination of the color of the image region Ia, the color, shape, size, and the like of the first figure F1. More specifically, the higher the motivation of the driver, the more the report image generation section 192 changes the color of the image region Ia (may also include the first figure F1) to a color that is easier for the driver to recognize. Also, the higher the motivation of the driver, the larger the report image generation section 192 makes the size of the first figure F1. Also, the report image generation section 192 indicates the held position of the steering wheel 82 by deforming the shape of the first figure F1.

[0107] [Method of determining the degree of execution of driving support and an example of a report image for each degree of execution]

[0108] Figure 8This is a diagram illustrating the level of driving support provided in response to the driver's motivation, and an example of a reported image. Figure 8 The image shows an example where the driving control decision unit 180 changes (sets) the level of driving support execution (the amount of intervention in driving control) and the driving mode based on the determined driver's motivation. More specifically, in Figure 8 The diagram shows an example of setting the intervention amounts of ACC and LSF as longitudinal support, setting the intervention amounts of LKAS and RDM as lateral support, and changing the driving mode. Figure 8 The image shown is an example of a notification image used to inform the driver that ACC and LSF are in operation. The notification image could also be, for example, as shown below. Figure 3 As shown, it is displayed on display device 32 along with the report image IM. Figure 8 The diagram illustrates an example of a situation where the distance (range) that can be traveled in the vehicle width direction via LKAS and RDM is restricted. Figure 8 The image shown is an example of a notification image used to inform the driver of the set driving mode. Furthermore, Figure 8 The image shown is an example of a report image IM corresponding to the level of execution of driving assistance (the amount of intervention in driving control). Figure 8 The image shows an example of a report image IM in which the first graphic F1 contained within the image region Ia is set to be undistorted (i.e., set to remain a circle), and the focus is on a portion of the report image IM containing the second graphic F2 contained within the image region Ia.

[0109] When the driving control decision unit 180 determines that the driver's motivation is level 7, since the ADAS function is "turned off" by the driver, the level of driving support execution remains unchanged. That is, the intervention amounts of ACC, LSF, LKAS, and RDM are not set. Moreover, the driving control decision unit 180 is set to a state where the driver can change the driving mode. When the driver's motivation is level 7, in order to report that driving control performed through driving support is not executed, the report image generation unit 192 prevents the ring of the second graphic F2 from being displayed in the image area Ia.

[0110] The driving control decision portion 180 sets the execution degree of the driving support to the lowest degree in a case where it is determined that the motivation of the driver is level 6. More specifically, the driving control decision portion 180 sets the inter-vehicle distance with the preceding vehicle to the shortest distance ("shortest") as the intervention amount of the ACC and the LSF. The driving control decision portion 180 sets not to execute the LKAS (stops the LKAS), and sets to execute the RDM. That is, the driving control decision portion 180 sets to execute only the RDM as the lateral system support. The driving control decision portion 180 changes the travel mode to the sport travel mode. The report image generation portion 192 separates the distance between the first figure Fl and the second figure F2, and makes the annulus of the second figure F2 thin in order to report that the execution degree of the travel control by the driving support is low (the intervention amount is small) in a case where the motivation of the driver is level 6. That is, the report image generation portion 192 makes the difference between the length of the diameter of the circle of the first figure Fl and the length of the diameter of the inner circle of the second figure F2 large, and makes the difference between the length of the diameter of the inner circle and the length of the diameter of the outer circle of the second figure F2 small. Further, the report image generation portion 192 makes the second figure F2 low in the vividness, that is, makes the display of the annulus of the second figure F2 pale and not easily observed.

[0111] The driving control decision portion 180 sets the execution degree of the driving support to a degree higher than that in a case where the motivation of the driver is level 6 in a case where it is determined that the motivation of the driver is level 5. More specifically, the driving control decision portion 180 sets the inter-vehicle distance with the preceding vehicle to a short distance ("short") in the ACC and the LSF. The driving control decision portion 180 sets to stop the LKAS and execute only the RDM as in the case where the motivation of the driver is level 6. The driving control decision portion 180 changes the travel mode to the standard travel mode. The report image generation portion 192 separates the distance between the first figure Fl and the second figure F2, and makes the annulus of the second figure F2 thin in order to report that the execution degree of the travel control by the driving support is low (the intervention amount is small) in a case where the motivation of the driver is level 5 as in the case where the motivation of the driver is level 6. However, the report image generation portion 192 does not process to the extent that the vividness of the second figure F2 is made low.

[0112] The driving control decision portion 180 makes the degree of execution of the driving support higher than in the case where the motivation of the driver is level 4, in the case where the motivation of the driver is determined to be level 3. More specifically, the driving control decision portion 180 sets the inter-vehicle distance between the host vehicle and the preceding vehicle in the ACC and the LSF to a long distance ("long"). The driving control decision portion 180 sets the execution of the LKAS with the threshold value = "small" and sets the execution of the RDM, as in the case where the motivation of the driver is level 4. The driving control decision portion 180 changes the travel mode to the comfortable travel mode. The report image generation portion 192 makes the distance between the first figure Fl and the second figure F2 shorter than in the case where the motivation of the driver is level 4, and makes the annulus of the second figure F2 further thicker, in order to report that the degree of execution of the travel control by the driving support is higher than in the case where the motivation of the driver is level 4, in the case where the motivation of the driver is level 3. That is, the report image generation portion 192 makes the second figure F2 closer to the first figure Fl and makes the difference between the length of the diameter of the inner circle of the second figure F2 and the length of the diameter of the outer circle further larger, than in the case where the motivation of the driver is level 4.

[0113] The driving control decision portion 180 makes the degree of execution of the driving support higher than in the case where the motivation of the driver is level 4, in the case where the motivation of the driver is determined to be level 3. More specifically, the driving control decision portion 180 sets the inter-vehicle distance between the host vehicle and the preceding vehicle in the ACC and the LSF to a long distance ("long"). The driving control decision portion 180 sets the execution of the LKAS with the threshold value = "small" and sets the execution of the RDM, as in the case where the motivation of the driver is level 4. The driving control decision portion 180 changes the travel mode to the comfortable travel mode. The report image generation portion 192 makes the distance between the first figure Fl and the second figure F2 shorter than in the case where the motivation of the driver is level 4, and makes the annulus of the second figure F2 further thicker, in order to report that the degree of execution of the travel control by the driving support is higher than in the case where the motivation of the driver is level 4, in the case where the motivation of the driver is level 3. That is, the report image generation portion 192 makes the second figure F2 closer to the first figure Fl and makes the difference between the length of the diameter of the inner circle of the second figure F2 and the length of the diameter of the outer circle further larger, than in the case where the motivation of the driver is level 4.

[0114] The driving control decision portion 180 makes the degree of execution of the driving support higher than when the driver's motivation is level 3 when it is determined that the driver's motivation is level 2. More specifically, the driving control decision portion 180 sets ACC and LSF to the vehicle-to-vehicle distance = "long" as with when the driver's motivation is level 3. The driving control decision portion 180 sets to execute the LKAS with an increased amount of intervention (threshold = "large") and sets to execute the RDM. That is, the driving control decision portion 180 sets to execute both the LKAS with a large amount of intervention and the RDM as lateral system support. The driving control decision portion 180 can also make the degree of execution (amount of intervention) of the driving support when the driver's motivation is determined to be level 2 the same as the degree of execution (amount of intervention) of the driving support when the driver's motivation is determined to be level 3. The driving control decision portion 180 changes the travel mode to the comfortable travel mode as with when the driver's motivation is level 3. The report image generation portion 192 makes the distance between the first figure Fl and the second figure F2 shorter and makes the annulus of the second figure F2 further thicker than when the driver's motivation is level 3 in order to report a higher degree of execution of the travel control by the driving support when the driver's motivation is level 2. That is, the report image generation portion 192 makes the second figure F2 further close to the first figure Fl and makes the difference between the length of the diameter of the inner circle of the second figure F2 and the length of the diameter of the outer circle further larger than when the driver's motivation is level 3.

[0115] The driving control decision portion 180 makes the execution degree of the driving support a higher degree than in the case where the motivation of the driver is level 2 (the execution degree of the driving support is the highest degree) in the case where the motivation of the driver is determined to be level 1. That is, the driving control decision portion 180 is set to a state where the travel control of any of the driving supports is not limited. More specifically, the driving control decision portion 180 sets the inter-vehicle distance between the preceding vehicle in the ACC and the LSF to the longest distance ("longest"). The driving control decision portion 180 is set to cause the LKAS to be executed with the threshold value = "large" and to cause the RDM to be executed, as in the case where the motivation of the driver is level 2. The driving control decision portion 180 changes the travel mode to the comfortable travel mode as in the case where the motivation of the driver is level 3, the motivation of the driver is level 2. The report image generation portion 192 makes the distance between the first figure Fl and the second figure F2 the shortest and makes the annulus of the second figure F2 the thickest in order to report that the execution degree of the travel control performed by the driving support is the highest degree in the case where the motivation of the driver is level 1. That is, the report image generation portion 192 makes the second figure F2 closest to the first figure Fl and makes the difference between the length of the diameter of the inner circle of the second figure F2 and the length of the diameter of the outer circle the largest as compared with the case where the motivation of the driver is level 2.

[0116] Thus, the report image generation portion 192 visually reports to the driver the execution or non-execution of the determined travel control performed by the driving support, the high or low of the execution degree (the amount of intervention of the travel control of the driving support) by the combination of the distance between the first figure Fl and the second figure F2, the thickness of the second figure F2, and the like. More specifically, the higher the execution degree of the driving support, the closer the report image generation portion 192 changes the first figure Fl and the second figure F2. Also, the higher the execution degree of the driving support, the thicker the report image generation portion 192 makes the second figure F2, and the higher the report image generation portion 192 makes the second figure F2 in terms of the vividness (the display of the annulus of the second figure F2 is thicker) and the easier to observe.

[0117] [Example of determination process of motivation of driver]

[0118] Figure 9 This flowchart is an example of a flow of a process of determining the motivation of the driver performed in the driving control decision portion 180. The process of this flowchart is repeatedly performed, for example, during the operation of the vehicle control device 100. In the following description, it is assumed that the second recognition portion 142 always performs the recognition of the holding state of the steering wheel 82 by the driver and the recognition of the line-of-sight direction of the driver.

[0119] First, the drive control decision portion 180 determines whether the ADAS is "on" (step S100). In the case where the ADAS is not "on" in step S100, that is, in the case where the ADAS is "off", the drive control decision portion 180 determines that the motive of the driver is level 7 (step S102). Then, the drive control decision portion 180 causes the process to proceed to step S130.

[0120] On the other hand, in the case where the ADAS is "on" in step S100, the drive control decision portion 180 acquires information of the line-of-sight direction of the driver recognized by the second recognition portion 142 (step S104). Then, the drive control decision portion 180 determines whether the line-of-sight direction is "front" (step S106). In the case where the line-of-sight direction is not "front" in step S106, the drive control decision portion 180 determines that the motive of the driver is level 1 in the case where the drive mode is mode A (step S108). Then, the drive control decision portion 180 causes the process to proceed to step S130.

[0121] On the other hand, in the case where the line-of-sight direction is "front" in step S106, the drive control decision portion 180 acquires information of the holding state of the steering wheel 82 held by the driver recognized by the second recognition portion 142 (step S110). Then, the drive control decision portion 180 determines whether the presence / absence of holding in the acquired holding state = "yes" (step S112). In the case where the presence / absence of holding ≠ "yes" in step S112, the drive control decision portion 180 determines that the motive of the driver is level 2 (step S114). Then, the drive control decision portion 180 causes the process to proceed to step S130.

[0122] On the other hand, in the case where the presence / absence of holding = "yes" in step S112, the drive control decision portion 180 determines whether the number of holding in the acquired holding state = "2" (step S116). In the case where the number of holding ≠ "2" in step S116, the drive control decision portion 180 determines whether the holding position in the acquired holding state = "right or left" (step S118). In the case where the holding position ≠ "right or left" in step S118, the drive control decision portion 180 determines that the motive of the driver is level 3 (step S120). Then, the drive control decision portion 180 causes the process to proceed to step S130. In the case where the holding position = "right or left" in step S118, the drive control decision portion 180 determines that the motive of the driver is level 4 (step S122). Then, the drive control decision portion 180 causes the process to proceed to step S130.

[0123] On the other hand, if the grip number is "2" in step S116, the driving control decision unit 180 determines whether the grip position is "left or right" in the acquired grip state (step S124). If the grip position is not "left or right" in step S124, the driving control decision unit 180 determines that the driver's motivation is level 5 (step S126). Then, the driving control decision unit 180 proceeds to step S130. If the grip position is "left or right" in step S124, the driving control decision unit 180 determines that the driver's motivation is level 6 (step S128). Then, the driving control decision unit 180 proceeds to step S130.

[0124] Through this processing, the driving control decision unit 180 determines the driver's current motivation based on the steering wheel 82 gripping state and the driver's line of sight recognized by the second recognition unit 142.

[0125] Then, the driving control decision unit 180 determines the level of driving support execution (the amount of intervention in driving control) based on the determined level of the driver's motivation, and determines the functions of each driving support included in ADAS (in... Figure 8 In this process, the system includes longitudinal support (ACC and LSF) and transverse support (LKAS and RDM) and driving modes. Then, the driving control decision unit 180 sets the determined level of support and driving mode as components for performing their respective functions. As a result, the driving support execution unit 144 performs driving control based on the level of support determined by the driving control decision unit 180 (step S130).

[0126] The report image generation unit 192 generates a report image IM based on the steering wheel 82 gripping state identified by the second recognition unit 142, the driver's motivation determined by the driving control decision unit 180, and the presence and / or degree of execution of driving control in driving support determined by the driving control decision unit 180 (step S132). That is, the report image generation unit 192 generates a report image IM representing the driving control based on driving support executed in the driving support execution unit 144. Then, the report image generation unit 192 causes the display device 32 to display the generated report image IM (step S134). Thus, the driver can visually identify the content of the driving control of driving support executed in the vehicle M based on the report image IM displayed on the display device 32.

[0127] The vehicle control device 100 returns the processing to step S100.

[0128] By such processing, the driving control decision portion 180 changes the driving support and the travel mode in the host vehicle M to the appropriate driving support and travel mode corresponding to the determined current motivation of the driver. Thereby, the vehicle control device 100 can cause the host vehicle M to travel while matching the motivation of the driver, and appropriately perform driving support on the driver. Also, in the vehicle system 1, it is possible to report the steering state of the steering wheel 82 and the degree of execution of travel control by driving support to the driver through the report image IM displayed by the display device 32. Thereby, the driver can drive the host vehicle M after visually recognizing the current travel state of the host vehicle M.

[0129] Thus, a case is also considered in which the driver intends to drive the host vehicle M while the host vehicle M is performing travel control by driving support. For example, a case is also considered in which the driver performs a steering operation on the steering wheel 82 to change the travel lane in which the host vehicle M is traveling while the driving control decision portion 180 determines that the motivation of the driver is level 4 and the host vehicle M is traveling in a state in which LKAS (threshold = "small") and RDM are executed by the driving support execution portion 144. The report image generation portion 192 can visually report to the driver even when such a change in the travel state of the host vehicle M occurs.

[0130] Figure 10 FIG. 7 is a diagram showing an example of a report image IM indicating a case in which a change in the travel state of the host vehicle M is reported. Figure 10 In FIG. 7, an example is shown in which the report image IM is set to be a Figure 3 structure shown in FIG. 7 (however, set so that information such as a speedometer, a tachometer, and the like is not displayed within the image region la), and an example of the report image IM (hereinafter referred to as "report image IM-1") when the driver is about to change the travel lane of the host vehicle M to the right side by performing a steering operation on the steering wheel 82 in a case in which the motivation of the driver is level 4.

[0131] The driving support execution portion 144 is executing travel control by driving support based on LKAS and RDM when the motivation of the driver is level 4 (refer to FIG. 6). Figure 8). That is, the drive assist execution portion 144 executes travel control that causes the host vehicle M to travel in the straight-ahead direction by the function of the LKAS. At this time, in a case where the host vehicle M becomes a state of leaving (departing from) the current travel lane due to the steering operation of the steering wheel 82 by the driver to the right side, the drive assist execution portion 144 acts in a manner that the steering wheel 82 is steered to a direction that causes the travel lane of the host vehicle M to return to the current travel lane by the function of the RDM. That is, the drive assist execution portion 144 causes the steering wheel 82 to generate a force (so-called reaction force) that reacts to the steering operation by the driver. At this time, the report image generation portion 192 generates a report image IM-1 that contains a second figure F2 indicating that the drive assist of the steering operation by the driver is started, and causes the display device 32 to display the report image IM-1. More specifically, the report image generation portion 192 generates a report image IM-1 that emphasizes a second figure F2-2 that is a figure corresponding to the direction in which the steering operation by the driver is performed, that is, the direction in which the reaction force is generated, and causes the display device 32 to display the report image IM-1. The method of emphasizing the second figure F2-2 can be any method such as, for example, flickering the arc of the second figure F2-2. Thereby, the driver, by visually recognizing the second figure F2-2 that is emphasized in the report image IM-1, can perform the steering operation of the steering wheel 82 in a manner that returns the travel lane of the host vehicle M, assuming that the driver does not intend to change the travel lane.

[0132] On the other hand, in a case where the driver intends to change the travel lane of the host vehicle M, the driver continues the steering operation of the steering wheel 82. In this case, the drive assist execution portion 144 stops the generation of the reaction force by the function of the RDM, and permits the change of the travel lane by the driver. At this time, the report image generation portion 192 generates a report image IM-1 that contains a second figure F2 indicating that the driver is urged to pay attention to the steering operation, and causes the display device 32 to display the report image IM-1. The method of urging the driver to pay attention to the steering operation by the second figure F2 can be any method. For example, the report image generation portion 192 can indicate the direction, that is, the right side, in which attention is required for the second figure F2-2 by changing the color of the arc of the second figure F2-2 corresponding to the direction in which the steering operation by the driver is performed, for example, to "red" that the driver is more likely to recognize (the arc of the second figure F2-2 can be flickered at the same time). Figure 10In the present embodiment, an example of a state in which the color of the arc of the second figure F2-2 in the report image IM-1 becomes "red" and flashes is shown. Thereby, the driver can recognize the second figure F2-2 in the report image IM-1 visually, and perform the intended lane change while paying attention to the situation of the right-side travel lane (travel state of other vehicles, etc.) for which attention is urged.

[0133] Thus, in the vehicle system 1, the driver can be urged to pay attention to the lane change of the host vehicle M performed by the driver through vision (the report image IM-1) and haptics (the reaction force generated in the steering wheel 82).

[0134] As described above, according to the vehicle control system of the embodiment, the automatic driving control section 120 provided in the vehicle control device 100 performs travel control related to automatic driving in the host vehicle M, the driving support control section 140 performs travel control related to driving support in the host vehicle M, and the travel mode control section 160 performs travel control related to the travel mode in the host vehicle M. Further, in the vehicle control system of the embodiment, the driving control determination section 180 provided in the vehicle control device 100 determines the driving mode of automatic driving, the execution degree of driving support, and the travel mode in the host vehicle M in order to associate the respective travel controls. Thereby, in the vehicle control system of the embodiment, it is possible to cause the host vehicle M to travel in a driving mode and a travel mode that match the motivation of the driver for driving the host vehicle M, i.e., the will of the driver, and it is possible to appropriately perform driving support for the driver according to the driving state of the host vehicle M.

[0135] Further, in the vehicle control system of the embodiment, the display processing section 190 provided in the vehicle control device 100 generates a report image based on the holding state of the steering wheel 82 by the driver, the motivation of the driver determined, and the execution of the travel control in the driving support determined and / or the execution degree. Further, in the vehicle control system of the embodiment, the generated report image is visually reported to the driver by causing the display device 32 to display the report image. Thereby, in the vehicle control system of the embodiment, it is possible to easily report the motivation of the driver for driving the host vehicle M and the content of the travel control of the driving support being performed in the host vehicle M to the driver.

[0136] The embodiment described above can be expressed as follows.

[0137] A vehicle control system configured to include:

[0138] a hardware processor; and

[0139] a storage device storing a program,

[0140] The following processing is performed by the hardware processor reading and executing a program stored in the storage device:

[0141] Accepting a steering operation by a driver on a steering operation member of a vehicle;

[0142] Detecting a holding state in which the steering operation member is held by a driver of the vehicle;

[0143] When causing a display device to display a report image that indicates at least the holding state and includes a first graphic that is deformable on the basis of a circle in an entire image area,

[0144] Causing the display device to display the report image that includes the first graphic that is deformed in a manner in which a portion corresponding to a portion at which the driver is holding the steering operation member bulges.

[0145] In the embodiment, a case in which, in the host vehicle M that has a function of automatic driving, a driver is provided with driving support that corresponds to a level of motivation of the driver, and the content of travel control of the driving support that is being executed in the host vehicle M is visually reported to the driver using a report image IM is described. However, the function of providing the driver with driving support that corresponds to the level of motivation of the driver, and the function of visually reporting the content of travel control of the driving support to the driver using the report image IM can be provided to the driver even in a vehicle that does not have the function of automatic driving. That is, even in a case in which the automatic driving control section 120 is omitted from the vehicle control device 100, the function of providing the driver with driving support that corresponds to the level of motivation of the driver, and the function of visually reporting the content of travel control of the driving support using the report image IM can be implemented. The structure and processing of the vehicle control device in this case are equivalent to those of the vehicle control device 100 of the embodiment except that the determination of the level 1 of motivation of the driver is omitted in the driving control determination section 180 of the embodiment. Therefore, in a vehicle in which the automatic driving control section 120 is omitted, the function of reporting the content of travel control of the driving support is also equivalent to that of the vehicle control device 100 of the embodiment.

[0146] In the embodiment, the combination of the holding state, i.e., the holding position, and the number of holding of the steering wheel 82, and the direction of the driver's line of sight are used in the process of determining the driver's motive for driving. However, the information used for the determination of the driver's motive is not limited to these. For example, information on the strength with which the driver holds the steering wheel 82 can be further added as the holding state of the steering wheel 82. In this case, based on the strength with which the driver holds the steering wheel 82, the level of the driver's motive can be determined as in the embodiment, or a determination into more levels can be made. The structure of the vehicle control device and the process (including the structure and the process related to the generation of the report image IM) in this case can be similarly considered based on the structure and the process in the vehicle control device 100 of the embodiment, and thus the description related to the determination of the level of the driver's motive including the strength of the holding of the steering wheel 82 will be omitted.

[0147] The above describes the specific embodiments of the application using the embodiments, but the application is not at all limited by such embodiments, and various modifications and substitutions can be made within the scope of the gist of the application.

Claims

1. A vehicle control system, wherein, The vehicle control system includes: Steering control components that accept steering operations performed by the driver; The grip detection unit detects the gripping state of the steering control component by the driver of the vehicle at each of the multiple parts into which the steering control component is divided. as well as The display processing unit causes the display device to display a report image that at least indicates the holding state. The reported image contains a first shape that is deformable based on a circle within the overall image area. The display processing unit causes the display device to display the report image, which includes the first graphic that is deformed in such a way that the circle bulges outward radially from the point where the driver holds the steering wheel.

2. The vehicle control system according to claim 1, wherein, The more parts that are detected holding the steering mechanism, the longer the diameter of the circle in the first graphic is made by the display processing unit.

3. The vehicle control system according to claim 2, wherein, The grip detection unit detects the gripping state of the first gripping position above the steering control component, the second gripping position to the right of the steering control component, the third gripping position below the steering control component, and the fourth gripping position to the left of the steering control component. The display processing unit changes the diameter of the circle in the first graphic based on the gripping position and number of grips of the steering control component by the driver.

4. The vehicle control system according to claim 3, wherein, When the number of grips is 2, and the gripping positions are the second gripping part and the fourth gripping part, the display processing unit changes the diameter of the circle in the first graphic to the longest first length. When the number of grips is 2, and the gripping position is the first gripping part and / or the third gripping part, the display processing unit changes the diameter of the circle in the first graphic to a second length that is shorter than the first length. When the number of grips is 1, and the gripping position is the second gripping part or the fourth gripping part, the display processing unit changes the diameter of the circle in the first graphic to a third length that is shorter than the second length. When the number of grips is 1, and the gripping position is either the first gripping part or the third gripping part, the display processing unit changes the diameter of the circle in the first graphic to a fourth length that is shorter than the third length. When the number of holding elements is 0, the display processing unit changes the diameter of the circle in the first graphic to a fifth length that is shorter than the fourth length.

5. The vehicle control system according to any one of claims 1 to 4, wherein, The display processing unit changes the overall image area and / or the color of the first graphic according to the holding state.

6. The vehicle control system according to claim 1, wherein, The vehicle control system further includes a driving control unit, which performs driving control related to the vehicle's steering and acceleration / deceleration based on the driving state. The report image also includes, radially outside the circle in the first image, an annular second image capable of varying the length of the diameters of the inner and outer circles and the sharpness of the inner and outer circles. The display processing unit, based on the determined state of the driving control, causes the display device to display the report image, which includes the second graphic and the first graphic, with any one of the following altered: the length of the inner circle's diameter, the length of the outer circle's diameter, and the sharpness.

7. The vehicle control system according to claim 6, wherein, The second graphic is divided into at least a right region and a left region. When the driver operates the steering component in a direction away from the straight-ahead direction, with the vehicle's straight-ahead direction as a reference, the driving control unit causes the steering component to generate a reaction force, thereby causing the vehicle's direction of travel to become the straight-ahead direction again. The display processing unit emphasizes any region in the right region and the left region that corresponds to the direction in which the driving control unit generates the reaction force.

8. The vehicle control system according to claim 7, wherein, When the driver continues to operate the steering component in a direction away from the straight-ahead direction, the driving control unit stops the reaction force generated by the steering component. The display processing unit changes the color of the image area on the side of the overall image area of ​​the report image to a different color than other image areas.

9. A vehicle control method, wherein, The vehicle control method causes the computer mounted on the vehicle to perform the following processing: Accepts steering inputs from the driver using the vehicle's steering components; The driver's grip on the steering mechanism is detected at each of the multiple parts into which the steering mechanism is divided. When the display device displays a report image that at least represents the gripping state and includes a first graphic that is deformable based on a circle within the overall image area, the display device displays a report image. The display device displays the report image, which includes the first graphic that is deformed in such a way that the circle bulges outward radially only in the direction corresponding to the part of the circle where the driver holds the steering element.

10. A storage medium storing a program, wherein, The program causes the computer mounted in the vehicle to perform the following processing: Accepts steering inputs from the driver using the vehicle's steering components; The driver's grip on the steering mechanism is detected at each of the multiple parts into which the steering mechanism is divided. When the display device displays a report image that at least represents the gripping state and includes a first graphic that is deformable based on a circle within the overall image area, the display device displays a report image. The display device displays the report image, which includes the first graphic that is deformed in such a way that the circle bulges outward radially only in the direction corresponding to the part of the circle where the driver holds the steering element.

Images