Driving assistance device

Abstract

The invention provides a driving support device capable of realizing efficient function unification for reducing the number of switches. A driving assistance device mounted in a vehicle is provided with a plurality of first control units that are activated by operating a first switch and that are activated by operating a second switch, and a plurality of second control units that are activated by operating a second switch and that are activated by operating a third switch. The plurality of second control units are activated by operating a second switch different from the first switch.

Description

Technical Field

[0001] The present invention relates to a driving support device. Background Art

[0002] In recent years, efforts to provide a sustainable transportation system that takes into account people in vulnerable positions among traffic participants have been active. To achieve this, research and development efforts are focused on further improving traffic safety and convenience through research and development related to driving assistance. In this regard, Japanese Patent Publication No. 2017-047821 and Japanese Patent Publication No. 2017-149229 describe a structure provided with a cruise control switch and a variable speed limit control switch.

[0003] In the control of driving assistance, in addition to following driving control and lane keeping control, research is also being conducted on deceleration control for maintaining the distance between the vehicle and the preceding vehicle, and steering control, which has a milder control level than lane keeping control. As a result, there is a tendency for the types of driving assistance control to increase, but when dedicated switches are provided for each of them, there is a concern that the driver may not be able to adapt to the operation. In the prior art, efficient functional unification for reducing the number of switches has not been considered. Summary of the invention

[0004] The present invention has been made in consideration of such a situation, and one of its objects is to provide a driving support device that can achieve efficient functional integration for reducing the number of switches, thereby contributing to the development of a sustainable transportation system.

[0005] Solutions to Solve Problems

[0006] The driving support device according to the present invention adopts the following configuration.

[0007] (1): One embodiment of the present invention relates to a driving support device mounted on a vehicle, wherein the driving support device comprises: a plurality of first control units, each of which performs driving support control; and a plurality of second control units, each of which performs driving support control and has a lower support level than the plurality of first control units, the plurality of first control units being activated by operating a first switch, and the plurality of second control units being activated by operating a second switch different from the first switch.

[0008] (2): Based on the scheme of (1) above, the multiple first control units include both a control unit for performing longitudinal driving assistance control and a control unit for performing lateral driving assistance control, and the multiple second control units include both a control unit for performing longitudinal driving assistance control and a control unit for performing lateral driving assistance control.

[0009] (3): Another scheme of the present invention relates to a driving assistance device mounted on a vehicle, wherein the driving assistance device comprises: a plurality of first control units, which include a control unit for performing longitudinal driving assistance control and a control unit for performing lateral driving assistance control; and a plurality of second control units, which include a control unit for performing longitudinal driving assistance control and a control unit for performing lateral driving assistance control, wherein the plurality of first control units are activated by operating a first switch, and the plurality of second control units are activated by operating a second switch different from the first switch.

[0010] (4): Based on any one of the above schemes (1) to (3), when the ignition switch of the vehicle is turned off when the multiple first control units are started and then the ignition switch of the vehicle is turned on, the multiple first control units are not automatically started, and when the ignition switch of the vehicle is turned off when the multiple second control units are started and then the ignition switch of the vehicle is turned on, the multiple second control units are automatically started.

[0011] (5): Based on any one of the above schemes (1) to (3), when the multiple first control units are started by operating the first switch while the multiple second control units are started, and then the first switch is operated, the multiple first control units are stopped and the multiple second control units are started.

[0012] (6): Based on any one of the above schemes (1) to (3), one of the multiple first control units performs following driving control, another first control unit among the multiple first control units performs lane keeping control, one of the multiple second control units performs deceleration control for maintaining the vehicle-to-vehicle distance with the leading vehicle, and another second control unit among the multiple second control units performs steering control with a lesser degree of control than the lane keeping control.

[0013] (7) In any one of the above-mentioned schemes (1) to (3), the plurality of second control units include a speed limiting control unit which is activated when a third switch capable of setting the speed is operated while the other second control units are activated.

[0014] (8) In the above-mentioned embodiment (7), when the third switch is operated, an image urging the driver to agree is displayed on the display unit, and when the driver performs an agreeing operation, the speed limit control unit is activated.

[0015] (9) Based on any one of the above schemes (1) to (3), the plurality of second control units include a speed limit control unit which is activated when the legal speed of the road on which the vehicle is located is recognized while the other second control units are activated.

[0016] (10): Based on the scheme of (9) above, when the legal speed of the road on which the vehicle is located is identified while the multiple second control units are started, the display unit displays an image urging the driver to agree, and when the driver performs the agreement operation, the speed limit control unit is started.

[0017] Effects of the Invention

[0018] According to the aspects (1) to (10), efficient functional unification for reducing the number of switches can be achieved. BRIEF DESCRIPTION OF THE DRAWINGS

[0019] Figure 1 1 is a diagram showing a part of the configuration of a vehicle M equipped with a driving support device.

[0020] Figure 2 It is a state transition diagram of the driving support device.

[0021] Figure 3 It is a diagram showing a configuration example of a first switch, a second switch, and a third switch.

[0022] Figure 4 A diagram showing an example of a display screen of a display device.

[0023] Figure 5 This is a diagram showing another example of the display screen of the display device. DETAILED DESCRIPTION

[0024] [structure]

[0025] Hereinafter, embodiments of the driving support device according to the present invention will be described with reference to the drawings. Figure 1 1 is a diagram showing a part of the structure of a vehicle M equipped with a driving support device 100. The vehicle M is equipped with external sensors such as a camera 10 and a radar device 12, vehicle sensors 14 such as a vehicle speed sensor and a yaw rate sensor, driving operation elements 20 such as an accelerator pedal, a brake pedal, and a steering wheel, a first switch 30, a second switch 32, and a third switch 34 for transmitting instructions to the driving support device 100, an ignition switch 40 for starting a driving force output device 200, a display device 70, and the like. In addition, the vehicle M is equipped with devices for moving such as the driving force output device 200, a brake device 210, and a steering device 220.

[0026] 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 any position of the vehicle M. When shooting the front, the camera 10 is installed at the top of the front windshield, the back of the rearview mirror in the vehicle, etc. The camera 10, for example, periodically and repeatedly shoots the surroundings of the vehicle M. The camera 10 may also be a stereo camera.

[0027] The radar device 12 radiates radio waves such as millimeter waves to the periphery of the vehicle M, and detects radio waves (reflected waves) reflected by an object to detect at least the position (distance and direction) of the object. The radar device 12 is installed at any part of the vehicle M. The radar device 12 can also detect the position and speed of the object by FM-CW (Frequency Modulated Continuous Wave) method. The functions of various switches will be described later. The display device 70 is provided, for example, in the front part of the driver in the instrument panel.

[0028] The driving force output device 200 outputs a driving force (torque) for driving the vehicle to the driving wheels. The driving force output device 200 includes, for example, a combination of an internal combustion engine, an electric motor, and a transmission, and an ECU (Electronic Control Unit) for controlling them.

[0029] 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 to output a braking torque to each wheel. The brake device 210 may include a mechanism that transmits the hydraulic pressure generated by the operation of the brake pedal included in the driving operating member 20 to the hydraulic cylinder via a master hydraulic cylinder as a backup. It should be noted that the brake device 210 is not limited to the structure described above, and may also be an electronically controlled hydraulic brake device.

[0030] 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 direction of the steering wheel. The steering device 220 may also include a reaction force motor for outputting a reaction force to the steering wheel. The steering ECU changes the direction of the steering wheel by driving the electric motor.

[0031] The driving support device 100 includes, for example, a following driving control unit 110, a lane keeping control unit 120, a coordinated deceleration control unit 130, a coordinated steering control unit 140, and a speed limit control unit 150. The following driving control unit 110 and the lane keeping control unit 120 are each an example of a "first control unit" that performs driving support control, and the coordinated deceleration control unit 130, the coordinated steering control unit 140, and the speed limit control unit 150 are each an example of a "second control unit" that performs driving support control. These control units are implemented by executing a program (software) through a hardware processor such as a CPU (Central Processing Unit). Some or all of these components can be implemented by hardware (including circuitry) such as LSI (Large Scale Integration), ASIC (Application Specific Integrated Circuit), FPGA (Field-Programmable Gate Array), GPU (Graphics Processing Unit), or can be implemented by the coordinated cooperation of software and hardware. The program can be pre-stored in a storage device such as an HDD (Hard Disk Drive) or a flash memory (a storage device having a non-temporary storage medium), or can be stored in a removable storage medium such as a DVD or CD-ROM (a non-temporary storage medium), and installed by mounting the storage medium in a drive device.

[0032] The following driving control unit 110 controls the driving force output device 200 and / or the braking device 210 to adjust the speed of the vehicle M (both acceleration and deceleration) in such a manner that the inter-vehicle distance between the preceding vehicle traveling immediately in front of the vehicle M in the lane where the vehicle M is located is maintained at the set inter-vehicle distance. Regarding the preceding vehicle, the image captured by the camera 10 is analyzed, or the position is identified based on the output value of the radar device 12. When the following driving control unit 110 does not identify the preceding vehicle within the effective distance, the driving force output device 200 and / or the braking device 210 is controlled in such a manner that the vehicle M maintains the set speed.

[0033] The lane keeping control unit 120 controls the steering device 220 to output a steering reaction force to move the vehicle M along the center of the lane where the vehicle M is located, or to output a steering force in a direction to return to the center of the lane when the vehicle M is about to leave the lane.

[0034] The coordinated deceleration control unit 130 performs control such that the vehicle M is exclusively decelerated by controlling the driving force output device 200 and / or the braking device 210 so as to maintain the inter-vehicle distance between the preceding vehicle and the vehicle M at the set inter-vehicle distance. After deceleration, for example, when the preceding vehicle accelerates and leaves, the driver of the vehicle M operates the accelerator pedal to accelerate the vehicle M if he wants to travel closer to the preceding vehicle.

[0035] The coordinated steering control unit 140 performs a gentler steering control than the lane keeping control unit 120 in order to prevent the vehicle M from leaving the lane. The so-called "smooth" includes a part or all of a smaller control gain, a larger operation threshold (on the side that is not easy to operate), and a smaller upper limit value of the control. For example, the coordinated steering control unit 140 operates only when there is an obstacle (including a leading vehicle) on the side of the vehicle M in the direction of travel.

[0036] The speed limit control unit 150 controls the driving force output device 200 and / or the braking device 210 so as to decelerate the vehicle M when the speed of the vehicle M exceeds the upper limit speed (or is about to exceed the upper limit speed).

[0037] The first switch 30 is a switch for simultaneously or sequentially activating the following travel control unit 110 and the lane keeping control unit 120. The second switch 32 is a switch for simultaneously or sequentially activating the coordinated deceleration control unit 130 and the coordinated steering control unit 140, and conditionally activating the speed limit control unit 150. The set speed of the following travel control unit 110 and the upper speed limit of the speed limit control unit 150 can be adjusted by the third switch 34.

[0038] [State Transition]

[0039] Figure 2 : is a state transition diagram of the driving support device 100. The driving support device 100 can be in each state from state 1 to state 6 as shown in the figure. State 5 includes state 5-1 and state 5-2.

[0040] State 1 is a state in which the ignition is off and the second control unit is not activated at the ignition off time. Whether the second control unit is activated at the ignition off time is stored in a nonvolatile memory or the like, and each part of the driving support device 100 reads the stored information and operates. When the ignition is turned on in state 1, the state shifts to state 2.

[0041] State 2 is a state in which neither the first control unit nor the second control unit is activated. When the ignition is turned off in state 2, the state shifts to state 1. When the first switch 30 is operated in state 2, the state shifts to state 3. In addition, when the second switch 32 is operated in state 2, the state shifts to state 5.

[0042] State 3 is a state in which the first control unit is activated and the second control unit is not activated at the activation time of the first control unit. In state 3, when the brake pedal is braked by a predetermined amount or more or the first switch 30 is operated again, the state is transferred to state 2. It should be noted that in state 3, when the second switch 32 is operated, the state can also be transferred to state 5.

[0043] State 4 is a state in which the ignition is off and the second control unit is activated at the ignition off time. When the ignition is turned on in state 4, the state shifts to state 5.

[0044] State 5 is a state in which the second control unit is activated (however, there are cases in which the speed limit control unit 150 is activated or not activated). State 5-1 is a state in which the speed limit control unit 150 is not activated. When the state 5 is transferred from state 2, 4 or 6, the state 5-1 is transferred first. In state 5-1, the upper limit speed is set by operating the third switch 34, or the legal speed is identified by analyzing the image captured by the camera 10, and when the driver performs an approval operation (described later), the state 5-2 is transferred. In addition to the identification by image analysis, the legal speed can also be identified by comparing the position of the vehicle M detected by a GPS (Global Positioning System) receiver, etc. with map information, or it can be identified by other communication methods. State 5-2 is a state in which the speed limit control unit 150 is activated.

[0045] When the first switch 30 is operated in state 5, the state is transferred to state 6. State 6 is a state in which the first control unit is activated and the second control unit is activated at the activation time of the first control unit. In state 6, when the brake pedal is braked by a predetermined amount or more or the first switch 30 is operated again, the state is transferred to state 5. It should be noted that when the second switch 32 is operated in state 6, the state can also be transferred to state 5.

[0046] The activation of each control unit can be performed spontaneously by each control unit through a built-in daemon program, or the upper control unit of the overall control unit can activate each control unit according to the switch operation. In the former case, the operation content of each switch is transmitted to each control unit through a multi-channel communication network such as CAN (Controller Area Network).

[0047] [Function Summary]

[0048] In this way, the driving support device 100 includes a plurality of first control units and a plurality of second control units having a lower support level than the plurality of first control units, the plurality of first control units are activated by operating the first switch 30, and the plurality of second control units are activated by operating the second switch 32 different from the first switch 30. Thus, the plurality of first control units and the plurality of second control units having similar support levels are respectively distinguished as different switches and activated at the same time, so that a plurality of controls constituting a driving level that complies with the driver's intention can be activated by a single switch operation. As a result, efficient functional unification for reducing the number of switches can be achieved.

[0049] It should be noted that the "multiple second control units with lower support levels than the multiple first control units" mentioned here means that, for example, when the control units that perform longitudinal control (speed control) and the control units that perform lateral control (steering control) are compared with each other, the degree of control is low. For example, the coordinated deceleration control unit 130 and the speed limit control unit 150 are control units that specialize in deceleration, and therefore the degree of control is lower than that of the following driving control unit 110 that performs both acceleration and deceleration. In addition, the coordinated steering control unit 140 performs a gentler steering control than the lane keeping control unit 120, and it can be said that the degree of control is lower than that of the lane keeping control unit 120.

[0050] In addition, the plurality of first control units include both a control unit for longitudinal control (speed control) and a control unit for lateral control (steering control), and the plurality of second control units also include both a control unit for longitudinal control (speed control) and a control unit for lateral control (steering control). Thus, the plurality of control units that perform non-competitive control can be started up substantially at the same time, so that switching of control with high reliability can be performed.

[0051] In addition, when the ignition switch 40 of the vehicle M is turned off while the plurality of first control units are activated, and then the ignition switch 40 of the vehicle M is turned on, the plurality of first control units are not automatically activated ( Figure 2 In the case where the ignition switch 40 of the vehicle M is set to the off state while the multiple second control units are started, and then the ignition switch 40 of the vehicle M is set to the on state (state 5→4→5), the multiple second control units are automatically started. As a result, the driver does not need to operate the second control unit again, which can reduce trouble. It should be noted that the support level is high for the first control unit, so unexpected situations may occur when the vehicle M starts and automatically starts, so it will not automatically start by setting the ignition switch 40 to the on state. As a result, a smooth start of the vehicle M can be achieved.

[0052] In addition, when the first switch 30 is operated in the state where the plurality of second control units are activated, and the first switch 30 is then operated (state 5→6→5), the plurality of first control units are stopped and the plurality of second control units are activated. Thus, in the state where the plurality of second control units are activated, the state where the plurality of first control units are activated and the state where the plurality of second control units are activated can be switched only by operating the first switch 30, so that the operation of the occupant can be simplified.

[0053] In addition, one of the plurality of first control units is a following travel control unit 110 that performs following travel control, another of the plurality of first control units is a lane keeping control unit 120 that performs lane keeping control, one of the plurality of second control units is a coordinated deceleration control unit 130 that performs deceleration control for maintaining the inter-vehicle distance with the preceding vehicle, and another of the plurality of second control units is a coordinated deceleration control unit 130 that performs steering control with a milder control degree than the lane keeping control unit 120. Thus, the plurality of first control units with a high support level are turned off / on without inheriting the last activation state, and the plurality of second control units that perform support with a lower support level than the following travel control unit 110 and the lane keeping control unit 120 and provide support that provides peace of mind to the occupants in coordination with the occupant's operation inherit the last activation state, so that it is possible to prevent a dangerous state from occurring before it occurs at a timing earlier than avoiding a collision or preventing a separation. As a result, it is possible to actively turn on the support that provides peace of mind to the occupants while suppressing excessive support.

[0054] [About the switch status and display screen]

[0055] Figure 3: is a diagram showing a configuration example of the first switch 30, the second switch 32 and the third switch 34. The first switch 30, the second switch 32 and the third switch 34 are, for example, concentratedly arranged on either side of the left or right side of the hub of the steering wheel 22, and can be operated by the driver with one hand. The first switch 30 and the second switch 32 are each, for example, switches that can be pressed or tapped, and the state holding function is not provided in the switch itself. The first switch 30 and the second switch 32 can each be a mechanical switch or a touch panel switch. The third switch 34 is provided between the first switch 30 and the second switch 32, and the driver can recognize the general position by touch even if they do not visually see them. The third switch 34 can indicate both the increase and decrease of the set value roughly and continuously by rotating the cylindrical wheel up and down, for example. The driver operates the third switch 34, thereby being able to adjust the set speed in the following driving control unit 110 and the upper limit speed in the speed limit control unit 150 up and down, for example, every 5 [km / h] scale. It should be noted that the following travel control unit 110 and the speed limit control unit 150 are not activated at the same time, and therefore the adjustment of the values ​​does not compete with each other.

[0056] Figure 4 70 is a diagram showing an example of a display screen of the display device 70. The display screen of the display device 70 is divided into, for example, areas 70A, 70B, and 70C. In a state where the plurality of first control units are not activated (state 2 or 5), the speed of the vehicle M is displayed in the form of a speedometer in area 70A. When the state becomes state 5-1, text and an object (indicated by "AAA" in the figure) indicating that the coordinated deceleration control unit 130 and the coordinated steering control unit 140 are activated are displayed in area 70B. When the state further becomes state 5-2, text and an object (indicated by "BBB" in the figure) indicating that the speed limit control unit 150 is activated are displayed in area 70B.

[0057] In state 5-1, when the upper speed limit is set by operating the third switch 34, or when the legal speed is recognized by analyzing the image captured by the camera 10, etc., an image of consent is displayed in the area 70C to urge the activation of the speed limit control unit 150. When the driver performs a consent operation in response to this, the speed limit control unit 150 is activated. The consent operation is performed on the second switch 32, for example.

[0058] Figure 51 is a diagram showing another example of a display screen of the display device 70. This diagram shows a display screen when multiple first control units are activated. In this case, objects representing the detailed operation status of each first control unit are displayed in each area. The display device 70 is controlled by a display control unit (not shown) of the driving support device 100 so as to display the status of any one of the multiple first control units and the multiple second control units. In this way, the driver can be prompted with necessary information without increasing the display screen.

[0059] The plurality of second control units include a speed limit control unit 150, which is activated by a driver's approval operation when the third switch 34 capable of setting the speed is operated while the other second control units are activated, or when the legal speed of the road on which the vehicle M is located is recognized. Thus, the speed limit control unit 150 is prevented from being activated when the speed setting is unknown, and since the second switch 32 receives the approval operation, an increase in the number of switches is suppressed.

[0060] According to the above-described embodiment, efficient functional unification for reducing the number of switches can be achieved.

[0061] [About the actual assembly state]

[0062] If the multiple first control units and multiple second control units described above are each implemented by a dedicated processor, they can be referred to as multiple first control devices and multiple second control devices. In addition, whether or not the multiple first control units and multiple second control units are each implemented by a dedicated processor, they can also be referred to as multiple first programs and multiple second programs.

[0063] The above-described embodiment can be expressed as follows.

[0064] have:

[0065] a plurality of first control devices, each of which includes a storage medium storing computer-readable instructions and a processor connected to the storage medium; and

[0066] a plurality of second control devices, each of which includes a storage medium storing a command readable by a computer and a processor connected to the storage medium;

[0067] The plurality of second control devices perform control at a lower support level than the plurality of first control devices,

[0068] The plurality of first control devices are activated by operating the first switch,

[0069] The plurality of second control devices are activated by operating a second switch different from the first switch.

[0070] For example, the plurality of first control devices include a following travel control device and a lane keeping control device, and the plurality of second control devices include a coordinated deceleration control device, a coordinated steering control device, and a speed limit control device.

[0071] The above-described embodiment can also be expressed as follows.

[0072] have:

[0073] a storage medium storing commands that can be read by a computer; and

[0074] a processor connected to the storage medium,

[0075] The storage medium stores a plurality of first programs each including a plurality of commands, and a plurality of second programs each including a plurality of commands.

[0076] executing each of the plurality of first programs to thereby perform driving support control,

[0077] By executing the plurality of second programs, driving support control having a lower support level than when the plurality of first programs are executed is performed,

[0078] The plurality of first programs are started by operating a first switch,

[0079] The plurality of second programs are activated by operating a second switch different from the first switch.

[0080] For example, the plurality of first programs include a following travel control program and a lane keeping control program, and the plurality of second programs include a coordinated deceleration control program, a coordinated steering control program, and a speed limit control program.

[0081] Although specific embodiments of the present invention have been described above using the embodiments, the present invention is not limited to such embodiments at all, and various modifications and substitutions can be made without departing from the gist of the present invention.

Claims

1. A driving support device, mounted on a vehicle, wherein: The driving support device comprises: a plurality of first control units that respectively perform driving support control; and a plurality of second control units, each of which performs driving support control and has a lower support level than the plurality of first control units, The plurality of first control units are activated by operating the first switch, The plurality of second control units are activated by operating a second switch different from the first switch.

2. The driving support device according to claim 1, wherein: The plurality of first control units include both a control unit that performs longitudinal driving support control and a control unit that performs lateral driving support control. The plurality of second control units include both a control unit that performs longitudinal driving support control and a control unit that performs lateral driving support control.

3. A driving support device, mounted on a vehicle, wherein: The driving support device comprises: a plurality of first control units including both a control unit for performing longitudinal driving support control and a control unit for performing lateral driving support control; and a plurality of second control units, including a control unit that performs longitudinal driving support control and a control unit that performs lateral driving support control, The plurality of first control units are activated by operating the first switch, The plurality of second control units are activated by operating a second switch different from the first switch.

4. The driving support device according to any one of claims 1 to 3, wherein: When the ignition switch of the vehicle is turned off while the plurality of first control units are activated, and then the ignition switch of the vehicle is turned on, the plurality of first control units are not automatically activated. When an ignition switch of the vehicle is turned off while the plurality of second control units are activated, and then the ignition switch of the vehicle is turned on, the plurality of second control units are automatically activated.

5. The driving support device according to any one of claims 1 to 3, wherein: When the plurality of first control units are activated by operating the first switch in a state where the plurality of second control units are activated, and the first switch is then operated, the plurality of first control units are stopped and the plurality of second control units are activated.

6. The driving support device according to any one of claims 1 to 3, wherein: One of the plurality of first control units performs follow-up driving control, Another first control unit among the plurality of first control units performs lane keeping control, One of the plurality of second control units performs deceleration control for maintaining a distance between the vehicle and a preceding vehicle. Another second control unit among the plurality of second control units performs steering control having a less severe control level than the lane keeping control.

7. The driving support device according to any one of claims 1 to 3, wherein: The plurality of second control units include a speed limit control unit that is activated when a third switch capable of setting a speed is operated while the other second control units are activated.

8. The driving support device according to claim 7, wherein: When the third switch is operated, an image urging the driver to agree is displayed on the display unit, and when the driver performs an agreement operation, the speed limit control unit is activated.

9. The driving support device according to any one of claims 1 to 3, wherein: The plurality of second control units include a speed limit control unit that is activated when a legal speed of a road on which the vehicle is located is recognized while the other second control units are activated.

10. The driving support device according to claim 9, wherein: When the legal speed of the road on which the vehicle is located is recognized while the plurality of second control units are activated, an image urging the driver to comply is displayed on a display unit, and when the driver performs a compliance operation, the speed limit control unit is activated.

Images