Driving assistance device

Abstract

To realize efficient function integration to reduce the number of switches.SOLUTION: A driving assistance device installed in a vehicle, comprises: multiple first control units; and multiple second control units which provide a lower assistance level than that of the multiple first control units. The multiple first control units are activated when a first switch is operated, while the multiple second control units are activated when a second switch different from the first switch is operated.SELECTED DRAWING: Figure 2

Description

[Technical field]

[0001] The present invention relates to a driving assistance device. [Background technology]

[0002] In recent years, efforts to provide access to sustainable transportation systems that take into consideration vulnerable people among transportation participants have been gaining momentum. To achieve this, we are focusing on research and development to further improve traffic safety and convenience through research and development on driving assistance. In this regard, Patent Documents 1 and 2 describe a configuration in which a cruise control switch and a variable speed limit control switch are provided. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] JP 2017-047821 A [Patent Document 2] JP 2017-149229 A Summary of the Invention [Problem to be solved by the invention]

[0004] In addition to adaptive cruise control and lane keeping control, deceleration control for maintaining the distance from the vehicle ahead and steering control with a lower degree of control than lane keeping control are being considered for driving assistance control. As such, the number of types of driving assistance control is increasing, but if a dedicated switch is provided for each control, there is a concern that the driver may not be able to get used to operating them. Conventional technology has not considered efficient functional unification to reduce the number of switches.

[0005] The present invention has been made in consideration of the above circumstances, and has an object to provide a driving support device that can realize efficient functional unification to reduce the number of switches, thereby contributing to the development of a sustainable transportation system. [Means for solving the problem]

[0006] The driving support device according to the present invention employs the following configuration. (1): A driving assistance device according to one aspect of the present invention is a driving assistance device mounted on a vehicle, comprising: a plurality of first control units each performing driving assistance control; and a plurality of second control units each performing driving assistance control, the plurality of second control units having a lower assistance level than the plurality of first control units; The plurality of first control units are activated when a first switch is operated, and the plurality of second control units are activated when a second switch different from the first switch is operated.

[0007] (2): In the above aspect (1), the plurality of first control units include both a control unit that performs vertical driving assistance control and a control unit that performs lateral driving assistance control, and the plurality of second control units include both a control unit that performs vertical driving assistance control and a control unit that performs lateral driving assistance control.

[0008] (3): A driving assistance device according to another aspect of the present invention is a driving assistance device mounted on a vehicle, and includes a plurality of first control units including both a control unit that performs vertical driving assistance control and a control unit that performs lateral driving assistance control, and a plurality of second control units that include both a control unit that performs vertical driving assistance control and a control unit that performs lateral driving assistance control, wherein the plurality of first control units are activated by operation of a first switch, and the plurality of second control units are activated by operation of a second switch different from the first switch.

[0009] (4): In any of the above aspects (1) to (3), when the ignition switch of the vehicle is turned off while the multiple first control units are activated, and then the ignition switch of the vehicle is turned on, the multiple first control units do not start up automatically, and when the ignition switch of the vehicle is turned off while the multiple second control units are activated, and then the ignition switch of the vehicle is turned on, the multiple second control units start up automatically.

[0010] (5): In any of the above aspects (1) to (3), when the first switch is operated while the multiple second control units are activated, the multiple first control units are activated, and when the first switch is then operated, the multiple first control units are stopped and the multiple second control units are activated.

[0011] (6): In any of the above aspects (1) to (3), one of the plurality of first control units performs following driving control, another of the plurality of first control units performs lane keeping control, one of the plurality of second control units performs deceleration control to maintain a vehicle-to-vehicle distance from a preceding vehicle, and another of the plurality of second control units performs steering control with a lower degree of control than the lane keeping control.

[0012] (7): In any of the above aspects (1) to (3), 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 other second control units are activated.

[0013] (8): In the above embodiment (7), when the third switch is operated, an image prompting the driver to give consent is displayed on the display unit, and when the driver gives consent, the speed limit control unit is activated.

[0014] (9): In any of the above aspects (1) to (3), the plurality of second control units include a speed limit control unit that is activated when the legal speed limit of the road on which the vehicle is located is recognized while other second control units are activated.

[0015] (10): In the above aspect (9), when the plurality of second control units are activated and the legal speed limit of the road on which the vehicle is located is recognized, an image prompting the driver to accept the request is displayed on the display unit, and when the driver accepts the request, the speed limit control unit is activated. Effect of the Invention

[0016] According to aspects (1) to (10), it is possible to realize efficient functional unification for reducing the number of switches. [Brief description of the drawings]

[0017] [Figure 1] 1 is a diagram showing a part of the configuration of a vehicle M on which a driving assistance device 100 is mounted. [Diagram 2] 2 is a state transition diagram of the driving assistance device 100. FIG. [Diagram 3] 2 is a diagram showing an example of the configuration of a first switch 30, a second switch 32, and a third switch 34. FIG. [Figure 4] FIG. 2 is a diagram showing an example of a display screen of a display device 70. [Diagram 5] 13 is a diagram showing another example of the display screen of the display device 70. FIG. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0018] [composition] Hereinafter, an embodiment of the driving support device of the present invention will be described with reference to the drawings. Fig. 1 is a diagram showing a part of the configuration of a vehicle M on which a driving support device 100 is mounted. 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 operators 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. The vehicle M is also equipped with devices for movement such as the driving force output device 200, a brake device 210, and a steering device 220.

[0019] 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 attached to any location of the vehicle M. When capturing an image of the front, the camera 10 is attached to the top of the front windshield, the back of the rearview mirror, or the like. The camera 10, for example, periodically and repeatedly captures images of the periphery of the vehicle M. The camera 10 may be a stereo camera.

[0020] The radar device 12 emits radio waves such as millimeter waves around the vehicle M and detects radio waves reflected by an object (reflected waves) to detect at least the position (distance and direction) of the object. The radar device 12 is attached to any location of the vehicle M. The radar device 12 may detect the position and speed of an object by an FM-CW (Frequency Modulated Continuous Wave) method. The roles of the various switches will be described later. The display device 70 is provided, for example, on the instrument panel in front of the driver.

[0021] The driving force output device 200 outputs a driving force (torque) for the vehicle to travel to the driving wheels. The driving force output device 200 includes, for example, a combination of an internal combustion engine, an electric motor, a transmission, and an ECU (Electronic Control Unit) that controls these.

[0022] Brake device 210 includes, for example, a brake caliper, a cylinder that transmits hydraulic pressure to the brake caliper, an electric motor that generates hydraulic pressure in the cylinder, and a brake ECU. The brake ECU controls the electric motor so that brake torque is output to each wheel. Brake device 210 may include a backup mechanism that transmits hydraulic pressure generated by operation of a brake pedal included in driving operation element 20 to the cylinder via a master cylinder. Brake device 210 is not limited to the configuration described above, and may be an electronically controlled hydraulic brake device.

[0023] The steering device 220 includes, for example, a steering ECU and an electric motor. The electric motor changes the direction of the steered wheels by applying a force to, for example, a rack and pinion mechanism. The steering device 220 may further include a reaction motor for outputting a reaction force to the steering wheel. The steering ECU changes the direction of the steered wheels by driving the electric motor.

[0024] The driving assistance device 100 includes, for example, a following driving control unit 110, a lane keeping control unit 120, a cooperative deceleration control unit 130, a cooperative steering control unit 140, and a speed limit control unit 150. Each of the following driving control unit 110 and the lane keeping control unit 120 is an example of a "first control unit" that performs driving assistance control, and each of the cooperative deceleration control unit 130, the cooperative steering control unit 140, and the speed limit control unit 150 is an example of a "second control unit" that performs driving assistance control. These control units are realized, for example, by a hardware processor such as a CPU (Central Processing Unit) executing a program (software). Some or all of these components may 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), or a GPU (Graphics Processing Unit), or may be realized by cooperation between software and hardware. The program may be stored in advance in a storage device (a storage device with a non-transient storage medium) such as an HDD (Hard Disk Drive) or flash memory, or may be stored in a removable storage medium (non-transient storage medium) such as a DVD or CD-ROM and installed by inserting the storage medium into a drive device.

[0025] 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) so that the distance between the preceding vehicle traveling just before the vehicle M and the vehicle M is maintained at a set distance in the lane in which the vehicle M is located. The position of the preceding vehicle is recognized by analyzing an image captured by the camera 10 or based on the output value of the radar device 12. If the preceding vehicle is not recognized within the effective distance, the following driving control unit 110 controls the driving force output device 200 and / or the braking device 210 so that the vehicle M travels at the set speed.

[0026] The lane keeping control unit 120 controls the steering device 220 to output a steering reaction force so that the vehicle M moves along the center of the lane in which the vehicle M is located, and to output a steering force in a direction to return the vehicle M to the center of the lane when the vehicle M is about to deviate from the lane.

[0027] The coordinated deceleration control unit 130 controls the driving force output device 200 and / or the brake device 210 to solely decelerate the vehicle M so that the distance between the preceding vehicle and the vehicle M is maintained at a set distance. If, for example, the preceding vehicle accelerates and moves away after deceleration, the driver of the vehicle M wishes to travel close to the preceding vehicle, the driver will operate the accelerator pedal himself to accelerate the vehicle M.

[0028] The cooperative steering control unit 140 performs steering control that is looser than that of the lane keeping control unit 120 in order to prevent the vehicle M from deviating from the lane. "Loose" includes some or all of the following: a smaller control gain, a larger activation threshold (on the side where activation is less likely), a smaller upper limit value of control, etc. For example, the cooperative steering control unit 140 operates only when there is an obstacle (including a preceding vehicle) in the traveling direction of the vehicle M.

[0029] The speed limit control unit 150 controls the driving force output device 200 and / or the brake device 210 to decelerate the vehicle M when the speed of the vehicle M exceeds (or is likely to exceed) the upper limit speed.

[0030] The first switch 30 is for simultaneously or sequentially activating the following cruise control unit 110 and the lane keeping control unit 120. The second switch 32 is for simultaneously or sequentially activating the coordinated deceleration control unit 130 and the coordinated steering control unit 140, and for conditionally activating the speed limit control unit 150. The set speed of the following cruise control unit 110 and the upper limit speed of the speed limit control unit 150 can both be adjusted by the third switch 34.

[0031] [state transition] 2 is a state transition diagram of the driving assistance device 100. As shown in the figure, the driving assistance device 100 can be in each of states 1 to 6. State 5 includes state 5-1 and state 5-2.

[0032] State 1 is a state in which the ignition is off and the second control unit is not activated at the time of ignition off. Whether or not the second control unit is activated at the time of ignition off is stored in a non-volatile memory or the like, and each unit of the driving support device 100 operates by reading the stored information. When the ignition is turned on in state 1, the state transitions to state 2.

[0033] State 2 is a state in which neither the first control unit nor the second control unit is activated. If the ignition is turned off in state 2, the state transitions to state 1. If the first switch 30 is operated in state 2, the state transitions to state 3. If the second switch 32 is operated in state 2, the state transitions to state 5.

[0034] State 3 is a state in which the first control unit is activated and the second control unit is not activated at the time of activation of the first control unit. If the brake pedal is operated by a predetermined amount or more in state 3, or if the first switch 30 is operated again, the state transitions to state 2. Note that if the second switch 32 is operated in state 3, the state may transition to state 5.

[0035] In state 4, the ignition is turned off and the second control unit was active at the time of turning off the ignition. When the ignition is turned on in state 4, the state transitions to state 5.

[0036] State 5 is a state in which the second control unit is activated (however, the speed limit control unit 150 may or may not be activated). State 5-1 is a state in which the speed limit control unit 150 is not activated. When transitioning to state 5 from state 2, 4, or 6, the state first transitions to state 5-1. In state 5-1, when the upper limit speed is set by operating the third switch 34, or the legal speed is recognized by analyzing the image captured by the camera 10, and the driver performs an approval operation (described later), the state transitions to state 5-2. The legal speed may be recognized by collating map information using the position of the vehicle M measured by a GPS (Global Positioning System) receiver or the like, or by other communication means, in addition to recognition by image analysis. State 5-2 is a state in which the speed limit control unit 150 is activated.

[0037] When the first switch 30 is operated in state 5, a transition to state 6 occurs. State 6 is a state in which the first control unit is activated and the second control unit is activated at the time the first control unit is activated. When the brake pedal is operated by a predetermined amount or more in state 6, or when the first switch 30 is operated again, a transition to state 5 occurs. Note that when the second switch 32 is operated in state 6, a transition to state 5 may also occur.

[0038] Each control unit may be started spontaneously by having a daemon program built in, or a higher-level control unit that manages the control units may start each control unit in response to a switch operation. In the former case, the operation of each switch is broadcast to each control unit via a multiplex communication network such as a CAN (Controller Area Network).

[0039] [Function Overview] 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, and 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. As a result, the plurality of first control units and the plurality of second control units having similar support levels are each divided into separate switches and activated simultaneously, so that multiple controls constituting a driving level in line with the driver's intention can be activated with a single switch operation. As a result, efficient functional unification to reduce the number of switches can be realized.

[0040] Here, the meaning of "plurality of second control units having a lower support level than the plurality of first control units" means that the degree of control is lower when, for example, control units performing longitudinal control (speed control) are compared with control units performing lateral control (steering control). For example, the cooperative deceleration control unit 130 and the speed limit control unit 150 are control units that perform deceleration exclusively, and therefore have a lower degree of control than the following driving control unit 110 that performs both acceleration and deceleration. Also, the cooperative steering control unit 140 performs steering control that is looser than the lane keeping control unit 120, and can be said to have a lower degree of control than the lane keeping control unit 120.

[0041] The first control units include both a control unit that performs longitudinal control (speed control) and a control unit that performs lateral control (steering control), and the second control units similarly include both a control unit that performs longitudinal control (speed control) and a control unit that performs lateral control (steering control). This allows the control units that perform non-conflicting controls to be started substantially simultaneously, making it possible to switch between controls with high validity.

[0042] In addition, when the ignition switch 40 of the vehicle M is turned off with the first control units activated, and then the ignition switch 40 of the vehicle M is turned on, the first control units do not automatically start (state 1→2 or state 4→5 in FIG. 2), but when the ignition switch 40 of the vehicle M is turned off with the second control units activated, and then the ignition switch 40 of the vehicle M is turned on (state 5→4→5), the second control units automatically start. This eliminates the need for the driver to operate the second control units again, and reduces bothersomeness. Note that, since the support level of the first control units is high, if they are automatically started from the start of the vehicle M, an unexpected situation may occur, so they are not automatically started when the ignition switch 40 is turned on. As a result, a smooth start of the vehicle M can be realized.

[0043] Furthermore, when the first switch 30 is operated in a state in which the multiple second control units are activated, the multiple first control units are activated, and when the first switch 30 is subsequently operated (state 5→6→5), the multiple first control units are stopped and the multiple second control units are activated. As a result, when the multiple second control units are activated, it is possible to switch between a state in which the multiple first control units are activated and a state in which the multiple second control units are activated simply by operating the first switch 30, thereby simplifying the operation by the occupant.

[0044] Moreover, one of the plurality of first control units is a following driving control unit 110 that performs following driving 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 cooperative deceleration control unit 130 that performs deceleration control to maintain the distance from the preceding vehicle, and another of the plurality of second control units is a cooperative deceleration control unit 130 that performs steering control with a lower degree of control than the lane keeping control unit 120. As a result, the plurality of first control units with a high support level start off without inheriting the previous activation state, and the plurality of second control units with a lower support level than the following driving control unit 110 and the lane keeping control unit 120 and that perform support that leads to the passenger's peace of mind in cooperation with the passenger's operation inherit the previous activation state, so that it is possible to prevent a dangerous state before it occurs at an earlier timing than collision avoidance and departure suppression. As a result, it is possible to actively turn on support that leads to the passenger's peace of mind while suppressing excessive support.

[0045] [Switch type and display screen] FIG. 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 arranged, for example, on either the left or right side of the boss portion of the steering wheel 22, so that the driver can operate them with one hand. Each of the first switch 30 and the second switch 32 is a switch that can be operated, for example, by pushing or tapping, and the switch itself is not provided with a state retention function. Each of the first switch 30 and the second switch 32 may 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, so that the driver can roughly recognize the position of the switch by touch without visually checking them. The third switch 34 can, for example, continuously instruct both an increase and a decrease in the set value by rotating the cylindrical wheel portion up and down. By operating the third switch 34, the driver can adjust the set speed in the following running control unit 110 and the upper limit speed in the speed limit control unit 150 up or down in increments of, for example, 5 km / h. Note that the following running control unit 110 and the speed limit control unit 150 do not start at the same time, so that the adjustments of the values ​​do not conflict with each other.

[0046] FIG. 4 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 multiple 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 the area 70A. In state 5-1, characters and objects (represented 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 the area 70B. In state 5-2, characters and objects (represented by "BBB" in the figure) indicating that the speed limit control unit 150 is activated are further displayed in the area 70B.

[0047] In state 5-1, when the upper speed limit is set by operating the third switch 34, or when the legal speed limit is recognized by analyzing the image captured by the camera 10, an image is displayed in the area 70C, prompting the driver to consent to the activation of the speed limit control unit 150. In response to this, when the driver consents, the speed limit control unit 150 is activated. This consent is performed on the second switch 32, for example.

[0048] FIG. 5 is a diagram showing another example of the display screen of the display device 70. This diagram illustrates an example of the display screen when a plurality of first control units are activated. In this case, an object showing a detailed operation state of each of the first control units is 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 state of either one of the plurality of first control units or the plurality of second control units. This makes it possible to present necessary information to the driver without increasing the number of display screens.

[0049] The second control units include a speed limit control unit 150 that is activated through a driver's consent operation when the third switch 34 capable of setting the speed is operated or the legal speed limit of the road on which the vehicle M is located is recognized while other second control units are activated. This prevents the speed limit control unit 150 from being activated when the speed setting is unknown, and furthermore, prevents the number of switches from increasing because the second switch 32 receives a consent operation.

[0050] According to the embodiment described above, it is possible to realize efficient functional unification for reducing the number of switches.

[0051] [About implementation] The above-described first control units and second control units may be referred to as a plurality of first control devices and a plurality of second control devices, respectively, if they are realized by a dedicated processor. Also, the first control units and second control units may be referred to as a plurality of first programs and a plurality of second programs, respectively, regardless of whether they are realized by a dedicated processor or not.

[0052] The above-described embodiment can be expressed as follows. each of which comprises a storage medium storing computer-readable instructions; A plurality of first control devices each including a processor connected to the storage medium; each of which has a storage medium storing computer readable instructions; A plurality of second control devices each including a processor connected to the storage medium; Equipped with The second control devices perform control with a lower support level than the first control devices, The plurality of first control devices are activated by operation of a first switch, The plurality of second control devices are activated by operating a second switch different from the first switch. For example, the plurality of first control devices include an adaptive cruise control device and a lane keeping control device, and the plurality of second control devices include a cooperative deceleration control device, a cooperative steering control device, and a speed limit control device.

[0053] The above-described embodiment can also be expressed as follows. A storage medium storing computer readable instructions; a processor coupled to the storage medium; the storage medium stores a plurality of first programs, each of which includes a plurality of instructions, and a plurality of second programs, each of which includes a plurality of instructions; A driving assistance control is performed by executing each of the plurality of first programs, By executing the plurality of second programs, driving assistance control is performed at a lower assistance level than when the plurality of first programs are executed, the plurality of first programs are activated by operating a first switch, The plurality of second programs are activated when a second switch different from the first switch is operated. For example, the plurality of first programs include a following cruise control program and a lane keeping control program, and the plurality of second programs include a cooperative deceleration control program, a cooperative steering control program, and a speed limit control program.

[0054] The above describes the form for carrying out the present invention using an embodiment, but the present invention is not limited to such an embodiment, and various modifications and substitutions can be made within the scope that does not deviate from the gist of the present invention. [Explanation of symbols]

[0055] 30 First Switch 32 Second Switch 34 Third Switch 70 Display device 100 Driving support device 110 Following driving control unit 120 Lane keeping control unit 130 Cooperative deceleration control unit 140 Cooperative steering control unit 150 Speed ​​limit control unit

Claims

1. A driving assistance device mounted on a vehicle, A plurality of first control units each performing driving assistance control; A plurality of second control units each performing driving assistance control, the second control units having an assistance level lower than that of the first control units; Equipped with The first control units are activated when a first switch is operated, The second control units are activated when a second switch different from the first switch is operated. Driving assistance device.

2. The plurality of first control units include both a control unit that performs driving assistance control in a vertical direction and a control unit that performs driving assistance control in a horizontal direction, The plurality of second control units include both a control unit that performs driving assistance control in a vertical direction and a control unit that performs driving assistance control in a horizontal direction, The driving assistance device according to claim 1.

3. A driving assistance device mounted on a vehicle, A plurality of first control units including a control unit that performs driving assistance control in a vertical direction and a control unit that performs driving assistance control in a horizontal direction; A plurality of second control units including both a control unit that performs driving assistance control in a vertical direction and a control unit that performs driving assistance control in a horizontal direction; Equipped with The first control units are activated when a first switch is operated, The second control units are activated when a second switch different from the first switch is operated. Driving assistance device.

4. When an 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 do not automatically activate, When an ignition switch of the vehicle is turned off with the plurality of second control units activated, and then the ignition switch of the vehicle is turned on, the plurality of second control units are automatically activated. A driving assistance device according to any one of claims 1 to 3.

5. When the first switch is operated in a state in which the second control units are activated, the first control units are activated, and when the first switch is subsequently operated, the first control units are stopped and the second control units are activated. A driving assistance device according to any one of claims 1 to 3.

6. One of the plurality of first control units performs follow-up driving control, Another one of the plurality of first control units performs lane keeping control, One of the plurality of second control units performs deceleration control to maintain a vehicle-to-vehicle distance from a preceding vehicle, Another one of the plurality of second control units performs steering control with a lower degree of control than the lane keeping control. A driving assistance device according to any one of claims 1 to 3.

7. 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 other second control units are activated, A driving assistance device according to any one of claims 1 to 3.

8. When the third switch is operated, an image prompting the driver to agree is displayed on a display unit, and when the driver agrees, the speed limit control unit is activated. A driving assistance device according to any one of claims 7 to 9.

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

10. When the plurality of second control units are activated and the legal speed limit of the road on which the vehicle is located is recognized, an image prompting the driver to accept the speed limit is displayed on a display unit, and when the driver accepts the speed limit, the speed limit control unit is activated. The driving assistance device according to claim 9.

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