Traveling mode proposal device

Abstract

To contribute to suggesting to an occupant a traveling mode that does not cause the occupant to feel uncomfortable with a vehicle behavior.SOLUTION: A traveling mode proposal device is applied to a vehicle in which a plurality of traveling modes for improving riding comfort of an occupant of the vehicle is prepared. The processing circuit of the travel mode proposal device functions as an acquiring unit M11 that acquires at least one information of in-vehicle information, out-vehicle information of the vehicle and vehicle information, and an instructing unit M15 that instructs the proposal device to propose a travel mode corresponding to the information acquired by the acquiring unit M11 among a plurality of travel modes to the occupant.SELECTED DRAWING: Figure 3

Description

Technical Field

[0001] The present invention relates to a driving mode proposal device for proposing a driving mode of a vehicle to an occupant of the vehicle.

Background Art

[0002] Patent Document 1 discloses a vehicle control device that controls the change mode of the pitch angle of a vehicle during vehicle braking for the purpose of improving the riding comfort of an occupant of the vehicle. The vehicle control device automatically controls the change mode of the pitch angle of the vehicle during vehicle braking based on whether the vehicle is traveling in an automatic driving mode or a manual driving mode, the number of occupants in the vehicle, and the like.

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0004] The behavior of a vehicle desired by a driver of the vehicle during vehicle travel changes from time to time. Therefore, when the behavior of the vehicle is automatically changed as in the above-described vehicle control device, the driver may feel discomfort with respect to the behavior of the vehicle.

Means for Solving the Problems

[0005] The driving mode proposal device for solving the above problems is applied to the vehicle in which a plurality of driving modes for improving the riding comfort of an occupant of the vehicle are prepared. The driving mode proposal device includes an acquisition unit that acquires at least one of in-vehicle information, out-of-vehicle information, and vehicle information of the vehicle, and an instruction unit that instructs the proposal device to propose to the occupant a driving mode corresponding to the information acquired by the acquisition unit among the plurality of driving modes.

Effects of the Invention

[0006] According to the above driving mode proposal device, it is possible to contribute to proposing to the occupant a driving mode in which the occupant does not feel uncomfortable with the behavior of the vehicle.

Brief Description of the Drawings

[0007]

Figure 1

Figure 2

Figure 3

Figure 4

Figure 5

Figure 6

Figure 7

Figure 8

Embodiments for Carrying Out the Invention

[0008] Hereinafter, an embodiment of the driving mode proposal device will be described with reference to FIGS. 1 to 8. FIG. 1 illustrates a vehicle 10 and an information terminal 100 owned by an occupant of the vehicle 10. The vehicle 10 is equipped with a driving mode proposal device 80.

[0009] <Information terminal> The information terminal 100 is configured to be able to transmit and receive information with the driving mode proposal device 80 mounted on the vehicle 10. The information terminal 100 is a portable information terminal that a passenger can bring into the vehicle. Such an information terminal 100 is, for example, a smartphone or a tablet terminal.

[0010] The information terminal 100 includes a communication device 101, a user interface 110, and a terminal control device 120. When the communication device 101 receives information transmitted from the vehicle 10, it outputs the information to the terminal control device 120. When information is input from the terminal control device 120, the communication device 101 transmits the information to the vehicle 10.

[0011] The user interface 110 has a display unit 111 and an operation unit 112. The display unit 111 displays information to be notified to the user. The operation unit 112 receives the user's operation. The terminal control device 120 has a processing circuit. An example of the processing circuit is an electronic control unit. In this case, the processing circuit has a CPU and a memory that stores a control program executed by the CPU. The terminal control device 120 causes the display unit 111 to display a message indicating the information transmitted from the vehicle 10. The terminal control device 120 causes the communication device 101 to transmit the information received by the operation unit 112 from the driver's operation of the operation unit 112 to the vehicle 10.

[0012] <Vehicle> The vehicle 10 includes a plurality of wheels, a plurality of friction brakes, a brake actuator 30, an operating system, a detection system, a communication device 60, and a control system 70. The plurality of wheels includes two front wheels 12 and two rear wheels 13.

[0013] <Friction brake> A plurality of friction brakes respectively apply braking forces to corresponding wheels. Among the plurality of friction brakes, the friction brake corresponding to the front wheel 12 is referred to as "friction brake 20A", and the friction brake corresponding to the rear wheel 13 is referred to as "friction brake 20B". The friction brakes 20A and 20B have a wheel cylinder 21, a rotating body 22, and a friction portion 23. The rotating body 22 rotates integrally with the wheel. Therefore, by pressing the friction portion 23 against the rotating body 22, a braking force is applied to the wheel. The force for pressing the friction portion 23 against the rotating body 22 increases as the wheel hydraulic pressure, which is the hydraulic pressure in the wheel cylinder 21, increases. Therefore, the friction brakes 20A and 20B can apply a greater braking force to the wheel as the wheel hydraulic pressure increases.

[0014] In the following description, the braking force applied to the front wheel 12 by the friction brake 20A is referred to as "front-wheel frictional braking force BPFF". The braking force applied to the rear wheel 13 by the friction brake 20B is referred to as "rear-wheel frictional braking force BPFR". The sum of the braking forces applied to the plurality of wheels 12 and 13 is referred to as "vehicle braking force BPAl". In the vehicle 10, the sum of the front-wheel frictional braking force BPFF and the rear-wheel frictional braking force BPFR corresponds to the vehicle braking force BPAl.

[0015] <Brake actuator> The brake actuator 30 controls the braking force applied to the wheels 12 and 13 by controlling the wheel hydraulic pressure of the plurality of wheel cylinders 21. For example, the brake actuator 30 has a pressurizing source that supplies brake fluid to the plurality of wheel cylinders 21. The pressurizing source is, for example, an electric pump and an electric cylinder. The brake actuator 30 can individually adjust the wheel hydraulic pressure of the wheel cylinder 21 for the front wheel 12 and the wheel hydraulic pressure of the wheel cylinder 21 for the rear wheel 13.

[0016] <Driving mode of the vehicle> The vehicle 10 is provided with a plurality of driving modes for improving the riding comfort of the occupants of the vehicle 10. The vehicle 10 travels according to the driving mode selected by the occupant. In this case, the vehicle 10 travels in a posture corresponding to the driving mode selected by the occupant.

[0017] Among a plurality of driving modes, the first driving mode is a driving mode in which, when stopping the vehicle 10 by applying a braking force, a braking control during stopping for suppressing a change in the attitude of the vehicle 10 at the time of stopping is performed. The braking control during stopping is a braking control for suppressing a change in the attitude of the vehicle 10 at the time of stopping by controlling the vehicle braking force BPAl before and after stopping. Details of the braking control during stopping will be described later.

[0018] Among a plurality of driving modes, the second driving mode is a driving mode in which a distribution adjustment control for suppressing a change in the pitch angle θ of the vehicle 10 at the initial stage of braking is performed. The distribution adjustment control is a braking control for suppressing an increase in the pitch angle θ by adjusting the ratio that the front wheel frictional braking force BPFF occupies in the vehicle braking force BPAl. Details of the distribution adjustment control will be described later.

[0019] <Vehicle operating system> The operating system of the vehicle 10 includes a braking operation member 15, a driving operation member, and a steering member. The braking operation member 15 is a member that a driver operates when applying a braking force to the vehicle 10. An example of the braking operation member 15 is a brake pedal. The driving operation member is a member that a driver operates when accelerating the vehicle 10. An example of the driving operation member is an accelerator pedal. The steering member is a member that a driver operates when turning the vehicle 10. An example of the steering member is a steering wheel. The driver's operation of the braking operation member 15 is referred to as a "braking operation". The driver's operation of the driving operation member is referred to as an "accelerator operation". The driver's operation of the steering member is referred to as a "steering operation".

[0020] <Sensors included in the vehicle detection system> The detection system of the vehicle 10 includes a plurality of sensors that output detection signals to the control system 70. The plurality of sensors include a first sensor that detects a state value related to the driver's vehicle operation, and a second sensor that detects a state quantity of the vehicle 10. Here, the "vehicle operation" includes a braking operation, an accelerator operation, and a steering operation. The first sensor includes a brake sensor 41, an accelerator sensor 42, and a steering sensor 43. The second sensor includes a plurality of wheel speed sensors 45 and a longitudinal and lateral acceleration sensor 46.

[0021] The brake sensor 41 detects information related to the braking operation. An example of the brake sensor 41 is a stroke sensor that detects the operation amount of the driver's braking operation member 15, for example. The operation amount based on the detection signal of the brake sensor 41 is referred to as "braking operation amount X1". Note that the first sensor may include a sensor that detects the operating force of the driver's braking operation member 15.

[0022] The accelerator sensor 42 detects information related to the accelerator operation. An example of the accelerator sensor 42 is a sensor that detects the operation amount of the drive operation member. The operation amount based on the detection signal of the accelerator sensor 42 is referred to as "accelerator operation amount X2".

[0023] The steering sensor 43 detects information related to the steering operation. An example of the steering sensor 43 is a sensor that detects the steering angle of the steering member. The steering angle based on the detection signal of the steering sensor 43 is referred to as "steering angle X3".

[0024] The wheel speed sensors 45 are provided for each of the plurality of wheels. The plurality of wheel speed sensors 45 each detect the rotational speed of the corresponding wheel. The rotational speed of the wheel based on the detection signal of the wheel speed sensor 45 is referred to as "wheel speed VW". The traveling speed of the vehicle 10 calculated based on the wheel speeds VW of the plurality of wheels 12, 13 is referred to as "vehicle body speed VS".

[0025] The longitudinal acceleration sensor 46 detects the longitudinal acceleration of the vehicle 10 among the accelerations acting on the vehicle 10. The longitudinal acceleration of the vehicle 10 based on the detection signal of the longitudinal acceleration sensor 46 is referred to as "longitudinal acceleration Gx".

[0026] <Monitoring device included in the vehicle detection system> The detection system of the vehicle 10 includes an in-vehicle monitoring device 51 and an out-of-vehicle monitoring device 53. The in-vehicle monitoring device 51 monitors the interior of the vehicle 10. The in-vehicle monitoring device 51 has, for example, a plurality of cameras and an in-vehicle analysis device that analyzes image data, which is data of images captured by the cameras. The plurality of cameras includes a driver camera that captures the driver and a passenger camera that captures passengers other than the driver.

[0027] An example of the in-vehicle analysis device is an electronic control device. For example, the in-vehicle analysis device acquires information capable of estimating the driver's fatigue level with respect to driving by analyzing the data of the image captured by the driver camera. Such information includes, for example, at least one of the driver's posture, the frequency of the driver yawning, and the frequency of the driver blinking. The in-vehicle analysis device transmits the information obtained from the image data to the control system 70.

[0028] Also, for example, the in-vehicle analysis device determines whether a passenger is present in the vehicle interior by analyzing the data of the image captured by the passenger camera. When the in-vehicle analysis device determines that a passenger is present in the vehicle interior, it acquires information capable of estimating whether the passenger has a sign of motion sickness. Such information includes, for example, at least one of the passenger's posture and the frequency of the passenger yawning. The in-vehicle analysis device transmits the information obtained from the image data to the control system 70.

[0029] The outside vehicle monitoring device 53 monitors the periphery of the vehicle 10. The outside vehicle monitoring device 53 has, for example, a plurality of cameras and an in-vehicle analysis device that analyzes image data which is data of images captured by the cameras. The plurality of cameras includes a camera that captures an image in front of the vehicle 10 and a camera that captures an image behind the vehicle 10.

[0030] An example of the outside vehicle analysis device is an electronic control device. For example, the outside vehicle analysis device acquires, based on data of images captured by the cameras, the presence or absence of a preceding vehicle, the presence or absence of a following vehicle, and whether there is an obstacle in the traveling direction of the vehicle 10. The “obstacle” mentioned here is something that can obstruct the travel of the vehicle 10. Further, the outside vehicle analysis device acquires information regarding the μ value of the traveling road surface of the vehicle 10 and information regarding the weather. The information regarding the μ value of the traveling road surface includes, for example, whether the road surface is wet due to precipitation and whether there is snow accumulation. The outside vehicle analysis device transmits the information acquired from the image data to the control system 70.

[0031] <Vehicle communication device> The communication device 60 transmits and receives information to and from the information terminal 100. When the communication device 60 receives information from the information terminal 100, it transmits the said information to the control system 70. When the communication device 60 receives information from the control system 70, it transmits the said information to the information terminal 100.

[0032] <Control system> The control system 70 includes a plurality of control devices. Each of the plurality of control devices has a processing circuit. An example of the processing circuit is an electronic control device. In this case, the plurality of processing circuits each have a CPU, a first memory, and a second memory. The first memory stores a control program executed by the CPU. The second memory stores the calculation results of the CPU and the like.

[0033] The plurality of control devices includes a braking control device 71, a driving control device 73, a steering control device 75, and a traveling mode proposal device 80. The processing circuit 71a of the braking control device 71 controls the vehicle braking force BPAl by operating the brake actuator 30. Although details will be described later, when the first driving mode among a plurality of driving modes is selected, the processing circuit 71a performs parking braking control when stopping the vehicle 10 by applying the braking force. Further, when the second driving mode is selected, the processing circuit 71a performs distribution adjustment control at the initial stage of braking of the vehicle 10.

[0034] The processing circuit of the drive control device 73 controls the drive device of the vehicle 10. The processing circuit of the steering control device 75 controls the steering angle of the front wheels 12 which are the steered wheels. The processing circuit 81 of the driving mode proposal device 80 has a CPU 82, a first memory 83, and a second memory 84. By the CPU 82 executing the control program of the first memory 83, the processing circuit 81 selects a driving mode according to the current situation among a plurality of driving modes. Then, the processing circuit 81 instructs the information terminal 100 to propose the selected driving mode to the occupant. For example, the processing circuit 81 causes the communication device 60 to transmit information regarding the selected driving mode to the information terminal 100. In this regard, in the present embodiment, the information terminal 100 corresponds to the "proposal device".

[0035] <Parking Braking Control> Referring to FIG. 2, the parking braking control will be described. The driver starts a braking operation at the timing t11 in the situation where the vehicle 10 is running. In this case, as shown in FIG. 2(B), the processing circuit 71a derives the required braking force BPRq. The required braking force BPRq is the required value of the vehicle braking force BPAl. For example, the processing circuit 71a derives the required braking force BPRq so that it becomes larger as the braking operation amount X1 of the braking operation member 15 becomes larger. When the vehicle body speed VS of the vehicle 10 is larger than the first vehicle body speed determination value VSth1 as before the timing t12, as shown in FIG. 2(D), the processing circuit 71a sets the required braking force BPRq as the instructed braking force BPTr. Then, the processing circuit 71a controls the brake actuator 30 so that the vehicle braking force BPAl becomes the instructed braking force BPTr.

[0036] When the braking force is applied to the vehicle 10 in this way, the vehicle body speed VS decreases as shown in Fig. 2(A). Also, as shown in Fig. 2(C), the absolute value of the longitudinal acceleration Gx increases as the vehicle braking force BPAl increases.

[0037] When the vehicle body speed VS reaches the first vehicle body speed determination value VSth1 at the timing t12, the processing circuit 71a starts the braking control during stopping. The first vehicle body speed determination value VSth1 is an example of a threshold value for setting the start timing of the braking control during stopping. From the timing t12, the processing circuit 71a starts the augmentation correction process of the braking control during stopping. In the augmentation correction process, the processing circuit 71a sets a vehicle braking force larger than the required braking force BPRq as the commanded braking force BPTr. For example, the processing circuit 71a sets the sum of the required braking force BPRq and the offset value ΔBP as the commanded braking force BPTr. Then, the processing circuit 71a controls the brake actuator 30 so that the vehicle braking force BPAl becomes the commanded braking force BPTr. As a result, even if the required braking force BPRq is the same, the absolute value of the longitudinal acceleration Gx of the vehicle 10 becomes larger than before the timing t12 by the amount of the offset value ΔBP.

[0038] At the timing t13, the vehicle body speed VS reaches the second vehicle body speed determination value VSth2. A vehicle body speed smaller than the first vehicle body speed determination value VSth1 is set as the second vehicle body speed determination value VSth2. When the vehicle body speed VS is equal to or lower than the second vehicle body speed determination value VSth2, it can be considered that the vehicle 10 has approached the stop prediction position PS. The stop prediction position PS is the predicted position where the vehicle 10 stops. The processing circuit 71a shifts the process of the braking control during stopping from the augmentation correction process to the reduction correction process. In the reduction correction process, the processing circuit 71a decreases the commanded braking force BPTr. Then, the processing circuit 71a controls the brake actuator 30 so that the vehicle braking force BPAl becomes the commanded braking force BPTr. By the processing circuit 71a executing the reduction correction process in this way, the vehicle braking force BPAl becomes smaller than the required braking force BPRq. As a result, even if the required braking force BPRq is the same, the absolute value of the longitudinal acceleration Gx of the vehicle 10 gradually becomes smaller.

[0039] At timing t14, the commanded braking force BPTr becomes equal to the holding braking force BPh. In this case, the holding braking force BPh corresponds to the "predetermined braking force". For example, as the holding braking force BPh, a parking maintenance braking force BPth is set. The parking maintenance braking force BPth is the minimum vehicle braking force required to maintain the stop of the vehicle 10 on the current traveling road surface of the vehicle 10, or a vehicle braking force slightly larger than the vehicle braking force. From timing t14, in the deceleration correction process, the processing circuit 71a holds the commanded braking force BPTr at the parking maintenance braking force BPth.

[0040] Here, before the vehicle 10 stops, a deceleration inertial force, which is an inertial force due to deceleration, acts on the vehicle 10. The deceleration inertial force correlates with the vehicle braking force BPAl and acts on the vehicle 10 in the traveling direction. And before the vehicle 10 stops, the longitudinal acceleration Gx becomes a value corresponding to the deceleration inertial force. However, when the vehicle 10 stops at timing t15, the deceleration inertial force becomes 0 (zero). Therefore, as shown in FIG. 2(C), the longitudinal acceleration Gx fluctuates before and after the vehicle 10 stops.

[0041] When the braking control during stopping is being performed, the vehicle braking force BPAl during stopping is smaller than the required braking force BPRq. Therefore, when stopping in a state where the braking control during stopping is being performed, compared with the case of stopping in a state where the braking control during stopping is not being performed, the fluctuation of the longitudinal acceleration Gx during stopping is small. Thus, the smaller the fluctuation of the longitudinal acceleration Gx, the smaller the change in the posture of the vehicle 10 during stopping, so the comfort of the occupants during stopping is improved.

[0042] At timing t15, in order to determine that the vehicle 10 has stopped, the processing circuit 71a shifts the process of braking control during stop from the reduction correction process to the degradation process. In the degradation process, the processing circuit 71a increases the indicated braking force BPTr. For example, the processing circuit 71a increases the indicated braking force BPTr to the required braking force BPRq. By controlling the brake actuator 30 based on the indicated braking force BPTr by the processing circuit 71a, the vehicle braking force BPAl increases. When the indicated braking force BPTr becomes equal to the required braking force BPRq at timing t16, the processing circuit 71a ends the braking control during stop.

[0043] <Distribution adjustment control> When the vehicle brakes, a pitching moment My is generated around the vehicle's center of gravity. When the pitching moment My is generated in the vehicle 10, the vehicle 10 undergoes a pitching motion toward the nose dive side. Nose dive is the behavior of the vehicle 10 in which the front part of the vehicle body is displaced downward and the rear part of the vehicle body is displaced upward. The larger the magnitude of the pitching moment My, the larger the pitch angle θ or the larger the increase rate of the pitch angle θ.

[0044] When the vehicle brakes, an anti-dive force FAD acts on the front part of the vehicle 10 by the suspension device for the front wheels 12. Also, when the vehicle brakes, an anti-lift force FAL acts on the rear part of the vehicle 10 by the suspension device for the rear wheels 13. The anti-dive force FAD is a force that acts when a braking force is applied to the front wheels 12. The anti-dive force FAD is a force that suppresses the sinking of the front part of the vehicle body. The direction in which the anti-dive force FAD acts is a direction that displaces the front part of the vehicle body away from the road surface. The anti-lift force FAL is a force that acts when a braking force is applied to the rear wheels 13. The anti-lift force FAL is a force that suppresses the lifting of the rear part of the vehicle body. The direction in which the anti-lift force FAL acts is a direction that displaces the rear part of the vehicle body closer to the road surface.

[0045] The vehicle 10 is configured such that the pitching angle θ can be suppressed from increasing as the front wheel braking ratio α, which is the ratio of the front wheel frictional braking force BPFF to the vehicle braking force BPAl, becomes smaller. That is, the vehicle 10 is configured such that the pitching suppression force increases as the front wheel braking ratio α becomes smaller. The pitching suppression force is the sum of the anti-dive force FAD and the anti-lift force FAL.

[0046] When the driver starts a braking operation, the processing circuit 71a starts distribution adjustment control. In the distribution adjustment control, the processing circuit 71a operates the brake actuator 30 so that the front wheel braking ratio α becomes smaller than the front wheel braking ratio reference value αB. The front wheel braking ratio reference value αB is the front wheel braking ratio when the wheel hydraulic pressure of the wheel cylinder 21 for the front wheels 12 and the wheel hydraulic pressure of the wheel cylinder 21 for the rear wheels 13 are equal to each other.

[0047] The processing circuit 71a determines whether the initial stage of braking has ended. For example, when the elapsed time from the start of braking has passed a predetermined time, it is regarded that the initial stage of braking has ended. On the other hand, when the elapsed time from the start of braking has not passed the predetermined time, it is regarded that the initial stage of braking has not ended yet. When the processing circuit 71a determines that the initial stage of braking has ended, it operates the brake actuator 30 so that the front wheel braking ratio α gradually changes toward the front wheel braking ratio reference value αB. Then, when the front wheel braking ratio α becomes equal to the front wheel braking ratio reference value αB, the processing circuit 71a ends the distribution adjustment control.

[0048] <Driving mode proposal device> With reference to FIGS. 1, 3, 4, and 5, the functional configuration of the driving mode proposal device 80 will be described. As shown in FIGS. 1 and 3, the processing circuit 81 of the driving mode proposal device 80 functions as a functional unit for proposing a driving mode to the occupant and a functional unit for instructing the execution of the selected driving mode to various control devices by the CPU 82 executing the control program of the first memory 83. The functional unit includes an acquisition unit M11, a selection unit M13, an instruction unit M15, a user request reception unit M17, and a driving mode determination unit M19.

[0049] <Acquisition unit> The acquisition unit M11 acquires in-vehicle information, out-of-vehicle information, and vehicle information of the vehicle 10. As in-vehicle information, the acquisition unit M11 acquires information that can estimate the driver's fatigue level. For example, the acquisition unit M11 acquires at least one of the driver's posture, the frequency of the driver yawning, and the frequency of the driver blinking, which are transmitted from the in-vehicle monitoring device 51. In addition, the acquisition unit M11 acquires the driver's continuous driving time.

[0050] As in-vehicle information, the acquisition unit M11 acquires information about passengers. For example, the acquisition unit M11 acquires information regarding the presence or absence of passengers and information regarding whether there is a sign of motion sickness in the passengers, which are transmitted from the in-vehicle monitoring device 51. The information regarding whether there is a sign of motion sickness in the passengers includes at least one of the posture of the passengers and the frequency of the passengers yawning.

[0051] As out-of-vehicle information, the acquisition unit M11 acquires information transmitted from the out-of-vehicle monitoring device 53. The information transmitted from the out-of-vehicle monitoring device 53 includes information regarding the presence or absence of a preceding vehicle, the presence or absence of a following vehicle, whether there is an obstacle in the traveling direction of the vehicle 10, information regarding the μ value of the road surface on which the vehicle 10 is traveling, and information regarding the weather. In addition, the acquisition unit M11 may acquire whether there is a traffic jam in the area where the vehicle 10 is traveling as out-of-vehicle information.

[0052] The acquisition unit M11 acquires information related to the behavior of the vehicle 10 as vehicle information. For example, the acquisition unit M11 acquires information related to the driver's vehicle operation as vehicle information. The information related to the driver's vehicle operation includes information related to the driver's braking operation, accelerator operation, and steering operation. The information related to the braking operation includes the operation mode of the driver's braking operation member 15 and the frequency at which the driver operates the braking operation member 15. The information related to the accelerator operation includes the operation mode of the driver's driving operation member and the frequency at which the driver operates the driving operation member. The information related to the steering operation includes the operation mode of the driver's steering member and the frequency at which the driver operates the steering member.

[0053] The acquisition unit M11 acquires information related to the running state of the vehicle 10 as vehicle information. The information related to the running state of the vehicle 10 includes the longitudinal acceleration Gx, vehicle body speed VS, lateral acceleration Gy, yaw rate Yr, and the like. That is, the information can be detected by the second sensor.

[0054] <Selection unit> The selection unit M13 selects a driving mode corresponding to the information acquired by the acquisition unit M11 from among a plurality of driving modes.

[0055] For example, when the variation amount ΔGx of the longitudinal acceleration Gx when the vehicle 10 stops due to the application of braking force accompanying the driver's braking operation is equal to or greater than the variation amount threshold value ΔGxth, the selection unit M13 selects the first driving mode. As the variation amount threshold value ΔGxth, a criterion for determining whether the variation amount ΔGx of the longitudinal acceleration when the vehicle 10 stops is large is set.

[0056] FIG. 4 is a timing chart when the vehicle 10 stops due to the application of braking force accompanying the driver's braking operation. As shown in FIGS. 4(A), 4(B), and 4(C), when the vehicle 10 stops at timing t21 due to the application of braking force, the longitudinal acceleration Gx fluctuates. The selection unit M13 acquires the fluctuation amount ΔGx of the longitudinal acceleration when the vehicle 10 stops each time the vehicle 10 stops due to the application of braking force accompanying the driver's braking operation. Then, when the fluctuation amount ΔGx becomes equal to or greater than the fluctuation amount threshold value ΔGxth, the selection unit M13 updates the continuous count CNT1 so that the continuous count CNT1 increases by one. On the other hand, when the fluctuation amount ΔGx does not become equal to or greater than the fluctuation amount threshold value ΔGxth, the selection unit M13 resets the continuous count CNT1 to 0 (zero). When the continuous count CNT1 becomes equal to or greater than a predetermined number CNT1th, the selection unit M13 selects the first driving mode. As the predetermined number CNT1th, an integer of 2 or more is set.

[0057] Here, an advanced driver who is a skilled driver can adjust the braking operation amount X1 so that the fluctuation amount ΔGx becomes less than the fluctuation amount threshold value ΔGxth when stopping the vehicle 10 by applying the braking force accompanying the braking operation. On the other hand, a driver who cannot drive skillfully has difficulty adjusting the braking operation amount X1 so that the fluctuation amount ΔGx becomes less than the fluctuation amount threshold value ΔGxth when stopping the vehicle 10 by applying the braking force accompanying the braking operation. In this regard, it can be said that the selection unit M13 selects a driving mode according to the driving skill of the driver among a plurality of driving modes.

[0058] When the increase rate dBPRq of the required braking force BPRq at the start of braking accompanying the driver's braking operation is equal to or greater than the increase rate threshold value dBPRqth, the selection unit M13 selects the second driving mode. As the increase rate threshold value dBPRqth, a determination criterion for whether the increase rate of the braking operation amount X1 is large is set.

[0059] FIG. 5 is a timing chart when the vehicle 10 stops due to the application of braking force accompanying the driver's braking operation. As shown in FIGS. 5(A), 5(B), and 5(C), at timing t31 while the vehicle 10 is running, the driver starts a braking operation. In this case, the period from timing t31 to timing t32 corresponds to the initial stage of braking.

[0060] When the vehicle 10 starts to decelerate due to the application of braking force, a pitching moment My is generated in the vehicle 10, so the pitch angle θ of the vehicle 10 increases. At this time, the greater the increasing speed of the vehicle braking force BPAl, the earlier the magnitude of the pitching moment My increases, so the increasing speed of the pitch angle θ increases.

[0061] The selection unit M13 acquires the increasing speed dBPRq of the required braking force at the initial stage of vehicle braking when the application of braking force to the vehicle 10 is started by the driver's braking operation. Then, when the increasing speed dBPRq becomes equal to or greater than the increasing speed threshold dBPRqth at the initial stage of braking, the selection unit M13 updates the continuous count CNT2 so that the continuous count CNT2 increases by one. On the other hand, when the increasing speed dBPRq does not become equal to or greater than the increasing speed threshold dBPRqth at the initial stage of braking, the selection unit M13 resets the continuous count CNT2 to 0 (zero). When the continuous count CNT2 becomes equal to or greater than a predetermined number CNT2th, the selection unit M13 selects the second driving mode. As the predetermined number CNT2th, an integer of 2 or more is set.

[0062] Here, when an advanced driver performs a braking operation, the driver can adjust the braking operation amount X1 so that the increasing speed of the pitch angle θ at the initial stage of braking does not increase too much. On the other hand, a driver who cannot drive skillfully cannot adjust the braking operation amount X1 so that the increasing speed of the pitch angle θ at the initial stage of braking does not increase too much. In this regard, it can be said that the selection unit M13 selects a driving mode according to the driving skill of the driver among a plurality of driving modes.

[0063] When the driver's fatigue level is equal to or higher than the threshold value, the selection unit M13 selects the first driving mode and the second driving mode from among a plurality of driving modes. Specifically, the selection unit M13 derives a fatigue level estimated value FLE, which is an estimated value of the driver's fatigue level, based on the information related to the fatigue level among the information acquired by the acquisition unit M11. The information related to the fatigue level includes, for example, the driver's continuous driving time, the frequency of the driver yawning, and the frequency of the driver blinking. In this case, the selection unit M13 may derive the fatigue level estimated value FLE such that it increases as the driver's continuous driving time becomes longer. The selection unit M13 may derive the fatigue level estimated value FLE such that it increases as the frequency of the driver yawning increases. The selection unit M13 may derive the fatigue level estimated value FLE such that it increases as the frequency of the driver blinking increases. Then, when the fatigue level estimated value FLE is equal to or higher than the fatigue level threshold value FLEth, the selection unit M13 selects the first driving mode and the second driving mode.

[0064] The selection unit M13 selects the first driving mode and the second driving mode from among a plurality of driving modes based on the information related to the passengers. Specifically, the selection unit M13 determines whether there is a sign of motion sickness for the passengers based on the information related to the passengers among the information acquired by the acquisition unit M11. For example, the selection unit M13 estimates that there is a sign of motion sickness when the frequency of the passengers yawning is equal to or higher than the frequency threshold value. Then, when the selection unit M13 determines that there is a sign of motion sickness for the passengers, the selection unit M13 selects the first driving mode and the second driving mode.

[0065] The selection unit M13 determines whether to prohibit the execution of a plurality of driving modes based on the external vehicle information. For example, the selection unit M13 determines that the prohibition condition is satisfied when it can be inferred from the external vehicle information that the driving road surface of the vehicle 10 is a low-μ road. Also, for example, the selection unit M13 determines that the prohibition condition is satisfied when it can be inferred from the external vehicle information that it is raining or snowing. Then, when the prohibition condition is satisfied, the selection unit M13 does not select any driving mode.

[0066] <Instruction unit> The instruction unit M15 instructs the information terminal 100 to propose to the occupant a driving mode corresponding to the information acquired by the acquisition unit M11 among a plurality of driving modes. Specifically, the instruction unit M15 causes the communication device 60 to transmit information regarding the driving mode selected by the selection unit M13 to the information terminal 100.

[0067] Incidentally, in the information terminal 100, when the communication device 101 receives information regarding the driving mode transmitted from the communication device 60 of the vehicle 10, the communication device 101 outputs the information to the terminal control device 120. The terminal control device 120 causes the display unit 111 to display a message for proposing to the occupant the driving mode indicated by the information received from the communication device 101. Thereby, the terminal control device 120 can propose the driving mode to the occupant.

[0068] The occupant determines whether to permit or not to permit the execution of the proposed driving mode by operating the operation unit 112. The operation unit 112 outputs information regarding the operation result of the operation unit 112 by the occupant to the terminal control device 120. The terminal control device 120 causes the communication device 101 to transmit the information regarding the operation result input from the operation unit 112 to the vehicle 10. The information regarding the operation result includes information regarding whether to permit the execution of the proposed driving mode.

[0069] <User Requirement Reception Unit> When the information regarding the driving mode is transmitted to the information terminal 100, the user requirement reception unit M17 waits for the information regarding the above operation result to be transmitted from the information terminal 100. When the communication device 60 receives the information regarding the operation result from the information terminal 100, the user requirement reception unit M17 grasps whether the execution of the proposed driving mode is permitted by the occupant by analyzing the information.

[0070] <Driving Mode Determination Unit> When the user desire reception unit M17 determines that the execution of the proposed driving mode has been permitted by the occupant, the driving mode determination unit M19 decides to execute the proposed driving mode. For example, when the driving mode determination unit M19 decides to execute the first driving mode, it instructs the braking control device 71 to perform parking braking control during vehicle braking. Also, for example, when the driving mode determination unit M19 decides to execute the second driving mode, it instructs the braking control device 71 to perform distribution adjustment control at the initial stage of braking.

[0071] <Driving mode proposal method> Referring to FIGS. 6, 7, and 8, the driving mode proposal method will be described. FIG. 6 illustrates a series of processes executed by the processing circuit 81 of the driving mode proposal device 80 when proposing the first driving mode to the occupant.

[0072] In step S11, the processing circuit 81 acquires vehicle information. In the next step S13, the processing circuit 81 acquires in-vehicle information. In the subsequent step S15, the processing circuit 81 acquires out-of-vehicle information.

[0073] Then, in step S17, the processing circuit 81 determines whether or not the above prohibition condition is satisfied based on the out-of-vehicle information acquired in step S15. If the processing circuit 81 determines that the prohibition condition is satisfied (S17: YES), it ends the series of processes shown in FIG. 6. In this case, the processing circuit 81 does not propose the first driving mode to the occupant. On the other hand, if the processing circuit 81 determines that the prohibition condition is not satisfied (S17: NO), the process proceeds to step S19.

[0074] In step S19, the processing circuit 81 determines whether the fatigue degree estimated value FLE is greater than or equal to the fatigue degree threshold value FLEth. Specifically, the processing circuit 81 derives the fatigue degree estimated value FLE based on the in-vehicle information obtained in step S13 and the like. Then, the processing circuit 81 determines whether the derived fatigue degree estimated value FLE is greater than or equal to the fatigue degree threshold value FLEth. If the fatigue degree estimated value FLE is greater than or equal to the fatigue degree threshold value FLEth (S19: YES), the processing circuit 81 transfers the process to step S25. On the other hand, if the fatigue degree estimated value FLE is less than the fatigue degree threshold value FLEth (S19: NO), the processing circuit 81 transfers the process to step S21.

[0075] In step S21, the processing circuit 81 determines whether there is a sign of motion sickness for the passengers based on the in-vehicle information obtained in step S13 and the like. If the processing circuit 81 determines that there is a sign of motion sickness (S21: YES), the processing circuit 81 transfers the process to step S25. On the other hand, if the processing circuit 81 determines that there is no sign of motion sickness (S21: NO), the processing circuit 81 transfers the process to step S23. Note that when the passengers are not present in the vehicle interior, the processing circuit 81 determines that there is no sign of motion sickness in step S21.

[0076] In step S23, the processing circuit 81 obtains the number of consecutive times CNT1 that the amount of change ΔGx in the longitudinal acceleration when the vehicle 10 stops is greater than or equal to the amount of change threshold value ΔGxth. Then, the processing circuit 81 determines whether the number of consecutive times CNT1 is greater than or equal to the predetermined number of times CNT1th. When the number of consecutive times CNT1 is greater than or equal to the predetermined number of times CNT1th, it is considered that the amount of change ΔGx when the vehicle 10 stops due to the application of the braking force associated with the driver's braking operation is greater than or equal to the amount of change threshold value ΔGxth. Therefore, if the number of consecutive times CNT1 is greater than or equal to the predetermined number of times CNT1th (S23: YES), the processing circuit 81 transfers the process to step S25. On the other hand, if the number of consecutive times CNT1 is less than the predetermined number of times CNT1th (S23: NO), the processing circuit 81 ends the series of processes shown in FIG. 6. In this case, the processing circuit 81 does not propose the first driving mode to the passengers.

[0077] In step S25, the processing circuit 81 selects the first driving mode from among a plurality of driving modes. In the subsequent step S27, the processing circuit 81 instructs the information terminal 100 to propose the first driving mode to the occupant. Specifically, the processing circuit 81 causes the communication device 60 to transmit information regarding the first execution mode to the information terminal 100. Thereafter, the processing circuit 81 ends the series of processes shown in FIG. 6.

[0078] In the series of processes shown in FIG. 6, steps S11, S13, and S15 correspond to "acquisition steps" in which the processing circuit 81, which is one of the in-vehicle computers, acquires at least one of in-vehicle information, out-of-vehicle information, and vehicle information. Step S25 corresponds to a "selection step" in which the processing circuit 81 selects a driving mode corresponding to the information acquired in the acquisition step from among a plurality of driving modes.

[0079] In the present embodiment, the processes of steps S11, S13, and S15 are executed by the processing circuit 81 functioning as the acquisition unit M11. The processes of steps S17, S19, S21, S23, and S25 are executed by the processing circuit 81 functioning as the selection unit M13. Step S27 is executed by the processing circuit 81 functioning as the instruction unit M15.

[0080] FIG. 7 shows a series of processes executed by the processing circuit 81 of the driving mode proposal device 80 when proposing the second driving mode to the occupant. In step S41, the processing circuit 81 acquires vehicle information. In the next step S43, the processing circuit 81 acquires in-vehicle information. In the subsequent step S45, the processing circuit 81 acquires out-of-vehicle information.

[0081] And in step S47, the processing circuit 81 determines whether or not the above prohibition condition is satisfied based on the external vehicle information acquired in step S45. If the processing circuit 81 determines that the prohibition condition is satisfied (S47: YES), it ends the series of processes shown in FIG. 7. In this case, the processing circuit 81 does not propose the second driving mode to the occupant. On the other hand, if the processing circuit 81 determines that the prohibition condition is not satisfied (S47: NO), the process proceeds to step S49.

[0082] In step S49, similar to step S19 above, the processing circuit 81 determines whether or not the fatigue degree estimated value FLE is greater than or equal to the fatigue degree threshold value FLEth. If the fatigue degree estimated value FLE is greater than or equal to the fatigue degree threshold value FLEth (S49: YES), the process proceeds to step S55. On the other hand, if the fatigue degree estimated value FLE is less than the fatigue degree threshold value FLEth (S49: NO), the process proceeds to step S51.

[0083] In step S51, similar to step S21 above, the processing circuit 81 determines whether or not there is a sign of motion sickness in the co - passenger. If the processing circuit 81 determines that there is a sign of motion sickness (S51: YES), the process proceeds to step S55. On the other hand, if the processing circuit 81 determines that there is no sign of motion sickness (S51: NO), the process proceeds to step S53.

[0084] In step S53, the processing circuit 81 obtains the number of consecutive times CNT2 that the increasing rate dBPRq of the required braking force at the initial stage of braking becomes equal to or greater than the increasing rate threshold value dBPRqth. Then, the processing circuit 81 determines whether the number of consecutive times CNT2 is equal to or greater than a predetermined number CNT2th. If the number of consecutive times CNT2 is equal to or greater than the predetermined number CNT2th, it is considered that the increasing rate dBPRq becomes equal to or greater than the increasing rate threshold value dBPRqth at the initial stage of vehicle braking accompanying the driver's braking operation. Therefore, when the number of consecutive times CNT2 is equal to or greater than the predetermined number CNT2th (S53: YES), the processing circuit 81 shifts the process to step S55. On the other hand, when the number of consecutive times CNT2 is less than the predetermined number CNT2th (S53: NO), the processing circuit 81 ends the series of processes shown in FIG. 7. In this case, the processing circuit 81 does not propose the second driving mode to the occupant.

[0085] In step S55, the processing circuit 81 selects the second driving mode from among a plurality of driving modes. In the subsequent step S57, the processing circuit 81 instructs the information terminal 100 to propose the second driving mode to the occupant. Specifically, the processing circuit 81 causes the communication device 60 to transmit information regarding the second execution mode to the information terminal 100. Thereafter, the processing circuit 81 ends the series of processes shown in FIG. 7.

[0086] In the series of processes shown in FIG. 7, steps S41, S43, and S45 correspond to "acquisition steps" in which the processing circuit 81, which is one of the in-vehicle computers, acquires at least one of in-vehicle information, out-of-vehicle information, and vehicle information. Step S55 corresponds to a "selection step" in which the processing circuit 81 selects a driving mode corresponding to the information acquired in the acquisition step from among a plurality of driving modes.

[0087] In the present embodiment, the processes of steps S41, S43, and S45 are executed by the processing circuit 81 functioning as the acquisition unit M11. The processes of steps S47, S49, S51, S53, and S55 are executed by the processing circuit 81 functioning as the selection unit M13. Step S57 is executed by the processing circuit 81 functioning as the instruction unit M15.

[0088] FIG. 8 illustrates a series of processes when the information terminal 100 notifies the occupant of the driving mode selected by the driving mode proposal device 80. In step S81, the terminal control device 120 of the information terminal 100 determines whether the communication device 101 has received information regarding the driving mode from the vehicle 10. If the terminal control device 120 determines that the communication device 101 has received the information (S81: YES), the process proceeds to step S83. On the other hand, if the terminal control device 120 determines that the communication device 101 has not received the information (S81: NO), the series of processes shown in FIG. 8 is temporarily terminated.

[0089] In step S83, the terminal control device 120 proposes the driving mode indicated by the information received from the vehicle 10 to the occupant. Specifically, the terminal control device 120 causes the display unit 111 to display a message proposing the driving mode.

[0090] In the next step S85, the terminal control device 120 determines whether an operation for determining whether to permit or not permit the execution of the driving mode has been performed on the operation unit 112. If the terminal control device 120 determines that the operation has not been performed yet (S85: NO), the determination in step S85 is repeated until the operation is performed. On the other hand, if the terminal control device 120 determines that the operation has been performed (S85: YES), the process proceeds to step S87.

[0091] In step S87, the terminal control device 120 causes the communication device 101 to transmit information regarding the operation result of the operation unit 112 by the occupant to the vehicle 10. That is, the terminal control device 120 instructs the communication device 101 to transmit to the vehicle 10 information regarding whether or not the occupant has permitted the execution of the above driving mode. Thereafter, the terminal control device 120 temporarily ends the series of processes shown in FIG. 8.

[0092] In the series of processes shown in FIG. 8, step S85 corresponds to a "proposal step" in which the information terminal 100 proposes to the occupant the driving mode selected in the selection step. <Actions and Effects of this Embodiment> The processing circuit 81 of the driving mode proposal device 80 acquires the in-vehicle information, out-of-vehicle information, and vehicle information of the vehicle 10. The processing circuit 81 selects a driving mode corresponding to the acquired information from among a plurality of driving modes. At this time, the processing circuit 81 can select a driving mode such that the occupant does not feel discomfort with respect to the behavior of the vehicle 10. Then, the processing circuit 81 instructs the information terminal 100 to propose the selected driving mode to the occupant. Specifically, the processing circuit 81 instructs the communication device 60 to transmit to the information terminal 100 information regarding the selected driving mode.

[0093] Therefore, the driving mode proposal device 80 can contribute to proposing to the occupant a driving mode such that the occupant does not feel discomfort with respect to the behavior of the vehicle 10. When the terminal control device 120 of the information terminal 100 receives the information regarding the above driving mode from the vehicle 10, it proposes the above driving mode to the occupant. For example, the terminal control device 120 causes the display unit 111 to display a message for proposing the driving mode.

[0094] When the passenger sees the message on the display unit 111, the passenger operates the operation unit 112. When the operation of the passenger's operation unit 112 is an operation permitting the execution of the above driving mode, the terminal control device 120 causes the vehicle 10 to transmit a message permitting the execution of the above driving mode. On the other hand, when the operation of the passenger's operation unit 112 is an operation not permitting the execution of the above driving mode, the terminal control device 120 causes the vehicle 10 to transmit a message not permitting the execution of the above driving mode.

[0095] The processing circuit 81 of the driving mode proposal device 80 acquires information transmitted from the information terminal 100 to the vehicle 10 via the communication device 60. When the passenger permits the execution of the above driving mode, the processing circuit 81 transmits the execution of the driving mode selected by itself to the various control devices 71, 73, 75. On the other hand, when the passenger does not permit the execution of the above driving mode, the processing circuit 81 does not transmit the execution of the driving mode selected by itself to the various control devices 71, 73, 75. Therefore, the control system 70 can suppress the vehicle 10 from traveling based on a driving mode that causes the passenger to feel discomfort with respect to the behavior of the vehicle 10.

[0096] In the present embodiment, the following effects can be further obtained. (1) The processing circuit 81 of the driving mode proposal device 80 acquires information regarding the vehicle operation of the driver as vehicle information. Therefore, the processing circuit 81 can select, from among a plurality of driving modes, a driving mode corresponding to the driving skill of the driver that can be inferred from the information regarding the vehicle operation of the driver. Thereby, the driving mode proposal device 80 can cause the information terminal 100 to propose to the passenger a driving mode corresponding to the driving skill of the driver.

[0097] For example, as shown in FIG. 4, in vehicle braking accompanying the driver's braking operation, when the fluctuation amount ΔGx of the longitudinal acceleration at the time of stopping becomes equal to or greater than the fluctuation amount threshold value ΔGxth, the driving mode proposal device 80 can cause the information terminal 100 to propose to the passenger to perform stop braking control during vehicle braking accompanying the driver's braking operation.

[0098] For example, as shown in FIG. 5, at the initial stage of vehicle braking accompanying the driver's braking operation, when the increasing speed dBPRq of the required braking force becomes equal to or higher than the increasing speed threshold dBPRq, the driving mode proposal device 80 can propose to the occupant from the information terminal 100 to perform distribution adjustment control at the initial stage of vehicle braking accompanying the driver's braking operation.

[0099] (2) When the driver's fatigue level with respect to driving increases, the driver may not be able to perform delicate vehicle operations. Therefore, the processing circuit 81 of the driving mode proposal device 80 acquires information regarding the driver's fatigue level as in-vehicle information. And when the driver's fatigue level inferred from the information related to the driver's fatigue level is equal to or higher than the threshold value, the processing circuit 81 can propose to the occupant from the information terminal 100 to perform parking braking control during vehicle braking accompanying the driver's braking operation, and to perform distribution adjustment control at the initial stage of vehicle braking accompanying the driver's braking operation.

[0100] When the occupant accepts such a proposal, the control system 70 can cause the vehicle 10 to perform driving that suppresses a sudden change in the behavior of the vehicle 10 even when the driver's fatigue level with respect to driving is high.

[0101] (3) The processing circuit 81 of the driving mode proposal device 80 acquires information regarding the passengers as in-vehicle information. And based on the information regarding the passengers, the processing circuit 81 determines the driving mode to be proposed to the occupant. Thereby, the driving mode proposal device 80 can propose to the occupant from the information terminal 100 a driving mode that matches the presence or absence of passengers and the state of the passengers.

[0102] For example, the processing circuit 81 determines whether there is a sign of motion sickness in the passengers based on the acquired information regarding the passengers. When the processing circuit 81 determines that there is a sign of motion sickness, the processing circuit 81 can propose to the occupant from the information terminal 100 to perform parking braking control during vehicle braking accompanying the driver's braking operation, and to perform distribution adjustment control at the initial stage of vehicle braking accompanying the driver's braking operation.

[0103] If the driver accepts such a proposal, the control system 70 can cause the vehicle 10 to travel in a manner that suppresses a further increase in the degree of motion sickness of the passengers. <Example of modification> The above embodiment can be implemented with the following modifications. The above embodiment and the following examples of modification can be implemented in combination with each other as long as they do not technically conflict with each other.

[0104] · When the processing circuit 81 (i.e., the selection unit) of the driving mode proposal device 80 can determine that there are passengers in the vehicle, it may select at least one of the first driving mode and the second driving mode regardless of whether the passengers have signs of motion sickness.

[0105] · When the processing circuit 81 (i.e., the selection unit) of the driving mode proposal device 80 can infer that the passengers are sleeping, it may select at least one of the first driving mode and the second driving mode.

[0106] · The processing circuit 81 (i.e., the selection unit) of the driving mode proposal device 80 may determine the driving mode to be proposed to the occupant without considering the presence or absence of passengers or the state of the passengers. · The processing circuit 81 (i.e., the selection unit) of the driving mode proposal device 80 may determine the driving mode to be proposed to the occupant from among a plurality of driving modes without considering the driver's fatigue level. In this case, when the processing circuit 81 can infer that the driver's fatigue level is high, it is advisable to propose to the driver to stop and take a rest.

[0107] · When the processing circuit 81 (i.e., the selection unit) of the driving mode proposal device 80 can acquire information regarding the presence or absence of a preceding vehicle as vehicle exterior information, it may select a driving mode based on the presence or absence of the preceding vehicle. For example, when there is a preceding vehicle, the processing circuit 81 may be configured not to select the first driving mode or the second driving mode. That is, the processing circuit 81 may select the first driving mode or the second driving mode on the condition that at least one of the absence of a preceding vehicle and the inter-vehicle distance between the preceding vehicle and the vehicle 10 (own vehicle) being equal to or greater than a threshold value is satisfied.

[0108] · The plurality of driving modes may not include the first driving mode described above. · The plurality of driving modes may not include the second driving mode described above. · The plurality of driving modes may include driving modes other than the driving mode that improves the ride comfort of the occupants by adjusting the braking force. For example, the other driving modes may include a driving mode that suppresses a sharp increase in the acceleration of the vehicle 10 at the time of starting. Also, for example, the other driving modes may include a driving mode that suppresses a sharp change in the yaw rate Yr or lateral acceleration Gy of the vehicle 10 when the vehicle 10 is turning.

[0109] · When the processing circuit 81 (i.e., the acquisition unit) of the driving mode proposal device 80 acquires in-vehicle information, it may not acquire at least one of the vehicle exterior information and the vehicle information. · When the processing circuit 81 (i.e., the acquisition unit) of the driving mode proposal device 80 acquires vehicle exterior information, it may not acquire at least one of the in-vehicle information and the vehicle information.

[0110] · When the processing circuit 81 (i.e., the acquisition unit) of the driving mode proposal device 80 acquires vehicle information, it may not acquire at least one of the in-vehicle information and the vehicle exterior information. ·In the above embodiment, the case where the information terminal 100 owned by the occupant functions as the proposal device has been described. However, devices other than the information terminal 100 may be made to function as the proposal device. For example, an in-vehicle navigation device may be made to function as the proposal device.

[0111] ·In the above embodiment, the proposal device is made to make a proposal by display on the screen. However, as long as the driving mode can be proposed to the occupant, the driving mode may be proposed to the occupant by a method other than display on the screen. For example, the proposal device may include a speaker that proposes the driving mode by voice. In this case, the occupant may transmit to the driving mode proposal device whether to accept the proposal or not by inputting voice to the microphone.

[0112] ·The processing circuit 81 of the driving mode proposal device 80 can be configured as a circuit including one or more processors that operate according to a computer program, one or more dedicated hardware circuits such as dedicated hardware that executes at least some of various processes, or a combination thereof. Examples of the dedicated hardware include, for example, an ASIC (Application Specific Integrated Circuit) which is an integrated circuit for a specific use. The processor includes a CPU and memories such as a RAM and a ROM, and the memories store program codes or instructions configured to cause the CPU to execute processes. The memory, that is, the storage medium, includes any available medium that can be accessed by a general-purpose or dedicated computer.

[0113] <Other technical ideas> The technical ideas that can be grasped from the above embodiment and modification examples will be described. [Appendix 1] The plurality of driving modes include a driving mode that implements distribution adjustment control for adjusting the distribution of braking force so as to reduce the rate of change of the pitch angle of the vehicle at the start of braking of the vehicle. The information regarding the vehicle operation of the driver of the vehicle includes information regarding the acceleration rate of the braking force demand value during vehicle braking accompanying the braking operation of the driver. The instruction unit preferably instructs the proposal device to propose to the occupant a driving mode in which the distribution adjustment control is performed when the acceleration rate of increase in the braking force request value during vehicle braking associated with the vehicle braking by the driver becomes equal to or higher than a threshold value.

[0114] [Appendix 2] A driving mode proposal method for proposing a driving mode to an occupant of a vehicle in which a plurality of driving modes are prepared to improve the riding comfort of the vehicle occupant, an acquisition step in which an in-vehicle computer acquires at least one of in-vehicle information, out-of-vehicle information, and vehicle information of the vehicle; a selection step in which the computer selects a driving mode corresponding to the information acquired in the acquisition step from among the plurality of driving modes; and a proposal step in which a proposal device proposes the driving mode selected in the selection step to the occupant. A driving mode proposal method including:

[0115] Note that the expression "at least one" used in this specification means "one or more" of the desired options. As an example, the expression "at least one" used in this specification means "only one option" or "both of the two options" if the number of options is two. As another example, the expression "at least one" used in this specification means "only one option" or "any combination of two or more options" if the number of options is three or more.

Explanation of Signs

[0116] 10…Vehicle 70…Control system 80…Driving mode proposal device 81…Processing circuit (an example of an in-vehicle computer) 100…Information terminal (an example of a proposal device) 111…Display unit 112…Operation unit 120…Terminal control device M11…Acquisition unit M13…Selection unit M15…Indicator

Claims

1. Applied to the vehicle in which a plurality of driving modes are provided to improve the riding comfort of the vehicle occupants, an acquisition unit that acquires at least one of the in-vehicle information, out-of-vehicle information, and vehicle information of the vehicle; an instruction unit that instructs the proposal device to propose to the occupant a driving mode corresponding to the information acquired by the acquisition unit among the plurality of driving modes; A driving mode proposal device comprising:

2. The acquisition unit acquires, as the vehicle information, information regarding the vehicle operation of the driver of the vehicle, The instruction unit instructs the proposal device to propose to the occupant a driving mode corresponding to the driving skill of the driver that can be inferred from the information regarding the vehicle operation of the driver among the plurality of driving modes The driving mode proposal device according to claim 1.

3. The plurality of driving modes include a driving mode that performs braking control at the time of stopping in which, when applying braking force to the vehicle to stop it, the braking force applied to the vehicle is reduced to a predetermined braking force and then the vehicle body speed of the vehicle is set to 0 (zero), The acquisition unit acquires, as the vehicle information, the longitudinal and lateral accelerations of the vehicle, When the amount of change in the longitudinal and lateral accelerations when the vehicle stops due to the application of braking force accompanying the braking operation of the driver of the vehicle is equal to or greater than a threshold value, the instruction unit instructs the proposal device to propose to the occupant the driving mode that performs the braking control at the time of stopping The driving mode proposal device according to claim 1.

4. The plurality of driving modes include a driving mode that performs braking control at the time of stopping in which, when applying braking force to the vehicle to stop it, the braking force applied to the vehicle is reduced to a predetermined braking force and then the vehicle body speed of the vehicle is set to 0 (zero), The acquisition unit acquires, as the in-vehicle information, information related to the fatigue level of the driver of the vehicle, When the fatigue level of the driver inferred from the information related to the fatigue level of the driver is equal to or greater than a threshold value, the instruction unit instructs the proposal device to propose to the occupant the driving mode that performs the braking control at the time of stopping The driving mode proposal device according to claim 1.

5. The plurality of driving modes include a driving mode that performs braking control at the time of stopping in which, when applying braking force to the vehicle to stop it, the braking force applied to the vehicle is reduced to a predetermined braking force and then the vehicle body speed of the vehicle is set to 0 (zero), The acquisition unit acquires, as the in-vehicle information, information regarding a passenger other than the driver of the vehicle, i.e., a co-rider, The instruction unit determines whether to propose to the passenger a driving mode in which the parking-time braking control is performed based on the information regarding the co-rider. The driving mode proposal device according to claim 1.

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