Gripping detection system

Abstract

To provide a gripping detection system in which a driver is requested to grip a handle without disturbing the driver based on environment information of a vehicle during activation of a high-level operation support system.SOLUTION: A gripping detection system comprises: a steering part which includes a gripping part that a driver of the movable body grips; a first acquisition part which acquires environmental information related to environment where the movable body is used; an output part; and a control part. The steering part includes a second acquisition part which acquires measurement value varied according to behavior of hands of the driver. The control part executes, when the measurement value is not in a determination range defined in advance within a determination time defined in advance, at least one of: a range setting control which causes the output part output to indicate that the steering part is not gripped, and sets the determination range to be a first range or to be a second range where determination of gripping is alleviated relative to the first range according to environmental information; and a time setting control which sets the determination time to be a first time or a second time that is longer than the first time.SELECTED DRAWING: Figure 6

Description

[Technical Field]

[0001] The present disclosure relates to a grasp detection system. [Background technology]

[0002] For example, as described in Patent Document 1, there is a grip detection system for detecting whether a driver is gripping the steering wheel of a vehicle. The grip detection system is used to request the driver to grip the steering wheel while an advanced driving assistance system, including, for example, LTA (Lane Tracing Assist: a lane departure prevention assistance system) or LCA (Lane Change Assist: a lane change assistance system), is operating. LCA sometimes requires the driver to grip the steering wheel as a condition for changing lanes. If the driver grips the steering wheel, the driver can respond even if an unexpected situation occurs, such as another vehicle approaching, while changing lanes using the advanced driving assistance system. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Japanese Patent Publication No. 2022-148335 Summary of the Invention [Problem to be solved by the invention]

[0004] However, for example, when there are few vehicles around, an unexpected situation requiring the driver to steer is unlikely to occur. Therefore, when the advanced driving assistance system is operating, the driver may feel annoyed that the same degree of grip is required regardless of the vehicle environment. [Means for solving the problem]

[0005] The present disclosure can be realized in the following forms.

[0006] (1) According to one aspect of the present disclosure, there is provided a grip detection system, the grip detection system including: a steering unit provided in a steering device of a mobile body and having a grip to be gripped by a driver of the mobile body; a first acquisition unit configured to acquire environmental information related to an environment in which the mobile body is used; an output unit configured to output information; and a control unit, wherein the steering unit includes a second acquisition unit configured to acquire a measurement value corresponding to a hand movement of the driver; and the control unit causes the output unit to output an output indicating that the steering unit is not being gripped if the measurement value does not fall within a predetermined determination range within a predetermined determination time, and executes at least one of range setting control for setting the determination range to a first range or a second range in which the determination of gripping is more strict than the first range, and time setting control for setting the determination time to a first time or a second time longer than the first time, according to the environmental information. By adopting such a configuration, the grip detection system of the present disclosure relaxes the determination of whether the steering unit is being gripped, depending on the environmental information. Alternatively, the grip detection system of the present disclosure increases the determination time, depending on the environmental information, thereby slowing down the interval between outputs indicating that the steering unit is not being gripped. By the grip detection system of the present disclosure performing at least one of these controls, the driver is less likely to be required to grip, depending on the environmental information. Therefore, the grip detection system of the present disclosure reduces the annoyance felt by the driver because it is less likely to request that the driver grip. (2) In the above embodiment, the moving body is a vehicle, and the first acquisition unit acquires the number of other vehicles at least in front of or behind the vehicle as the environmental information, and when the first acquisition unit acquires the environmental information indicating that the number of other vehicles is greater than a predetermined reference number of vehicles, the control unit may perform at least one of control to set the judgment range to the first range and control to set the judgment time to the first hour, and when the first acquisition unit acquires the environmental information indicating that the number of other vehicles is smaller than the reference number of vehicles, the control unit may perform at least one of control to set the judgment range to the second range and control to set the judgment time to the second hour. By adopting such a configuration, the grip detection system of the present disclosure can reduce the annoyance felt by the driver depending on the number of other vehicles. (3) In the above embodiment, the moving body is a vehicle, and the first acquisition unit acquires the number of lanes around the vehicle as the environmental information, and when the control unit acquires the environmental information indicating that the number of lanes is greater than a predetermined reference number of lanes, the control unit may perform at least one of control to set the judgment range to the first range and control to set the judgment time to the first time, and when the control unit acquires the environmental information indicating that the number of lanes is smaller than the reference number of lanes, the control unit may perform at least one of control to set the judgment range to the second range and control to set the judgment time to the second time. By adopting such a configuration, the grip detection system of the present disclosure can reduce the annoyance felt by the driver depending on the number of lanes. (4) In the above embodiment, the moving body may be a vehicle, and the first acquisition unit may acquire the environmental information as the inter-vehicle distance to the nearest other vehicle at least in front of or behind the vehicle. When the first acquisition unit acquires the environmental information indicating that the inter-vehicle distance is smaller than a predetermined reference inter-vehicle distance according to the speed, the control unit may perform at least one of control to set the judgment range to the first range and control to set the judgment time to the first time, and when the first acquisition unit acquires the environmental information indicating that the inter-vehicle distance is larger than the reference inter-vehicle distance, the control unit may perform at least one of control to set the judgment range to the second range and control to set the judgment time to the second time. By adopting such a configuration, the grip detection system of the present disclosure can reduce the annoyance felt by the driver depending on the distance between vehicles. (5) In the above embodiment, the moving body is a vehicle, and the first acquisition unit acquires information representing the weather in the environment in which the vehicle is used as the environmental information, and when the control unit acquires the environmental information that satisfies a predetermined first weather condition that increases the braking distance of the vehicle or obstructs the driver's visibility, it may perform at least one of control to set the judgment range to the first range and control to set the judgment time to the first hour, and when the control unit acquires the environmental information that does not satisfy the first weather condition, it may perform at least one of control to set the judgment range to the second range and control to set the judgment time to the second hour. By adopting such a configuration, the grip detection system of the present disclosure can reduce the annoyance felt by the driver depending on the weather. (6) In the above aspect, the moving body may be a vehicle, and the first acquisition unit may acquire the illuminance around the vehicle as the environmental information. When the control unit acquires the environmental information indicating that the illuminance is lower than a predetermined reference illuminance, the control unit may execute at least one of control to set the judgment range to the first range and control to set the judgment time to the first hour, and when the control unit acquires the environmental information indicating that the illuminance is higher than the reference illuminance, the control unit may execute at least one of control to set the judgment range to the second range and control to set the judgment time to the second hour. By adopting such a configuration, the grip detection system can reduce the annoyance felt by the driver depending on the illuminance around the vehicle. [Brief explanation of the drawings]

[0007] [Figure 1] FIG. 1 is an explanatory diagram showing a grip detection system according to a first embodiment. [Figure 2] FIG. [Figure 3] FIG. 3 is a cross-sectional view taken along the line III-III in FIG. 2. [Figure 4] FIG. 4 is an explanatory diagram showing a range that can be viewed by a first acquisition unit according to the first embodiment. [Figure 5] FIG. 2 is a block diagram showing the configuration of a control unit. [Figure 6] 4 is a flowchart showing a control method of the grip detection system of the first embodiment. [Figure 7] 10 is a flowchart showing a control method of the grip detection system according to the second embodiment. DETAILED DESCRIPTION OF THE INVENTION

[0008] A. First embodiment: A-1. System configuration: 1 is an explanatory diagram showing a grip detection system 10 of this embodiment. The grip detection system 10 is provided in a vehicle M equipped with an advanced driving assistance system including, for example, LTA (Lane Tracing Assist: a lane departure prevention assistance system) and LCA (Lane Change Assist: a lane change assistance system). The advanced driving assistance system will be described later.

[0009] FIG. 1 shows a simplified view of a steering device 11 of a vehicle M. A steering section 100 provided in the steering device 11 is operated by a driver DR, who is an occupant of the vehicle M. The steering device 11 is connected to a rotation axis AR of the vehicle M and is configured to be rotatable about an axis AX of the rotation axis AR. The rotation of the steering device 11 is transmitted to a steering gearbox (not shown) via the rotation axis AR. The direction along the axis AX of the rotation axis AR is denoted as the X direction in FIG. 1. The direction away from the driver DR is denoted as the +X direction. Among directions perpendicular to the axis AX, a direction along the left-right direction of the vehicle M is denoted as the Y direction. The direction along the rightward direction of the vehicle M is denoted as the +Y direction, and the direction along the leftward direction is denoted as the -Y direction. The direction perpendicular to the axis AX and the Y direction is denoted as the Z direction. Also, in FIG. 1, the vertical direction is represented by the MU axis. The upward vertical direction is the positive direction of the MU axis. The direction of travel of vehicle M is represented by the MF axis, which is an axis perpendicular to the MU axis. That is, in the direction parallel to the MF axis, the positive direction is the front of vehicle M, and the negative direction is the rear of vehicle M. Note that "vehicle M" is also referred to as "host vehicle M."

[0010] The grip detection system 10 includes a steering unit 100, a first acquisition unit 200, an output unit 300, and a control unit 400. The output unit 300 is illustrated in FIG.

[0011] FIG. 2 is an explanatory diagram showing the steering unit 100. FIG. 2 shows the steering unit 100 of FIG. 1 viewed in the +X direction. In this specification, FIG. 2 is treated as the front of the steering unit 100. The steering unit 100 is operated by a driver DR who is an occupant of the vehicle M, thereby realizing steering of the vehicle M. The steering unit 100 includes a rotation unit 110, a grip unit 120, and a second acquisition unit 130. In this specification, the "steering unit" is also referred to as a "handle."

[0012] The rotating unit 110 is rotatably attached to the vehicle M. Specifically, the rotating unit 110 is rotatably attached to the vehicle M by having a rotation axis AR shown in FIG. 1 passed through and fixed to a hole formed in the rotating unit 110. Furthermore, the rotating unit 110 shown in FIG. 2 is connected to the grip unit 120. In this embodiment, when the rotating unit 110 is not rotated, the rotating unit 110 is symmetrical with respect to a plane including the X-axis and the Z-axis.

[0013] The grip portion 120 is a portion that is gripped by the driver DR of the vehicle M. More specifically, the grip portion 120 is a ring-shaped portion that is formed around the rotating portion 110 in the steering unit 100. The grip portion 120 is connected to the rotating portion 110 on the inner peripheral side of the grip portion 120.

[0014] FIG. 3 is a cross-sectional view taken along line III-III in FIG. 2. The gripping portion 120 includes a core 121, a heater layer 122, a shield layer 123, an insulating layer 124, a sensor layer 125, and a skin layer 126. The core 121 constitutes the framework of the gripping portion 120. As shown in FIG. 2, the core 121 has a circular ring shape when viewed in the +X direction. The core 121 is composed of a core and a core covering (not shown). The core is made of a metal material such as iron or aluminum and is electrically conductive. The core is grounded. The core covering is made of a soft material such as polyurethane foam or an elastic material, and covers the periphery of the core. As shown in FIG. 3, the core 121 is covered with a heater layer 122.

[0015] The heater layer 122 generates heat when energized, and can raise the temperature of the gripping part 120. The heater layer 122 is configured, for example, by a flexible sheet-like heating element. A shield layer 123 is laminated on the heater layer 122. Note that the gripping part 120 does not necessarily have to include the heater layer 122. When the gripping part 120 does not have the heater layer 122, the core part 121 is covered with the shield layer 123.

[0016] The shield layer 123 is made of a conductive fabric that is a fiber fabric that has been surface-treated with metal plating. An insulating layer 124, a sensor layer 125, and a skin layer 126 are laminated on the shield layer 123 in this order. That is, the shield layer 123 is disposed between the core metal and the sensor layer 125. The shield layer 123 is disposed between the insulating layer 124 and the heater layer 122. The shield layer 123 is electrically connected to the sensor layer 125 via the sensor circuit 132. The sensor circuit 132 controls the shield layer 123 to have the same potential as the sensor layer 125. Therefore, no capacitance is generated between the sensor layer 125 and the core metal, and between the sensor layer 125 and the heater layer 122. That is, the shield layer 123 can eliminate capacitance noise that occurs in the sensor layer 125 regardless of whether the driver DR grips the grip portion 120.

[0017] The insulating layer 124 is disposed between the sensor layer 125 and the shield layer 123. The insulating layer 124 is made of a non-conductive, flexible material. For example, the insulating layer 124 is made of PET (Polyethylene terephthalate).

[0018] The skin layer 126 is exposed to the outside at the grip portion 120 and is gripped by the driver DR. The skin layer 126 is laminated on the sensor layer 125. The skin layer 126 is made of a non-conductive material. For example, the skin layer 126 is made of natural leather, synthetic leather, or the like.

[0019] The sensor layer 125 functions as one electrode of the second acquisition unit 130, which is a capacitance sensor. The sensor layer 125 is made of conductive fabric that has been surface-treated with metal plating. The sensor layer 125 is electrically connected to the sensor circuit 132 via lead wires LR shown in FIG. 2.

[0020] As shown in FIG. 3, the layers of the gripping portion 120 are bonded together with a bonding material 120a such as double-sided tape or adhesive.

[0021] The second acquisition unit 130 acquires a measurement value corresponding to the movement of the hand of the driver DR in the grip unit 120. Specifically, the second acquisition unit 130 is a capacitance sensor. That is, the second acquisition unit 130 acquires a measurement value corresponding to a change in capacitance due to the approach of the hand of the driver DR. The second acquisition unit 130 includes a sensor unit 131 and a sensor circuit 132.

[0022] The sensor unit 131 is composed of an epidermis layer 126 and a sensor layer 125. The sensor unit 131 has capacitance between the hand of the driver DR and the sensor layer 125. As described above, the sensor layer 125 functions as one electrode of the second acquisition unit 130, which is a capacitance sensor. The other electrode of the second acquisition unit 130 is the hand of the driver DR. In other words, the capacitance of the sensor unit 131 changes depending on the distance between the hand of the driver DR and the sensor layer 125, the area of ​​the hand, etc.

[0023] The sensor circuit 132 shown in FIG. 2 includes various circuits, such as a sensor driving circuit and a shield driving circuit, and detects changes in capacitance. The sensor circuit 132 acquires, as a change in voltage, a change in capacitance between the sensor layer 125 and the driver DR when the grip portion 120 is being held by the driver DR and when the grip portion 120 is not being held by the driver DR. The sensor circuit 132 sends information about the acquired voltage value to the control unit 400. The sensor circuit 132 sends the information about the voltage value to the control unit 400 at intervals shorter than a determination time, which will be described later. Furthermore, as described above, the sensor circuit 132 removes capacitance noise using the shield layer 123.

[0024] 2, the second acquisition unit 130 is not provided in a part of the grip unit 120 on the upper side of the steering unit 100 in the +Z direction. The output unit 300 is provided in a part of the grip unit 120 on the upper side of the steering unit 100. Therefore, the sensor layer 125 is not provided in a part of the grip unit 120 on the upper side of the steering unit 100. In a part of the grip unit 120 in the upper part of the steering unit 100, for example, the thickness of the insulating layer 124 is increased instead of the sensor layer 125, or the part is used as a space for the output unit 300.

[0025] The output unit 300 outputs information. More specifically, the output unit 300 outputs information indicating that the steering unit 100 is not being gripped. The output unit 300 is, for example, an illumination device. The output unit 300 includes a lighting unit 310 and a lighting circuit (not shown). As shown in FIG. 2, the lighting unit 310 is provided facing the front of the steering unit 100 along the shape of the grip unit 120. The lighting unit 310 includes, for example, an LED (Light Emitting Diode) that emits red light. The lighting circuit is a circuit for lighting the LED. The lighting circuit is provided, for example, in the rotating unit 110. The lighting circuit blinks the LED in response to a command from the control unit 400.

[0026] FIG. 4 is an explanatory diagram showing a range visible by the first acquisition unit 200 of the first embodiment. The first acquisition unit 200 acquires environmental information related to the environment in which the moving object is used. In the first embodiment, the first acquisition unit 200 acquires the number of other vehicles in front of and behind the host vehicle M as environmental information. The first acquisition unit 200 is, for example, a camera. More specifically, the first acquisition unit 200 is configured with a front camera 210 and a rear camera 220. The front camera 210 is, for example, provided above the windshield so as to face the front of the host vehicle M. The rear camera 220 is, for example, provided near the rear bumper so as to face the rear of the host vehicle M. The front camera 210 and the rear camera 220 each have a viewing angle of, for example, approximately 60 degrees. Furthermore, each camera has a visible distance of, for example, approximately 100 m.

[0027] FIG. 4 illustrates a forward range Af visible by the front camera 210 and a rear range Ar visible by the rear camera 220. More specifically, the first acquisition unit 200 acquires the number of other vehicles within a predetermined determination distance D from the host vehicle M in the forward range Af and the rear range Ar. The determination distance D is, for example, 10 m and is set during manufacturing of the grip detection system 10. In FIG. 4, the range of the determination distance D in the forward range Af and the rear range Ar is illustrated by a dashed dotted line. In the case of FIG. 4, the first acquisition unit 200 acquires the number of other vehicles as three, including a first other vehicle M1 and a second other vehicle M2 traveling in the same lane L as the host vehicle M, and a third other vehicle M3 traveling in a different lane L from the host vehicle M. The first acquisition unit 200 sends the acquired environmental information to the control unit 400.

[0028] FIG. 5 is a block diagram showing the configuration of the control unit 400. As shown in FIG. 3, the control unit 400 is configured as a logic circuit centered around a microcomputer. More specifically, the control unit 400 includes a CPU 410, a ROM 420, a RAM 430, and input / output ports for inputting and outputting various signals. The CPU 410 executes a preset control program. The ROM 420 stores in advance control programs and control data required for the CPU 410 to execute various arithmetic processes. The RAM 430 temporarily reads and writes various data required for the CPU 410 to execute various arithmetic processes. The functions of the control unit 400 will be described below.

[0029] A-2. Control method of grip detection system: The advanced driving assistance system provided in the host vehicle M automatically controls the drive unit, brake unit, steering angle, etc. of the host vehicle M. For example, when a lane departure prevention assistance system or a lane change assistance system among the advanced driving assistance systems is operating, the driver DR is required to hold the steering unit 100 so that he or she can steer the host vehicle M when a situation occurs that requires immediate action, such as a sudden approach of another vehicle. Also, for example, when switching from an operation of a system called automatic driving that does not require operation by the driver DR among the advanced driving assistance systems to a system that requires steering by the driver DR or manual driving by the driver DR, the driver DR is required to hold the steering unit 100 to confirm his or her intention regarding driving.

[0030] 6 is a flowchart showing a control method for the grip detection system 10 of the first embodiment. The control unit 400 operates the grip detection system 10 while the advanced driving assistance system is operating. While the grip detection system 10 is operating, the control unit 400 repeatedly executes the following processing.

[0031] 6, the control unit 400 acquires environmental information using the first acquisition unit 200. That is, the control unit 400 acquires the number of other vehicles in front of and behind the host vehicle M as the environmental information.

[0032] 6, control unit 400 determines whether the environmental information satisfies a determination condition. More specifically, when first acquisition unit 200 acquires environmental information indicating that the number of other vehicles is equal to or greater than a predetermined reference number of vehicles, control unit 400 proceeds to step S120. When first acquisition unit 200 acquires environmental information indicating that the number of other vehicles is less than the reference number of vehicles, control unit 400 proceeds to step S130.

[0033] The reference number of vehicles is, for example, one. The reference number of vehicles is set when the grip detection system 10 is manufactured. The reference number of vehicles is set experimentally, taking into consideration cases where the driver DR is requested to steer the steering unit 100 due to other vehicles around the host vehicle M. As described above, the first acquisition unit 200 acquires the number of other vehicles included within the judgment distance D. That is, if one or more other vehicles are present within 10 m of the host vehicle M, the control unit 400 proceeds to step S120. If no other vehicles are present within 10 m of the host vehicle M, the control unit 400 proceeds to step S130.

[0034] In step S120 of FIG. 6, the control unit 400 sets the judgment range to the first range. The judgment range is a range of values ​​acquired by the second acquisition unit 130 and is a range for determining whether the steering unit 100 is being gripped. For example, if the second acquisition unit 130 is designed so that the measurement value of the second acquisition unit 130 increases as the driver DR's hand approaches the grip unit 120, a measurement value equal to or greater than the lower limit of the judgment range indicates that the steering unit 100 is being gripped. A measurement value less than the lower limit of the judgment range indicates that the steering unit 100 is not being gripped. In such a case, the lower limit of the judgment range also serves as a threshold for determining whether the steering unit 100 is being gripped. In other words, if the measurement value of the second acquisition unit 130 is included in the judgment range, the control unit 400 determines that the steering unit 100 is being gripped. If the measurement value of the second acquisition unit 130 is not included in the judgment range, the control unit 400 determines that the steering unit 100 is not being gripped.

[0035] The judgment range is set to a first range or a second range. The first range is a range set regardless of environmental information. For example, the first range is set experimentally based on average measurement values ​​acquired when multiple subjects grasp the steering unit 100. The second range is a range in which the judgment of grasping is more relaxed than the first range. More specifically, the second range is a range that includes values ​​closer to the measurement value of the second acquisition unit 130 when the steering unit 100 is not grasped than the first range. As described above, when the lower limit value of the judgment range is a threshold value, the lower limit value of the second range is a value smaller than the lower limit value of the first range and a value larger than the measurement value of the second acquisition unit 130 when the steering unit 100 is not grasped.

[0036] That is, when the determination range is set to the second range, the measurement value of the second acquisition unit 130 is more likely to be included in the determination range than when the determination range is set to the first range. Therefore, the second range makes the determination of gripping more strict than the first range.

[0037] In step S130 of FIG. 6, control unit 400 sets the determination range to the second range.

[0038] In this specification, the control of setting the determination range to the first range or the second range in which the grip determination is more strict than the first range is also referred to as "range setting control."

[0039] 6, the control unit 400 acquires a measurement value corresponding to the capacitance using the second acquisition unit 130. That is, the control unit 400 receives from the second acquisition unit 130 a voltage value corresponding to a change in capacitance caused by the driver DR bringing his / her hand close to the grip unit 120.

[0040] In step S150 of Fig. 6, the control unit 400 determines whether the steering unit 100 is being gripped. If the measurement value is not within the predetermined determination range within a predetermined determination time, the control unit 400 proceeds to step S160. If the measurement value is within the predetermined determination range within the predetermined determination time, the control unit 400 ends the processing. If the processing ends here, the driver DR is gripping the steering unit 100, so the control unit 400 does not blink the output unit 300.

[0041] The judgment time is a reference time for determining whether the steering unit 100 is being gripped. The judgment time is set to a first time when the grip detection system 10 is manufactured. The first time is a time that is set regardless of environmental information. The first time is determined based on the time it takes for the driver DR to release the grip unit 120, which occurs when the driver DR completely entrusts control of the vehicle M to the advanced driving assistance system. For example, the first time is 10 seconds.

[0042] 6, the control unit 400 causes the output unit 300 to output a signal indicating that the steering unit 100 is not being gripped. That is, the control unit 400 causes the output unit 300 to blink. In this way, the control unit 400 warns the driver DR to grip the steering unit 100.

[0043] As described above, the grip detection system 10 of this embodiment relaxes the judgment of gripping of the steering unit 100 according to the environmental information.

[0044] Specifically, the environmental information in this embodiment is the number of other vehicles around the host vehicle M. When the number of other vehicles is relatively small, the number of other vehicles that affect the host vehicle M, such as other vehicles that change lanes or other vehicles that suddenly stop, around the host vehicle M, is also small. In other words, there are fewer opportunities for the driver DR to need to hold the steering unit 100. In such a situation, the driver DR may feel annoyed when asked to hold the steering unit 100.

[0045] The grip detection system 10 of this embodiment sets the determination range to the second range when the number of other vehicles around the host vehicle M is less than the reference number of vehicles. As a result, the driver DR is less likely to be required to grip compared to when the number of other vehicles around the host vehicle M is equal to or greater than the reference number of vehicles, thereby reducing the annoyance felt by the driver DR. Furthermore, the grip detection system 10 of this embodiment sets the determination range to the first range when the number of other vehicles around the host vehicle M is equal to or greater than the reference number of vehicles. As a result, the grip detection system 10 of this embodiment requires the driver DR to grip more securely compared to when the number of other vehicles around the host vehicle M is less than the reference number of vehicles, making it easier to respond to sudden lane changes by other vehicles, etc.

[0046] B. Second embodiment: FIG. 7 is a flowchart showing a control method for the grip detection system 10 of the second embodiment. In the first embodiment, the control unit 400 sets the judgment range to the first range or the second range. However, the control unit 400 may execute control to set the judgment time to the first time or the second time instead of the judgment range. In other words, the judgment range is fixed. In the second embodiment, the judgment range is predetermined to the first range. Note that the grip detection system 10 of the second embodiment has the same configuration as the grip detection system 10 of the first embodiment.

[0047] The processes in steps S200 and S210 in FIG. 7 are the same as the processes in steps S100 and S110 in FIG. 6 of the first embodiment.

[0048] The control unit 400 of the second embodiment sets the determination time to the first time in step S220 of Fig. 7. As described above, the determination range is predetermined to be the first range.

[0049] In the second embodiment, the control unit 400 sets the determination time to a second time in step S230 of FIG. 7. The second time is longer than the first time. For example, the second time is twice the first time. That is, if the first time is 10 seconds, the second time is 20 seconds.

[0050] In this specification, the control of setting the determination time to a first time or a second time longer than the first time is also referred to as "time setting control."

[0051] The processing in steps S240 to S260 in FIG. 7 is the same as the processing in steps S140 to S160 in FIG. 6 of the first embodiment.

[0052] By adopting such a configuration, the grip detection system 10 of the present embodiment sets the determination time to the second time when the number of other vehicles around the host vehicle M is less than the reference number of vehicles. As a result, the grip detection system 10 of the present embodiment is less likely to require the driver DR to hold the vehicle compared to when the number of other vehicles around the host vehicle M is equal to or greater than the reference number of vehicles, thereby reducing the annoyance felt by the driver DR. Furthermore, the grip detection system 10 of the present embodiment sets the determination time to the first time when the number of other vehicles around the host vehicle M is equal to or greater than the reference number of vehicles. As a result, the grip detection system 10 of the present embodiment requires the driver DR to hold the vehicle more reliably compared to when the number of other vehicles around the host vehicle M is less than the reference number of vehicles, making it easier to respond to sudden lane changes by other vehicles, etc.

[0053] C. Third embodiment: The grip detection system 10 may perform a control that combines the first and second embodiments. More specifically, the control unit 400 may perform both range setting control, which sets the determination range to a first range or a second range, and time setting control, which sets the determination time to a first hour or a second hour. Therefore, the control unit 400 of the third embodiment may set the determination range to the first range and the determination time to the first hour in step S120 of FIG. 6. Alternatively, the control unit 400 of the third embodiment may set the determination range to the second range and the determination time to the second hour in step S130 of FIG. 6.

[0054] By adopting this configuration, the grip detection system 10 of this embodiment is less likely to require the driver DR to grip compared to a configuration in which either the judgment range or the judgment time is controlled, thereby reducing the annoyance felt by the driver DR.

[0055] D. Fourth embodiment: In the above embodiment, the first acquisition unit 200 acquires the number of other vehicles as environmental information. However, the first acquisition unit 200 may acquire environmental information related to the environment in which the moving object is used. For example, environmental information other than the number of other vehicles may be information representing an external state of the host vehicle M, such as the number of lanes L around the host vehicle M, weather, illuminance around the host vehicle M, traffic congestion information, road conditions, and accident information. Furthermore, the environmental information may be information representing the state of the host vehicle M, such as the number of occupants in the host vehicle M, the volume of conversations inside the vehicle, and the weight of cargo carried by the host vehicle M. Specific examples of environmental information will be described in the fourth to ninth embodiments.

[0056] In the fourth embodiment, the first acquisition unit 200 acquires the number of lanes L around the host vehicle M as environmental information. The first acquisition unit 200 is, for example, a camera. The first acquisition unit 200 in the fourth embodiment has, for example, a visible forward range Af similar to that of the front camera 210 of the first acquisition unit 200 in the first embodiment. That is, in the fourth embodiment, the first acquisition unit 200 acquires, as environmental information, the number of lanes L included in the forward range Af ahead of the host vehicle M. The first acquisition unit 200 identifies the lanes L based on, for example, a center line or a line indicating a side strip that defines the lanes L.

[0057] The first acquisition unit 200 may or may not include oncoming lanes in the number of lanes L. However, in the following description, an example will be described in which the first acquisition unit 200 acquires only lanes L that are in the same direction as the traveling direction of the host vehicle M.

[0058] Other configurations of the grip detection system 10 of the fourth embodiment are the same as those of the grip detection system 10 of the first embodiment. The control unit 400 of the fourth embodiment proceeds with the same processing as that of the flowchart in Fig. 6, except for the processing described below. Note that the control unit 400 of the fourth embodiment may also perform the same processing as that of the second or third embodiment.

[0059] In the fourth embodiment, the control unit 400 determines whether the environmental information satisfies a determination condition in step S110 of Fig. 6. More specifically, when the first acquisition unit 200 acquires environmental information indicating that the number of lanes L is equal to or greater than a predetermined reference number of lanes, the control unit 400 proceeds to step S120. When the first acquisition unit 200 acquires environmental information indicating that the number of lanes L is less than the reference number of lanes, the control unit 400 proceeds to step S130.

[0060] The reference number of lanes is, for example, two lanes. The reference number of lanes is a number that is set when the grip detection system 10 is manufactured. The reference number of lanes is experimentally set, taking into consideration the case where the driver DR is required to steer the steering unit 100 due to an increase in other vehicles around the vehicle M depending on the number of lanes L. That is, if the number of lanes L is two or more lanes, the control unit 400 proceeds to step S120. If the number of lanes L is less than two lanes, the control unit 400 proceeds to step S130.

[0061] The fewer the number of lanes L, the fewer the number of other vehicles around the vehicle M. This reduces the number of occasions where the driver DR needs to grip the steering unit 100. Therefore, when the number of lanes L is small, the driver DR may feel annoyed by being required to grip the steering unit 100. By adopting this configuration, the grip detection system 10 can reduce the annoyance felt by the driver DR depending on the number of lanes L.

[0062] E. Fifth embodiment: In the fifth embodiment, the first acquisition unit 200 acquires, as environmental information, the inter-vehicle distance between the host vehicle M and the closest other vehicle in front of or behind the host vehicle M. The first acquisition unit 200 is, for example, a camera. The first acquisition unit 200 of the fifth embodiment has, for example, the same visible range as the first acquisition unit 200 of the first embodiment. The first acquisition unit 200 of the fifth embodiment acquires, within the visible range, the inter-vehicle distance between the host vehicle M and the closest other vehicle in front of or behind the host vehicle M.

[0063] The grip detection system 10 of the fifth embodiment further includes a speed acquisition unit that measures the speed of the vehicle M. The speed acquisition unit measures the speed of the vehicle M based on the rotation speed of the wheels. The speed acquisition unit sends the acquired speed to the control unit 400.

[0064] Other configurations of the grip detection system 10 of the fifth embodiment are the same as those of the grip detection system 10 of the first embodiment. The control unit 400 of the fifth embodiment proceeds with the same processing as that of the flowchart in Fig. 6, except for the processing described below. Note that the control unit 400 of the fifth embodiment may also perform the same processing as that of the second or third embodiment.

[0065] 6, the control unit 400 of the fifth embodiment acquires environmental information by the first acquisition unit 200. Furthermore, the control unit 400 of the fifth embodiment acquires the speed of the host vehicle M by the speed acquisition unit.

[0066] In the fifth embodiment, the control unit 400 determines whether the environmental information satisfies a determination condition in step S110 of Fig. 6. More specifically, when the first acquisition unit 200 acquires environmental information indicating that the inter-vehicle distance is less than a predetermined reference inter-vehicle distance based on the speed, the control unit 400 proceeds to step S120. When the first acquisition unit 200 acquires environmental information indicating that the inter-vehicle distance is equal to or greater than the reference inter-vehicle distance, the control unit 400 proceeds to step S130.

[0067] The reference inter-vehicle distance is determined in advance according to the speed of the host vehicle M. For example, the reference inter-vehicle distance is determined based on the stopping distance required for each speed of the host vehicle M. The stopping distance is the total distance between the free running distance from when the driver DR detects an obstacle until he or she starts braking the host vehicle M, and the braking distance from when braking starts until the host vehicle M stops. For example, when the speed of the host vehicle M is 40 km / h, the typical stopping distance is approximately 22 m.

[0068] The longer the inter-vehicle distance, the fewer opportunities there are for the driver DR to need to grip the steering unit 100. Therefore, when the inter-vehicle distance is long, the driver DR may feel annoyed by being required to grip the steering unit 100. By adopting this configuration, the grip detection system 10 can reduce the annoyance felt by the driver DR depending on the inter-vehicle distance.

[0069] F. Sixth embodiment: In the sixth embodiment, the first acquisition unit 200 acquires, as environmental information, information indicating the weather in the environment in which the vehicle M is used. The first acquisition unit 200 is, for example, a rain sensor. The rain sensor detects rain that has come into contact with the windshield of the vehicle M by combining an infrared LED and a photodiode. Specifically, infrared light is emitted from the infrared LED toward the windshield. If there are no water droplets on the windshield, the infrared LED is reflected by the windshield and enters the photodiode. On the other hand, if there are water droplets on the windshield, the infrared LED is not reflected by the windshield but passes through the water droplets. The amount of rain is measured by the amount of reflected light incident on the photodiode. The first acquisition unit 200 sends the measured amount of rain to the control unit 400.

[0070] Other configurations of the grip detection system 10 of the sixth embodiment are the same as those of the grip detection system 10 of the first embodiment. The control unit 400 of the sixth embodiment proceeds with the same processing as that of the flowchart in Fig. 6, except for the processing described below. Note that the control unit 400 of the sixth embodiment may also perform the same processing as that of the second or third embodiment.

[0071] 6, the control unit 400 of the sixth embodiment determines whether the environmental information satisfies a determination condition. More specifically, if the first acquisition unit 200 acquires environmental information that satisfies a predetermined first weather condition that increases the braking distance of the host vehicle M, the control unit 400 proceeds to step S120. If the first acquisition unit 200 acquires environmental information that does not satisfy the first weather condition, the control unit 400 proceeds to step S130.

[0072] The first weather condition is, for example, rain. When it is raining, there is a high possibility that the braking distance of the host vehicle M will be long. Whether it is raining or not is determined based on whether the amount of rainfall acquired by the first acquisition unit 200 is 0 mm. That is, when the amount of rainfall exceeds 0 mm, the control unit 400 proceeds to step S120. When the amount of rainfall is 0 mm, the control unit 400 proceeds to step S130. Note that the amount of rainfall that is the criterion for determination is not limited to 0 mm, and may be 0.5 mm, 1 mm, or the like.

[0073] The first weather condition may be a condition other than rain. The first weather condition may be a condition that increases the braking distance of the host vehicle M or that obstructs the visibility of the driver DR. Conditions that increase the braking distance of the host vehicle M include, for example, rain, snow, wind speed, and wind direction. Conditions that obstruct the visibility of the driver DR include, for example, rain, snow, and fog. In such cases, the first acquisition unit 200 may acquire information related to the first weather condition using a sensor, or may be configured as a receiver that receives weather information and thereby acquire the information via wireless communication from an external device.

[0074] When the conditions are not such that the braking distance of the vehicle M is increased or the visibility of the driver DR is not obstructed, the driver DR is unlikely to need to grip the steering unit 100. Therefore, when the conditions are not such that the braking distance of the vehicle M is increased or the visibility of the driver DR is not obstructed, the driver DR may feel annoyed by being required to grip the steering unit 100. By adopting such a configuration, the grip detection system 10 can reduce the annoyance felt by the driver DR depending on the weather.

[0075] G. Seventh embodiment: In the seventh embodiment, the first acquisition unit 200 acquires the illuminance around the host vehicle M as environmental information. The first acquisition unit 200 is, for example, an illuminance sensor. The illuminance sensor measures the illuminance around the host vehicle M using a photodiode. The first acquisition unit 200 sends the measured illuminance to the control unit 400.

[0076] Other configurations of the grip detection system 10 of the seventh embodiment are the same as those of the grip detection system 10 of the first embodiment. The control unit 400 of the seventh embodiment proceeds with the same processing as that shown in the flowchart of Fig. 6, except for the processing described below. Note that the control unit 400 of the seventh embodiment may also perform the same processing as that of the second or third embodiment.

[0077] 6, the control unit 400 of the seventh embodiment determines whether the environmental information satisfies a determination condition. More specifically, if the first acquisition unit 200 acquires environmental information indicating that the illuminance is less than a predetermined reference illuminance, the control unit 400 proceeds to step S120. If the first acquisition unit 200 acquires environmental information indicating that the illuminance is equal to or greater than the reference illuminance, the control unit 400 proceeds to step S130.

[0078] The reference illuminance is, for example, 1000 lux. Generally, 1000 lux is also the reference illuminance at which the automatic headlights are turned on. The reference illuminance is set when the grip detection system 10 is manufactured.

[0079] When the illuminance around the vehicle M is high, the driver DR is less likely to need to grip the steering unit 100 than when the illuminance is low. Therefore, when the illuminance around the vehicle M is high, the driver DR may feel annoyed by being required to grip the steering unit 100. By adopting this configuration, the grip detection system 10 can reduce the annoyance felt by the driver DR depending on the illuminance around the vehicle M.

[0080] H. Eighth embodiment: (1) As an example of environmental information other than that in the above embodiment, the environmental information may be information about traffic congestion in the traveling direction of the host vehicle M. When there is no traffic congestion, the driver DR is less likely to be required to grip the steering unit 100 than when there is a traffic congestion. Therefore, the driver DR may feel annoyed when he or she is required to grip the steering unit 100. When acquiring traffic congestion information, the first acquisition unit 200 is, for example, a receiver for acquiring traffic information related to road traffic conditions provided by VICS (Vehicle Information and Communication System, VICS is a registered trademark). For example, when there is a traffic congestion in the traveling direction of the host vehicle M, the control unit 400 executes at least one of control to set the determination range to a first range and control to set the determination time to a first time. When there is no traffic congestion in the traveling direction of the host vehicle M, the control unit 400 executes at least one of control to set the determination range to a second range and control to set the determination time to a second time.

[0081] The other configurations of the grip detection system 10 for (1) to (3) of the eighth embodiment are the same as those of the grip detection system 10 for the first embodiment. The control unit 400 for (1) to (3) of the eighth embodiment performs processing similar to that shown in the flowchart of Fig. 6 for processes not specifically mentioned. The grip detection system 10 for (1) to (3) of the eighth embodiment may perform processing similar to that of the second and third embodiments.

[0082] (2) Furthermore, the environmental information may be the state of the road in the traveling direction of the host vehicle M. The state of the road refers to the degree of meandering of the road. A road that is not meandering is less likely to require the driver DR to hold the steering unit 100 than a road that is meandering. The driver DR may feel annoyed by being required to hold the steering unit 100. When acquiring the state of the road, the first acquisition unit 200 is, for example, a torque sensor provided in the steering device 11 of the host vehicle M. That is, the first acquisition unit 200 acquires the torque applied to the rotation axis AR due to the rotation of the steering unit 100 of the host vehicle M. For example, when the direction of the torque changes frequently, the control unit 400 executes at least one of control to set the determination range to a first range and control to set the determination time to a first time. When the direction of the torque changes frequently, for example, it is determined whether the direction of the torque changes more than a predetermined number of times within a predetermined time. When the direction of the torque does not change frequently, the control unit 400 executes at least one of a control for setting the determination time to the second range and a control for setting the determination range to the second time.

[0083] (3) Furthermore, the environmental information may be accident information on a roadway in the traveling direction of the host vehicle M. The accident information is information that indicates the frequency of accidents on the roadway. Roadways with a low frequency of accidents are less likely to require the driver DR to hold the steering unit 100 than roadways with a high frequency of accidents. The driver DR may feel annoyed by being required to hold the steering unit 100. The first acquisition unit 200 is configured, for example, as a receiver that receives accident information, and acquires the accident information from an external device via wireless communication. For example, when traveling on a road with a relatively high frequency of accidents, the control unit 400 executes at least one of control to set the judgment range to a first range and control to set the judgment time to a first time. When traveling on a road with a relatively low frequency of accidents, the control unit 400 executes at least one of control to set the judgment range to a second range and control to set the judgment time to a second time.

[0084] I. Ninth embodiment: (1) In the above embodiment, the environmental information is information representing the state outside the vehicle M. However, the environmental information may also be information representing the state of the vehicle M. For example, the environmental information may be the number of occupants of the vehicle M. When there are many occupants, the interior of the vehicle becomes noisy, making it difficult for the driver DR to concentrate on driving. The fewer the occupants, the easier it is for the driver DR to concentrate on driving. Therefore, when there are few occupants, the driver DR may feel annoyed when being required to grip the steering unit 100. In this embodiment, the first acquisition unit 200 is a camera that captures images of the interior of the vehicle. The control unit 400 acquires the number of occupants by recognizing them from an image of the interior of the vehicle. For example, when there are multiple occupants in the vehicle, the control unit 400 executes at least one of control to set the determination range to a first range and control to set the determination time to a first time. When only the driver DR is in the vehicle, the control unit 400 executes at least one of control to set the determination range to a second range and control to set the determination time to a second time.

[0085] The first acquisition unit 200 may be a weight sensor provided on a seat inside the vehicle. That is, the control unit 400 acquires the number of occupants based on the weight applied to the seat.

[0086] The other configurations of the grip detection system 10 for (1) to (3) of the ninth embodiment are the same as those of the grip detection system 10 for the first embodiment. The control unit 400 for (1) to (3) of the ninth embodiment proceeds with the same processes as those in the flowchart of Fig. 6 for processes not specifically mentioned. The grip detection system 10 for (1) to (3) of the ninth embodiment may perform the same processes as those in the second and third embodiments.

[0087] (2) Furthermore, the environmental information may be the volume of conversations inside the vehicle M. In this embodiment, the first acquisition unit 200 is a microphone that measures the sound inside the vehicle. The control unit 400 determines the noisiness of the vehicle interior from the sound. For example, when the control unit 400 acquires a sound greater than 60 dB, which is the volume of a typical human conversation, it determines that the vehicle interior is noisy. The noisier the vehicle interior is, the more difficult it is for the driver DR to concentrate on driving. In other words, when the driver DR is able to concentrate on driving, being required to grip the steering unit 100 may annoy the driver DR. Therefore, when the control unit 400 determines that the vehicle interior is noisy, it executes at least one of control to set the determination range to a first range and control to set the determination time to a first time. When the control unit 400 does not determine that the vehicle interior is noisy, it executes at least one of control to set the determination range to a second range and control to set the determination time to a second time.

[0088] (3) Furthermore, the environmental information may be the weight of the load on the host vehicle M. If the load on the host vehicle M is heavy, the braking distance and turning performance of the host vehicle M may be deteriorated. In other words, if the load on the host vehicle M is light, the driver DR may feel annoyed by being required to grip the steering unit 100. In this embodiment, the first acquisition unit 200 is a weight sensor that measures the weight of the vehicle interior or trunk. If the weight is equal to or greater than a predetermined reference weight, the control unit 400 executes at least one of control to set the determination range to a first range and control to set the determination time to a first time. If the weight is less than the predetermined reference weight, the control unit 400 executes at least one of control to set the determination range to a second range and control to set the determination time to a second time. The reference weight is, for example, predetermined based on the weight expected when the vehicle has a maximum passenger capacity.

[0089] J. Tenth embodiment: In the above embodiment, the determination range is set to the first range or the second range, but the determination range may also be set to another range.

[0090] For example, in the first embodiment, the control unit 400 determines whether the environmental information satisfies the determination condition based on the number of reference vehicles. The control unit 400 in the tenth embodiment further determines whether the environmental information satisfies the determination condition based on the additional number of reference vehicles. The additional number of reference vehicles is a number greater than the number of reference vehicles. For example, when the number of reference vehicles is two, the additional number of reference vehicles is three. The control unit 400 in the tenth embodiment determines whether the number of other vehicles is greater than the additional reference number of vehicles when the number of other vehicles is greater than the number of reference vehicles. When the number of other vehicles is equal to or greater than the number of reference vehicles and less than the additional reference number of vehicles, the control unit 400 sets the determination range to the first range. When the number of other vehicles is equal to or greater than the additional reference number of vehicles, the control unit 400 sets the determination range to the third range. The third range is a range farther from the measurement value of the second acquisition unit 130 when the steering unit 100 is not being held than the first range. That is, the threshold value of the determination range set in the third range is farther from the measurement value of the second acquisition unit 130 when the steering unit 100 is not being gripped than the threshold value set in the first range. For example, when the lower limit value of the second range is smaller than the lower limit value of the first range, the lower limit value of the third range is larger than the lower limit value of the first range.

[0091] The grip detection system 10 may further increase the number of additional reference vehicles. That is, the grip detection system 10 may increase the number of determination ranges according to the set number of additional reference vehicles. By adopting such a configuration, the grip detection system 10 of this embodiment can adjust the degree of gripping request more finely than the above-described embodiment. That is, the grip detection system 10 of this embodiment can more appropriately reduce the annoyance felt by the driver DR.

[0092] K. Eleventh embodiment: In the above-described embodiments, the judgment time is set to the first time or the second time. However, the judgment time may be set to another time. That is, as in the tenth embodiment, the control unit 400 sets the judgment time to the first time when the number of other vehicles is equal to or greater than the reference number of vehicles and less than the additional reference number of vehicles. The control unit 400 sets the judgment time to the third time when the number of other vehicles is equal to or greater than the additional reference number of vehicles. The third time is shorter than the first time. Note that, as in the tenth embodiment, the grip detection system 10 may increase the number of judgment ranges according to the set number of additional reference vehicles. Therefore, even in this configuration, the grip detection system 10 of this embodiment can obtain the same effects as the tenth embodiment.

[0093] L. Other Embodiments: (1) In the first embodiment, the first acquisition unit 200 acquires the number of other vehicles in the lane L in the traveling direction. However, the first acquisition unit 200 may acquire the number of other vehicles in the oncoming lane.

[0094] (2) In the first embodiment, the first acquisition unit 200 acquires the number of other vehicles within a predetermined determination distance D from the host vehicle M. In the example of the first embodiment, the first acquisition unit 200 determines that the determination distance D is fixed, but the determination distance D may be predetermined depending on the traveling speed of the host vehicle M.

[0095] (3) In the first embodiment, the fifth embodiment, etc., the first acquisition unit 200 acquires the number of other vehicles and the inter-vehicle distance in front of and behind the host vehicle M as environmental information. However, the first acquisition unit 200 may acquire the number of other vehicles and the inter-vehicle distance in at least one of the front and rear of the host vehicle M as environmental information. For example, the first acquisition unit 200 may acquire the number of other vehicles and the inter-vehicle distance only in front of the host vehicle M as environmental information, or may acquire the number of other vehicles and the inter-vehicle distance only behind the host vehicle M as environmental information.

[0096] (4) In the first and fifth embodiments, the first acquisition unit 200 targets other vehicles within the visible range of the camera. However, the first acquisition unit 200 may target only other vehicles on the driving lane within the visible range of the camera.

[0097] (5) In the first embodiment, the first acquisition unit 200 includes a front camera 210 and a rear camera 220. However, the first acquisition unit 200 may further include a right camera and a left camera. The right camera is provided, for example, on the rearview mirror on the right side of the host vehicle M so as to face rightward. The left camera is provided, for example, on the rearview mirror on the left side of the host vehicle M so as to face leftward. In other words, the first acquisition unit 200 may acquire environmental information in left and right directions perpendicular to the front-to-rear direction of the host vehicle M.

[0098] Therefore, for example, as in the first to third embodiments, the first acquisition unit 200 may acquire the number of other vehicles in the front, rear, left, and right directions of the host vehicle M, depending on the configuration of the first acquisition unit 200. Furthermore, the first acquisition unit 200 may acquire the number of other vehicles in the front, rear, left, and right directions of the host vehicle M, excluding the rear.

[0099] Similarly, the number of lanes L in the fourth embodiment is not limited to the number of lanes L ahead of the host vehicle M as exemplified in the fourth embodiment. The number of lanes L in the fourth embodiment may also include the number of lanes L in the front-rear and left-right directions of the host vehicle M, or the number of lanes L in the front and left-right directions of the host vehicle M excluding the rear. That is, the first acquisition unit 200 may acquire the number of lanes L around the host vehicle M as environmental information.

[0100] (6) In the above embodiment, the grip detection system 10 is provided in the vehicle M. However, the grip detection system 10 may be provided in a moving body other than the vehicle M. For example, the moving body may be a ship or an airplane equipped with a steering unit 100.

[0101] (7) In the above embodiment, a camera is exemplified as the first acquisition unit 200. In such an embodiment, the first acquisition unit 200 may be a millimeter wave radar or a LiDAR (Light Detection and Ranging or Laser Imaging Detection and Ranging) instead of a camera.

[0102] (8) In the above embodiment, the grip portion 120 is a circular ring-shaped portion. However, the grip portion 120 is not limited to a circular ring shape and may be any shape, such as a polygonal shape or an elliptical shape. Furthermore, the grip portion 120 is not limited to a ring shape and may be a plurality of grip portions 120 that are not continuous with each other, such as a right grip portion 120 and a left grip portion 120.

[0103] (9) In the above embodiment, an illumination device provided in the steering unit 100 is exemplified as the output unit 300. However, the output unit 300 may output information indicating that the steering unit 100 is not being gripped by other methods. For example, the output unit 300 may display the information on a display provided in the host vehicle M. Alternatively, the output unit 300 may output the information by sound using a speaker provided in the host vehicle M.

[0104] (10) In the first embodiment, when the control unit 400 acquires environmental information indicating that the number of other vehicles is equal to or greater than a predetermined reference number of vehicles, the control unit 400 proceeds to step S120. When the control unit 400 acquires environmental information indicating that the number of other vehicles is less than the reference number of vehicles, the control unit 400 proceeds to step S130. However, when the control unit 400 acquires environmental information indicating that the number of other vehicles exceeds the predetermined reference number of vehicles, the control unit 400 may proceed to step S120. When the control unit 400 acquires environmental information indicating that the number of other vehicles is equal to or less than the reference number of vehicles, the control unit 400 may proceed to step S130. That is, when the control unit 400 acquires environmental information indicating that the number of other vehicles is greater than the predetermined reference number of vehicles, the control unit 400 may proceed to step S120. When the control unit 400 acquires environmental information indicating that the number of other vehicles is less than the reference number of vehicles, the control unit 400 may proceed to step S130. In the above embodiment, the same applies when the reference number of lanes, the reference inter-vehicle distance, the reference illuminance, the reference weight, or the like is used as the reference for determination.

[0105] (11) In the above embodiment, the second acquisition unit 130 is a capacitance sensor. However, the second acquisition unit 130 may acquire a measurement value corresponding to the hand movement of the driver DR using another sensor. For example, the second acquisition unit 130 may be a pressure sensor. The pressure sensor is, for example, a resistive film pressure sensor. The pressure sensor is provided in the grip unit 120, similar to the capacitance sensor in the first embodiment. That is, the second acquisition unit 130 acquires a measurement value corresponding to a change in pressure caused by the grip of the driver DR's hand.

[0106] Furthermore, the second acquisition unit 130 may be a torque sensor. The torque sensor is provided on the rotation axis AR of the steering unit 100. That is, the steering unit 100 includes the second acquisition unit 130 that acquires a measurement value corresponding to a change in torque applied to the rotation axis AR when the steering unit 100 is rotated by the hand of the driver DR. Note that if the first acquisition unit 200 that acquires environmental information is also a torque sensor, the second acquisition unit 130 may be realized by the first acquisition unit 200.

[0107] The present disclosure is not limited to the above-described embodiments and can be realized in various configurations without departing from the spirit of the present disclosure. For example, the technical features of the embodiments corresponding to the technical features in each aspect described in the Summary of the Disclosure section can be appropriately replaced or combined to solve some or all of the above problems or achieve some or all of the above effects. Furthermore, if a technical feature is not described as essential in this specification, it can be appropriately deleted. [Explanation of symbols]

[0108] 10...Grip detection system, 11...Steering device, 100...Steering unit, 110...Rotating unit, 120...Grip unit, 120a...Joining material, 121...Core metal unit, 122...Heater layer, 123...Shield layer, 124...Insulating layer, 125...Sensor layer, 126...Skin layer, 130...Second acquisition unit, 131...Sensor unit, 132...Sensor circuit, 200...First acquisition unit, 210...Front camera, 220...Rear camera, 300...Output unit, 310...Lighting unit, 400...Control unit, 410...CPU, 420...ROM, 430...RAM, AR...Rotation axis, AX...Axis, Af...Forward range, Ar...Rear range, D...Determination distance, DR...Driver, L...Lane, LR...Lead wire, M...Own vehicle, vehicle, M1 to M3...First other vehicle to third other vehicle

Claims

1. A grip detection system, comprising: a steering unit provided in a steering device of a moving body and having a grip to be gripped by a driver of the moving body; a first acquisition unit that acquires environmental information related to an environment in which the moving object is used; an output unit that outputs information; a control unit, The steering unit includes a second acquisition unit that acquires a measurement value according to a hand movement of the driver, The control unit when the measurement value is not included in a predetermined determination range within a predetermined determination time, causing the output unit to output an output indicating that the steering unit is not being gripped; Depending on the environmental information, a range setting control that sets the determination range to a first range or a second range in which the determination of the gripping is more strict than the first range; and time setting control for setting the determination time to a first time or a second time longer than the first time.

2. The grip detection system according to claim 1, the moving body is a vehicle, the first acquisition unit acquires, as the environmental information, a number of other vehicles at least one of a front end and a rear end of the vehicle; The control unit, by the first acquisition unit, when the environmental information indicating that the number of other vehicles is greater than a predetermined reference number of vehicles is acquired, at least one of control to set the determination range to the first range and control to set the determination time to the first time is executed; A grip detection system that, when the environmental information indicating that the number of other vehicles is smaller than the reference number of vehicles is acquired, performs at least one of the following controls: control to set the judgment range to the second range; and control to set the judgment time to the second time.

3. The grip detection system according to claim 1, the moving body is a vehicle, the first acquisition unit acquires the number of lanes around the vehicle as the environmental information; The control unit When the environmental information indicating that the number of lanes is greater than a predetermined reference number of lanes is acquired, at least one of control to set the determination range to the first range and control to set the determination time to the first time is executed; A grip detection system that, when the environmental information is acquired indicating that the number of lanes is smaller than the reference number of lanes, performs at least one of the following controls: setting the judgment range to the second range; and setting the judgment time to the second time.

4. The grip detection system of claim 1, further comprising: a speed acquisition unit for measuring the speed of the moving object; the moving body is a vehicle, the first acquisition unit acquires, as the environmental information, a vehicle-to-vehicle distance to another vehicle that is closest to at least one of a front and a rear vehicle of the vehicle; The control unit when the first acquisition unit acquires the environmental information indicating that the inter-vehicle distance is smaller than a reference inter-vehicle distance that is predetermined according to the speed, executes at least one of control of setting the determination range to the first range and control of setting the determination time to the first time, A grip detection system that, when the first acquisition unit acquires environmental information indicating that the inter-vehicle distance is greater than the reference inter-vehicle distance, performs at least one of the following controls: control to set the judgment range to the second range; and control to set the judgment time to the second time.

5. The grip detection system according to claim 1, the moving body is a vehicle, the first acquisition unit acquires, as the environmental information, information representing weather in a usage environment of the vehicle; The control unit When the environmental information that satisfies a predetermined first weather condition that increases the braking distance of the vehicle or obstructs the driver's visibility is acquired, at least one of control is executed: a control that sets the determination range to the first range; and a control that sets the determination time to the first time. A grip detection system that, when the environmental information acquired does not satisfy the first weather condition, executes at least one of the following controls: setting the judgment range to the second range; and setting the judgment time to the second time.

6. The grip detection system according to claim 1, the moving body is a vehicle, the first acquisition unit acquires illuminance around the vehicle as the environmental information; The control unit when the environmental information indicating that the illuminance is lower than a predetermined reference illuminance is acquired, at least one of control to set the determination range to the first range and control to set the determination time to the first time is executed; A grip detection system that, when the environmental information indicating that the illuminance is greater than the reference illuminance is acquired, performs at least one of the following controls: setting the judgment range to the second range; and setting the judgment time to the second time.

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