Control device, control method, and program

Abstract

To provide information corresponding to a state to a driver.SOLUTION: A control device includes a processing section configured to: acquire a target speed when traveling on a curved path positioned in front of a vehicle; determine whether the speed of the vehicle or an object speed being a setting speed of automatic speed control for automatically controlling the speed of the vehicle is within a predetermined value with respect to the target speed; and restrict an output device from outputting information suggesting a driver of the vehicle to grip a steering wheel of the vehicle when the object speed is equal to or less than the predetermined value with respect to the target speed.SELECTED DRAWING: Figure 1

Description

[Technical Field]

[0001] The present invention relates to a control device, a control method, and a program. [Background technology]

[0002] In recent years, efforts to provide sustainable transportation systems that take various situations into consideration have become more active. To achieve this, efforts are being focused on research and development to further improve traffic safety and convenience through research and development of driving assistance technologies. Conventionally, a vehicle cruise control device has been disclosed that controls a target vehicle speed depending on the driver's grip on the steering wheel when traveling around a curve (see, for example, Patent Document 1). This cruise control device uses the above control to ensure that vehicle occupants do not feel uneasy. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Japanese Patent Application Laid-Open No. 2017-144776 Summary of the Invention [Problem to be solved by the invention]

[0004] However, the above cruise control devices do not take into consideration providing drivers with information appropriate to the situation. These cruise control devices do not sufficiently consider the passengers and do not sufficiently contribute to the development of sustainable transportation systems.

[0005] The present invention has been made in consideration of the above circumstances, and an object of the present invention is to provide a control device, a control method, and a program that can provide situation-appropriate information to vehicle occupants (e.g., the driver), thereby contributing to the development of a sustainable transportation system that takes occupants into consideration. [Means for solving the problem]

[0006] The control device, control method, and program according to the present invention employ the following configuration. (1): A control device according to one embodiment of the present invention includes a processing unit that acquires a target speed when traveling on a curved road ahead of the vehicle, determines whether a target speed, which is the speed of the vehicle or a set speed of an automatic speed control that automatically controls the speed of the vehicle, is within a predetermined value relative to the target speed, and, if the target speed is within the predetermined value relative to the target speed, suppresses the output of information indicating that the driver of the vehicle should hold the steering wheel of the vehicle to the output device.

[0007] (2): In the above aspect (1), a control unit is provided that causes the vehicle to travel on the curved road at a first speed when the driver is in a gripped state where the steering wheel is gripped, and causes the vehicle to travel on the curved road at a second speed lower than the first speed when the driver is in a non-grip state where the steering wheel is not gripped, and the target speed is the second speed corresponding to the non-grip state or a speed based on the second speed.

[0008] (3): In the aspect (2) above, the processing unit determines whether the set speed is equal to or greater than a first predetermined value relative to the target speed, determines whether the speed of the vehicle is equal to or greater than a second predetermined value relative to the target speed, and, if the set speed is not equal to or greater than the first predetermined value relative to the target speed or if the speed of the vehicle is not equal to or greater than a second predetermined value relative to the target speed, suppresses output of information to the output device indicating that the driver of the vehicle should hold the steering wheel of the vehicle, and the first predetermined value and the second predetermined value are different speeds.

[0009] (4): In any of the above aspects (3), the second predetermined value is a speed that is smaller than the first predetermined value.

[0010] (5): In any of the above aspects (1) to (4), the speed of the vehicle is a speed derived based on the speed during a predetermined period of time in the past.

[0011] (6): In any of the above aspects (1) to (4), the processing unit suppresses output of information to the output device indicating that the driver of the vehicle should grip the steering wheel of the vehicle, and then, when the processing unit determines that the conditions for increasing the speed of the vehicle are met while the vehicle is traveling on the curved road, causes the output device to output information indicating that the driver of the vehicle should grip the steering wheel of the vehicle.

[0012] (7): In the above aspect (6), the conditions are some or all of the following (1) to (3): (1) there is space ahead of the vehicle for accelerating the vehicle to increase its speed, (2) the distance from the vehicle's position to the exit of the curved road is equal to or greater than a threshold, and (3) the target speed when the steering wheel is gripped is greater than the target speed when the steering wheel is not gripped, and the target speed when the steering wheel is gripped is greater than the current speed of the vehicle by a threshold or more.

[0013] (8): In any of the above aspects (1) to (4), the processing unit suppresses output of information to the output device indicating that the driver of the vehicle should hold the steering wheel of the vehicle when the target speed, which is the speed of the vehicle, is greater than the target speed and is within a first predetermined value of the target speed, or when the set speed of an automatic speed control that automatically controls the speed of the vehicle is greater than the target speed and is within a second predetermined value of the target speed, and causes the output device to output information indicating that the driver of the vehicle should hold the steering wheel of the vehicle when the target speed, which is the speed of the vehicle, is greater than the target speed and exceeds a first predetermined value of the target speed, and further when the set speed is greater than the target speed and exceeds a second predetermined value of the target speed.

[0014] (9) A control device according to another aspect of the present invention includes a processing unit that executes a first determination process of determining whether a speed of a vehicle is greater than a target speed when traveling on a curved road ahead of the vehicle and exceeds a first predetermined value with respect to the target speed, a second determination process of determining whether a set speed of an automatic speed control that automatically controls the speed of the vehicle is greater than the target speed and exceeds a second predetermined value with respect to the target speed, and a process of outputting information to a driver of the vehicle using an output device, and when the driver of the vehicle is gripping the steering wheel of the vehicle and the vehicle is traveling on the curved road at a first speed. and a control unit that causes the vehicle to travel on the curved road at a second speed lower than the first speed when the vehicle travels on the curved road in an ungripped state where the driver is not gripping the steering wheel, wherein the processing unit, when the result of the first judgment process or the result of the second judgment process is negative, suppresses output of information to an output device indicating that the driver of the vehicle should grip the steering wheel of the vehicle, and when the result of the first judgment process and the result of the second judgment process are positive, causes output of information to an output device indicating that the driver of the vehicle should grip the steering wheel of the vehicle.

[0015] (10): In any of the aspects of (9) above, the control unit causes the vehicle to travel along the curved road at the first speed if the driver grips the steering wheel in response to the suggestion, and causes the vehicle to travel along the curved road at the second speed if the driver does not grip the steering wheel in response to the suggestion.

[0016] (11): Another aspect of the control method of the present invention is a control method in which a computer executes the following processes: a process of acquiring a target speed when traveling on a curved road ahead of the vehicle; a process of determining whether a target speed, which is the speed of the vehicle or a set speed of an automatic speed control that automatically controls the speed of the vehicle, is within a predetermined value relative to the target speed; and a process of suppressing output of information from an output device indicating that the driver of the vehicle should hold the steering wheel of the vehicle if the target speed is within the predetermined value relative to the target speed.

[0017] (12): Another aspect of the present invention provides a program for causing a computer to execute the following processes: acquiring a target speed when traveling on a curved road ahead of the vehicle; determining whether a target speed, which is the speed of the vehicle or a set speed of an automatic speed control that automatically controls the speed of the vehicle, is within a predetermined value relative to the target speed; and, if the target speed is within the predetermined value relative to the target speed, suppressing the output of information from an output device suggesting that the driver of the vehicle hold the steering wheel of the vehicle. [Effects of the Invention]

[0018] According to aspects (1) to (12), the control device, the control method, or the program can provide situation-specific information to a vehicle occupant (e.g., a driver). For example, gripping the steering wheel causes the vehicle to travel at a higher speed than if the vehicle were not gripped. In a situation where high speed driving is not possible, the suggestion to grip the steering wheel can be suppressed.

[0019] According to the third or fourth aspect, the first and second predetermined values ​​are set to appropriate values, thereby achieving more appropriate control. For example, the second threshold value for the vehicle speed is set in consideration of the fact that the vehicle speed fluctuates.

[0020] According to the aspect (5), the vehicle speed is determined so as to correspond to temporary changes in speed, and more appropriate control can be achieved.

[0021] According to the aspect (6), when the situation changes to one where acceleration is possible on a curved road, a hands-on suggestion is made, thereby improving convenience for the driver.

[0022] According to the aspect (7), it is possible to more accurately determine whether the situation has changed to one in which acceleration is possible on a curved road, thereby improving convenience for the driver. [Brief explanation of the drawings]

[0023] [Figure 1] 1 is a configuration diagram of a vehicle system 1 that uses a vehicle control system according to an embodiment. [Figure 2] FIG. 10 is a diagram for explaining speed adjustment control. [Figure 3] 10 is a diagram for explaining the driver's state and information provided via the HMI 30. FIG. [Figure 4] FIG. 1 is a diagram (part 1) for explaining speed adjustment control. [Figure 5] FIG. 10 is a diagram (part 2) for explaining speed adjustment control. [Figure 6] 1 is a flowchart (part 1) showing an example of the flow of processing executed by the driving assistance device 100. [Figure 7] 10 is a flowchart (part 2) illustrating an example of the flow of processing executed by the driving assistance device 100. [Figure 8] 4 is a flowchart showing an example of a flow of processing executed by the driving assistance device 100. [Figure 9] FIG. 1 is a diagram (part 1) for explaining proposed conditions. [Figure 10] FIG. 10 is a diagram (part 2) for explaining proposed conditions. DETAILED DESCRIPTION OF THE INVENTION

[0024] <Embodiment> [Overall configuration] 1 is a configuration diagram of a vehicle system 1 that uses a vehicle control system according to an embodiment. The vehicle on which the vehicle system 1 is mounted may be, for example, a two-wheeled, three-wheeled, or four-wheeled vehicle, and its drive source may be an internal combustion engine such as a diesel engine or a gasoline engine, an electric motor, or a combination of these. The electric motor operates using power generated by a generator connected to the internal combustion engine, or discharged power from a secondary battery or a fuel cell.

[0025] The vehicle system 1 includes, for example, a camera 10, a radar device 12, a LIDAR (Light Detection and Ranging) 14, an object recognition device 16, a communication device 20, an HMI (Human Machine Interface) 30, vehicle sensors 40, a navigation device 50, an MPU 60, a driver monitor camera 70, a driving operator 80, a driving assistance device 100, a driving force output device 200, a braking device 210, and a steering device 220. These devices and equipment are connected to each other via multiplexed communication lines such as a CAN (Controller Area Network) communication line, serial communication lines, a wireless communication network, etc. The configuration shown in FIG. 1 is merely an example, and some of the configuration may be omitted, or other configurations may be added. The driving assistance device 100 is an example of a "vehicle control device."

[0026] The camera 10 is, for example, a digital camera using a solid-state imaging element such as a CCD (Charge Coupled Device) or a CMOS (Complementary Metal Oxide Semiconductor). The camera 10 is attached to any location of a vehicle (hereinafter referred to as the host vehicle M) in which the vehicle system 1 is installed. When capturing an image of the front, the camera 10 is attached to the top of the front windshield, the back of the rearview mirror, or the like. The camera 10, for example, periodically and repeatedly captures images of the surroundings of the host vehicle M. The camera 10 may be a stereo camera.

[0027] The radar device 12 emits radio waves such as millimeter waves around the vehicle M and detects radio waves reflected by an object (reflected waves) to detect at least the position (distance and direction) of the object. The radar device 12 is attached to any location on the vehicle M. The radar device 12 may detect the position and speed of an object using an FM-CW (Frequency Modulated Continuous Wave) method.

[0028] The LIDAR 14 irradiates the surroundings of the vehicle M with light (or electromagnetic waves with wavelengths similar to light) and measures the scattered light. The LIDAR 14 detects the distance to the target based on the time between light emission and light reception. The irradiated light is, for example, pulsed laser light. The LIDAR 14 is attached to any location on the vehicle M.

[0029] The object recognition device 16 performs sensor fusion processing on the detection results from some or all of the camera 10, the radar device 12, and the LIDAR 14 to recognize the position, type, speed, etc. of the object. The object recognition device 16 outputs the recognition results to the driving assistance device 100. The object recognition device 16 may output the detection results from the camera 10, the radar device 12, and the LIDAR 14 directly to the driving assistance device 100. The object recognition device 16 may be omitted from the vehicle system 1.

[0030] The communication device 20 communicates with other vehicles in the vicinity of the vehicle M, for example, using a cellular network, a Wi-Fi network, Bluetooth (registered trademark), DSRC (Dedicated Short Range Communication), etc., or communicates with various server devices via a wireless base station.

[0031] The HMI 30 presents various information to the occupants of the vehicle M and accepts input operations by the occupants. The HMI 30 includes various display devices, speakers, buzzers, touch panels, switches, keys, etc. The HMI 30 is equipped with a display device. The display device (display unit) is, for example, a display device, a so-called multi-information display, that is provided in the center of the instrument panel of the vehicle M and displays various information about the vehicle M, such as a speedometer that indicates the traveling speed of the vehicle M or a tachometer that indicates the rotation speed (rotational speed) of the internal combustion engine equipped in the vehicle M.

[0032] The vehicle sensor 40 includes a vehicle speed sensor that detects the speed of the host vehicle M, an acceleration sensor that detects acceleration, a yaw rate sensor that detects angular velocity around a vertical axis, a direction sensor that detects the direction of the host vehicle M, and the like.

[0033] The navigation device 50 includes, for example, a GNSS (Global Navigation Satellite System) receiver 51, a navigation HMI 52, and a route determination unit 53. The navigation device 50 stores first map information 54 in a storage device such as a hard disk drive (HDD) or flash memory. The GNSS receiver 51 identifies the position of the vehicle M based on signals received from GNSS satellites. The position of the vehicle M may be identified or supplemented by an inertial navigation system (INS) that uses the output of the vehicle sensors 40. The navigation HMI 52 includes a display device, a speaker, a touch panel, keys, etc. The navigation HMI 52 may share some or all of the components with the HMI 30 described above. The route determination unit 53 determines, for example, a route (hereinafter, a map route) from the position of the vehicle M identified by the GNSS receiver 51 (or any input position) to a destination input by the occupant using the navigation HMI 52, with reference to the first map information 54. The first map information 54 is information that represents road shapes using, for example, links indicating roads and nodes connected by the links. The first map information 54 may also include information such as road curvature and POI (Point of Interest) information. The route on the map is output to the MPU 60. The navigation device 50 may provide route guidance using the navigation HMI 52 based on the route on the map. The navigation device 50 may be realized, for example, by the functions of a terminal device such as a smartphone or tablet device owned by the occupant. The navigation device 50 may transmit the current position and destination to a navigation server via the communication device 20 and obtain a route equivalent to the route on the map from the navigation server.

[0034] The MPU 60 includes, for example, a recommended lane determination unit 61, and stores second map information 62 in a storage device such as an HDD or flash memory. The recommended lane determination unit 61 divides the route on the map provided by the navigation device 50 into a plurality of blocks (for example, by dividing it into 100 m intervals in the vehicle travel direction), and determines a recommended lane for each block by referring to the second map information 62. The recommended lane determination unit 61 determines, for example, which lane from the left the vehicle should travel in. When there is a branch point on the route on the map, the recommended lane determination unit 61 determines a recommended lane so that the vehicle M can travel on a reasonable route to the branch point.

[0035] The second map information 62 is map information with higher accuracy than the first map information 54. The second map information 62 includes, for example, information on the center of lanes or information on lane boundaries. The second map information 62 may include road information, traffic regulation information, address information (address and postal code), facility information, telephone number information, etc. The second map information 62 may be updated as needed by the communication device 20 communicating with other devices.

[0036] The driver monitor camera 70 is, for example, a digital camera that uses a solid-state imaging element such as a CCD or CMOS. The driver monitor camera 70 is attached to any location on the vehicle M in a position and orientation that allows it to capture an image of the head of an occupant (hereinafter, driver) seated in the driver's seat of the vehicle M from the front (in an orientation that captures the face). For example, the driver monitor camera 70 is attached to the top of a display device provided in the center of the instrument panel of the vehicle M. The driver monitor camera 70 outputs an image of the interior of the vehicle, including the driver of the vehicle M, captured from its installed position to the driving assistance device 100.

[0037] The driving operators 80 include, for example, a steering wheel 82 as well as a turn signal switch, an accelerator pedal, a brake pedal, a shift lever, and other operators. The driving operators 80 are fitted with sensors that detect the amount of operation or whether or not an operation is being performed, and the detection results are output to the driving assistance device 100 or some or all of the driving force output device 200, the brake device 210, and the steering device 220. The steering wheel 82 does not necessarily have to be annular, and may be in the form of an irregularly shaped steering wheel, a joystick, buttons, or the like. A steering grip sensor 86 is fitted to the steering wheel 82.

[0038] The steering grip sensor 86 is realized by, for example, a capacitance sensor or a piezoelectric element. The steering grip sensor 86 detects whether or not the driver is gripping the steering wheel 82. "Grip" refers to a state in which the driver is gripping the steering wheel 82, or a state in which the driver's hands are in contact with the steering wheel 82 and a force of a predetermined degree or more is being applied to the steering wheel 82, etc.

[0039] The steering grip sensor 86 may detect gripping based on an image captured by a camera, or may detect gripping using an optical method such as a radar device (a method that does not require contact with the sensor).

[0040] The driving assistance device 100 includes, for example, a recognition unit 110, a driver recognition unit 120, a curve determination unit 130, a speed control unit 140, a lane keeping control unit 150, a lane change control unit 160, a planning unit 170, and an information provision unit 180. Some or all of these functional units are realized by, for example, a hardware processor such as a CPU (Central Processing Unit) executing a program (software). Some or all of these components may be realized by hardware (including circuitry) such as an LSI (Large Scale Integration), an ASIC (Application Specific Integrated Circuit), an FPGA (Field-Programmable Gate Array), or a GPU (Graphics Processing Unit), or may be realized by a combination of software and hardware. The program may be stored in advance in a storage device (a storage device having a non-transitory storage medium) such as the HDD or flash memory of the driving assistance device 100, or may be stored in a removable storage medium such as a DVD or CD-ROM, and installed in the HDD or flash memory of the driving assistance device 100 by inserting the storage medium (non-transitory storage medium) into a drive device.

[0041] The recognition unit 110 recognizes the position, speed, acceleration, and other states of objects around the vehicle M based on information input from the camera 10, the radar device 12, and the LIDAR 14 via the object recognition device 16. The position of an object is recognized as a position on an absolute coordinate system with a representative point of the vehicle M (such as the center of gravity or the center of the drive shaft) as the origin, and is used for control. The position of an object may be represented by a representative point such as the center of gravity or a corner of the object, or may be represented by an area. The "state" of an object may include the acceleration or jerk of the object, or the "behavioral state" (for example, whether the object is changing lanes or is about to change lanes).

[0042] The recognition unit 110 recognizes, for example, the lane in which the host vehicle M is traveling (driving lane). For example, the recognition unit 110 recognizes the driving lane by comparing the pattern of road dividing lines (e.g., an arrangement of solid lines and dashed lines) obtained from the second map information 62 with the pattern of road dividing lines around the host vehicle M recognized from an image captured by the camera 10. The recognition unit 110 may recognize the driving lane by recognizing road boundaries (road boundaries) including not only road dividing lines but also road dividing lines, shoulders, curbs, medians, guardrails, etc. In this recognition, the position of the host vehicle M obtained from the navigation device 50 and the processing results by the INS may be taken into consideration. The recognition unit 110 recognizes stop lines, obstacles, red lights, toll booths, and other road phenomena.

[0043] When recognizing the driving lane, the recognition unit 110 recognizes the position and attitude of the host vehicle M with respect to the driving lane. For example, the recognition unit 110 may recognize the deviation of the reference point of the host vehicle M from the center of the lane and the angle it forms with a line connecting the centers of the lanes in the traveling direction of the host vehicle M as the relative position and attitude of the host vehicle M with respect to the driving lane. Alternatively, the recognition unit 110 may recognize the position of the reference point of the host vehicle M with respect to either side edge of the driving lane (a road dividing line or a road boundary) as the relative position of the host vehicle M with respect to the driving lane.

[0044] The driver recognition unit 120 detects whether the driver is in a predetermined state based on an image captured by the driver monitor camera 70. The predetermined state is a state in which hands-off lane keeping control, which will be described later, can be executed. Hands-off is a state in which the driver is not gripping the steering wheel 82, and hands-on is a state in which the driver is gripping the steering wheel 82. The state in which hands-off lane keeping control can be executed is a state in which the driver is monitoring the front (or the surroundings of the host vehicle M). Monitoring the front means, for example, that the driver is monitoring the front so that the driver can quickly take over from control of the host vehicle M by the vehicle system 1 to operation of the host vehicle M by the driver. Monitoring the front means, for example, that the driver's eyes are facing forward.

[0045] The curve determination unit 130 identifies the position of the vehicle M in the map information based on map information (first map information 54 or second map information 62) including information about lanes and the position of the vehicle M. The map information includes information indicating the characteristics of the road and the driving lane. The information indicating the characteristics is, for example, the radius of the curve circle (curve radius). The information indicating the characteristics may include information indicating whether the curved road is a curved road on which the "speed adjustment control" described below can be executed. The curved road may include a curved road and roads in an area within a predetermined distance of the curved road. For example, the area within the predetermined distance is an area corresponding to a position where the vehicle M decelerates when entering a curve.

[0046] The speed control unit 140 automatically controls the driving force output device 200 and the braking device 210 without relying on the driver's operation, and automatically controls the speed of the host vehicle M. The speed control unit 140 executes so-called ACC (Adaptive Cruise Control).

[0047] For example, when there are no other vehicles ahead of the vehicle M within a predetermined distance from the vehicle M, the speed control unit 140 automatically controls the driving force output device 200 and the brake device 210 without relying on the driver's operation so that the vehicle M moves at a speed set by the driver, the legal speed, or a speed that is preset in accordance with the road.

[0048] For example, when another vehicle is present ahead of the host vehicle M within a predetermined distance from the host vehicle M, the speed control unit 140 automatically controls the driving force output device 200 and the brake device 210 without the driver's operation so as to follow the other vehicle. Following means that the host vehicle M travels while maintaining a position behind the other vehicle and at a predetermined distance from the other vehicle. The speed control unit 140 performs speed adjustment control, which will be described later.

[0049] The lane keeping control unit 150 controls the steering device 220 so that the host vehicle M does not deviate from the driving lane. For example, the lane keeping control unit 150 controls the steering device 220 so that the host vehicle M travels in the center or near the center of the driving lane recognized by the recognition unit 110. Hereinafter, this control may be referred to as "lane keeping control." The lane keeping control unit 150 executes hands-on lane keeping control and hands-off lane keeping control.

[0050] Hands-on lane keeping control is a control that is executed when the driver is gripping the steering wheel 82 (when the steering grip sensor 86 detects that the driver is gripping the steering wheel 82). The conditions under which hands-on lane keeping control can be executed are less stringent than the conditions under which hands-off lane keeping control can be executed. For example, hands-on lane keeping control is executed when the speed of the host vehicle M is equal to or greater than a predetermined speed and the driver is monitoring the road ahead.

[0051] Hands-off lane keeping control is a control that is executed when the driver is not gripping the steering wheel 82 (when the steering grip sensor 86 does not detect that the driver is gripping the steering wheel 82). Hands-off lane keeping control can be executed, for example, when the following conditions are met: the speed of the host vehicle M is equal to or greater than a predetermined speed, the host vehicle M is traveling on a predetermined road (for example, a road or type of road that has been set in advance as one for which hands-off lane keeping control can be executed), and the driver is monitoring the road ahead. Hands-off lane keeping control is executed when the driver is monitoring the road ahead, and is not executed or is stopped when the driver is not monitoring the road ahead.

[0052] The above-described conditions under which hands-on lane keeping control and hands-off lane keeping control can be executed are merely examples, and other conditions (for example, the host vehicle M following a vehicle ahead) may be included, or some conditions may be omitted. The conditions under which hands-on lane keeping control can be executed may be looser than the conditions under which hands-off lane keeping can be executed (the conditions under which hands-off lane keeping control can be executed may be stricter than the conditions under which hands-on lane keeping can be executed).

[0053] The lane change control unit 160 automatically changes lanes of the host vehicle M. The lane change control unit 160 changes lanes of the host vehicle M based on a destination and route set by the occupant and a recommended lane output to the MPU 60. For example, the lane change control unit 160 changes lanes when a lane change is necessary to head toward a destination. When a lane change command is issued by the driver while hands-off lane keeping control is being executed, the lane change control unit 160 automatically changes lanes of the host vehicle M (ALC; automatic lane change). The lane change command is an operation of a lever portion of a turn signal operating switch. For example, when the driver operates the lever portion in a direction in which the driver wants the host vehicle M to change lanes, the host vehicle M changes lanes in a direction corresponding to the operation. The lane change command may be an operation different from the operation of the lever portion of a turn signal operating switch. For example, a lane change may be performed when a predetermined operating button is pressed.

[0054] The lane change control unit 160 executes a lane change when, for example, the following conditions are met: there are no obstacles in the lane to which the lane is to be changed, the lane change will not interfere with other vehicles in the vicinity, the lane is not a prohibited section (there are no road markings or signs prohibiting lane changes), the lane to which the lane is to be changed is recognized (it actually exists), the yaw rate detected by the vehicle sensor 40 is less than a threshold, the radius of curvature of the road on which the vehicle is traveling is equal to or greater than a predetermined value, etc. The conditions for executing a lane change may include other conditions, or some of the conditions may be omitted.

[0055] The lane change control unit 160 may execute a lane change on the condition that, for example, the driver is gripping the steering wheel 82 (the steering grip sensor 86 detects that the steering wheel 82 is being gripped).

[0056] The planning unit 170 generates a plan for driving the host vehicle M based on a route along which the host vehicle M will travel toward a destination set by the occupant. The planning unit 170 basically drives the recommended lane determined by the recommended lane determination unit 61, and further generates a target trajectory along which the host vehicle M will automatically travel in the future (without relying on the driver's operation) so that the host vehicle M can respond to the surrounding conditions of the host vehicle M. The target trajectory may include, for example, a speed element. For example, the target trajectory is expressed as a sequential arrangement of points (trajectory points) to be reached by the host vehicle M. The trajectory points are points to be reached by the host vehicle M at predetermined travel distances (e.g., on the order of several meters) along a road. Separately, target speeds and target accelerations are generated as part of the target trajectory for each predetermined sampling time (e.g., on the order of a few tenths of a second). The trajectory points may be positions to be reached by the host vehicle M at each sampling time for each predetermined sampling time. In this case, information on the target speed and target acceleration is expressed as the interval between trajectory points.

[0057] The planner 170 cooperates with, for example, the curve determination unit 130, the speed control unit 140, the lane keeping control unit 150, and the lane change control unit 160 to make the host vehicle M travel along the target trajectory. For example, while the driver of the host vehicle M is monitoring the surroundings of the host vehicle M, the planner 170 generates a plan of action for the host vehicle M such that the speed control unit 140 controls the speed of the host vehicle M, the lane keeping control unit 150 controls the steering, and the driver controls the speed, grips the steering wheel 82, or operates the steering wheel 82 as needed to reach the destination. For example, the planner 170 generates a plan to make the host vehicle M travel by the driver's operation in the first section and by the driving assistance device 100's control in the second section, and makes the host vehicle M travel in accordance with the plan in cooperation with the driver, the curve determination unit 130, the speed control unit 140, the lane keeping control unit 150, and the lane change control unit 160.

[0058] The information providing unit 180 causes the HMI to output various information related to the state of the vehicle M and driving assistance by voice or image.

[0059] The driving force output device 200 outputs a driving force (torque) to the driving wheels for driving the host vehicle M. The driving force output device 200 includes, for example, a combination of an internal combustion engine, an electric motor, a transmission, etc., and an ECU that controls these. The ECU controls the above components in accordance with information input from the speed control unit 140 or information input from the driving operator 80.

[0060] Brake device 210 includes, for example, a brake caliper, a cylinder that transmits hydraulic pressure to the brake caliper, an electric motor that generates hydraulic pressure in the cylinder, and a brake ECU. The brake ECU controls the electric motor in accordance with information input from speed control unit 140 or information input from driving operator 80, so that a brake torque corresponding to the braking operation is output to each wheel.

[0061] The steering device 220 includes, for example, a steering ECU and an electric motor. The electric motor changes the direction of the steered wheels by applying a force to, for example, a rack and pinion mechanism. The steering ECU drives the electric motor to change the direction of the steered wheels in accordance with information input from the lane keeping control unit 150 or the lane change control unit 160, or information input from the driving operator 80.

[0062] [Speed ​​adjustment control] When performing driving assist control and traveling on a curved road, the driving assist device 100 controls the speed of the host vehicle M according to the driver's grip state of the steering wheel 82. Driving assist control is control in which the speed control unit 140 controls the speed of the host vehicle M and the lane keeping control unit 150 performs lane keeping control while the driver is monitoring the surroundings of the host vehicle M. For example, when the driver is not gripping the steering wheel 82 while the host vehicle M is traveling on a curved road, the driving assist device 100 causes the host vehicle M to travel at a slower speed than when the driver is gripping the steering wheel 82. When the driver is not gripping the steering wheel 82 and traveling the host vehicle M at a slow speed on a curved road and the driving assist device 100 determines that the driver is gripping the steering wheel 82, the driving assist device 100 accelerates the host vehicle M or suppresses the deceleration of the host vehicle M. Traveling on a curved road may be, for example, when the host vehicle M is traveling on a curved road (lane) and may also include, in addition to the above, when the host vehicle M starts to decelerate in order to enter a curved road.

[0063] For example, when the driver is gripping the steering wheel 82 while the host vehicle M is traveling on a curved road, the driving assistance device 100 causes the host vehicle M to travel according to a first speed plan, and when the driver is not gripping the steering wheel 82 while the host vehicle M is traveling on a curved road, the driving assistance device 100 causes the host vehicle M to travel according to a second speed plan. When the driver is not gripping the steering wheel 82 and the driving assistance device 100 is traveling according to the second speed plan, if the driving assistance device 100 determines that the driver is gripping the steering wheel 82, the driving assistance device 100 switches from the second speed plan to the first speed plan and causes the host vehicle M to travel based on the first speed plan. When the driver grips the steering wheel 82 while controlling the speed of the host vehicle M based on the second speed plan, the driving assistance device 100 decelerates or accelerates the host vehicle M to match the speed specified in the first speed plan. The first speed plan and the second speed plan are information indicating the change in speed of the host vehicle M when traveling on a curved road, and the second speed plan is a plan for causing the host vehicle M to travel at a slower speed than the first speed plan. Details of the speed adjustment control will be explained below.

[0064] 2 is a diagram illustrating speed adjustment control. The driving assistance device 100 provides first suggestion information to the driver via the HMI 30 before the driver reaches a curved road. The first suggestion information is, for example, that the road ahead is a curved road, and that gripping the steering wheel 82 will result in the host vehicle M slowing down when traveling on the curved road. When the host vehicle M reaches a position where deceleration should begin, the driving assistance device 100 decelerates the host vehicle M.

[0065] The deceleration rate and the speed of the host vehicle M described above are determined based on the driver's grip state of the steering wheel 82. For example, when the driver is gripping the steering wheel 82 (hands-on), the driving assistance device 100 decelerates the host vehicle M at a first deceleration rate. For example, when the driver is not gripping the steering wheel 82 (hands-off), the driving assistance device 100 decelerates the host vehicle M at a second deceleration rate. The second deceleration rate is a deceleration rate greater than the first deceleration rate. When the driver's hands are on, the host vehicle M travels at a faster speed than when the driver's hands are off.

[0066] In other words, the driving assistance device 100 determines the target speed depending on the grip state of the steering wheel 82. For example, the target speed when the hands are on is set higher than the target speed when the hands are off.

[0067] FIG. 3 is a diagram for explaining the driver's state and information provided via the HMI 30. For example, if the driver does not grip the steering wheel 82 in response to the first suggestion information, a first image IM1 is displayed and a first notification is output. The first image IM1 is information indicating that hands-off lane keeping control is being executed. The first notification NT1 is a notification that recommends hands-on driving by illuminating the light-emitting unit provided on the steering wheel 82 in a first manner.

[0068] For example, if the driver grips the steering wheel 82 in response to the first suggestion information, a second image IM2 is displayed in place of the first image IM1, and the output of the first notification NT1 is stopped. The second image IM2 is information indicating that hands-on lane keeping control is being executed as a result of the steering wheel 82 being gripped. The driving assistance device 100 also provides the driver with second suggestion information via the HMI 30 to notify only that the driver should decelerate for a curve. The second suggestion information is information indicating that the host vehicle M will decelerate in order to travel on a curved road. Thereafter, when the host vehicle M reaches the end or near the end of the curved road, the driving assistance control (hands-off lane keeping control) is continued or resumed.

[0069] [Relationship between operation and control when driving on a curved road] With reference to FIGS. 4 and 5, the control in the hands-on state (FIG. 4) and the control in the hands-off state (FIG. 5) when traveling on a curved road will be described.

[0070] 4 is a diagram (part 1) for explaining the speed adjustment control. Time T is the time when the driving assistance device 100 makes a hands-on proposal (the time when the first proposal information is provided). Time T is, for example, a time a predetermined number of seconds (e.g., 5, 6, or 7 seconds) before time T+2, which will be described later. Time T may also be a time a predetermined distance before time T+2.

[0071] If the driver puts his / her hands on the road at time T+1, the second proposal information is provided to the driver, and the driving assistance device 100 executes hands-on lane keeping control instead of hands-off lane keeping control. At time T+2, the driving assistance device 100 starts adjusting the speed of the host vehicle M to allow the host vehicle M to travel on the curved road. Time T+2 is, for example, the time when deceleration starts. Time T+2 is the timing when the host vehicle M reaches the entrance to the curved road or within a predetermined distance before the entrance. The entrance to the curve is, for example, the position where the road (lane) starts to curve or the position where the road has curved by more than a threshold. Time T+2 is a time according to a position determined based on the shape (curvature) of the curved road, the speed of the host vehicle M, the surrounding conditions, etc.

[0072] From time T+2 to time T+3, the driving assistance device 100 controls the speed based on a first speed plan. The first speed plan is a future speed transition to be adopted when the steering wheel 82 is gripped. The first speed plan is a plan in which the maximum load on the occupant when traveling on a curved road is less than a first degree. The load is, for example, acceleration. The load may be lateral acceleration on the occupant. The first degree is, for example, approximately 0.2 G to 0.3 G (e.g., 0.25 G).

[0073] At time T+3, the driving assistance device 100 executes hands-off lane keeping control instead of hands-on lane keeping control. Time T+3 is the time when the host vehicle M reaches the exit of the curved road or near the exit. The exit of the curve is, for example, a position where the road (lane) becomes straight, a position where the curvature of the road is less than a threshold, or a position set in advance in map information. After time T+3, hands-off lane keeping control is executed regardless of whether the driving is hands-on or hands-off.

[0074] FIG. 5 is a diagram (part 2) for explaining speed adjustment control. Differences from the explanation of FIG. 4 will be mainly explained. If the driver's hands are not on the vehicle after time T, the driving assistance device 100 continues to execute hands-off lane keeping control. From time T+2 to time T+3, the driving assistance device 100 controls the speed based on a second speed plan. The second speed plan is a future speed transition adopted when the steering wheel 82 is not gripped. The speed of the second speed plan is a plan for a speed transition that is lower than the speed of the first speed plan. The second speed plan is, for example, a plan in which the maximum load on the occupant when traveling on a curved road is less than a second degree. The second degree is, for example, approximately 0.1 G to 0.2 G (e.g., 0.15 G). When hands-off lane keeping control is continued as shown in FIG. 5, the information notified at time T continues to be displayed even after time T+2.

[0075] [Flowchart (part 1)] 6 is a flowchart (part 1) showing an example of the flow of processing executed by the driving assistance device 100. First, the curve determination unit 130 determines whether the host vehicle M is approaching a curved road where the radius of the curve (radius of a circle) is less than a threshold value, based on the position of the host vehicle M and map information (step S100). Approaching the host vehicle M means being located within a predetermined distance or reaching the curved road in a predetermined number of seconds. R being less than the threshold value means, for example, R being approximately 200 to 400. R being less than the threshold value means, for example, R being 300.

[0076] When the host vehicle M approaches a curved road whose radius is less than a threshold, the curve determination unit 130 determines whether the approaching curved road is a curved road where hands-off driving is possible (step S102). If the approaching curved road is not a curved road where hands-off driving is possible, the driving assistance device 100 requests the driver to perform a driving operation via the HMI 30 (S104). When this request is notified, the host vehicle M travels on the curved road in response to an operation by the driver.

[0077] Information indicating whether a curved road allows hands-off driving may be stored in map information, or the driving assistance device 100 may determine this based on the recognition results of the object recognition device 16. A curved road allows hands-off driving is a curved road where it is difficult to identify the path on which the vehicle M will travel, because it is difficult to identify the position of the vehicle M or it is difficult to recognize the road, lanes, and surrounding conditions based on the image captured by the camera 10. If the radius of the curved road is less than a threshold value that is smaller than a threshold value (if the curve is sharp), it may be determined that the curved road does not allow hands-off driving.

[0078] If the approaching curved road is a curved road where hands-off driving is possible, the driving assistance device 100 determines whether the speed of the host vehicle M deviates by a predetermined speed or more from the speed at which the host vehicle M would travel on the curved road in a hands-off state (S106). If the deviation is not by the predetermined speed or more, the driving assistance device 100 adjusts the speed of the host vehicle M to the speed at which the host vehicle M would travel on the curved road in a hands-off state, based on the timing at which the speed adjustment is started (S108). If the deviation is not by the predetermined speed or more as described above, the speed is already close to the speed at which the host vehicle M would travel on the curved road in a hands-off state (close to the speed of the second speed plan). Since the speed of the host vehicle M traveling according to the second speed plan for hands-off driving does not deviate from the occupant's perception, the speed of the host vehicle M is controlled as described above. For example, if there is traffic congestion or the speed of the vehicle ahead is slow, the speed of the host vehicle M may be close to the speed of the second speed plan. In this case, even if control is executed based on the second speed plan, the occupant will not feel uncomfortable or the speed may match the occupant's perception.

[0079] If the deviation is equal to or greater than the predetermined speed, the driving assistance device 100 notifies the driver of first proposal information indicating that deceleration will be suppressed by putting the hands on (S110). Next, the driving assistance device 100 determines whether the hands are on (S112). If the hands are on, the driving assistance device 100 adjusts the speed of the host vehicle M to a speed corresponding to the hands on (S114). The driving assistance device 100 controls the speed of the host vehicle M based on, for example, a first speed plan. If the hands are not on, the driving assistance device 100 adjusts the speed of the host vehicle M to a speed corresponding to the hands off (S116). The driving assistance device 100 controls the speed of the host vehicle M based on, for example, a second speed plan.

[0080] As described above, the driving assistance device 100 can control the speed of the vehicle M to a speed that suits the driver's sense, depending on how the driver grips the steering wheel 82.

[0081] When the host vehicle M is traveling on a curved road (a gently curved road) with a curve radius equal to or greater than a threshold value, the driving assistance device 100 may execute hands-off lane keeping control by controlling the host vehicle M at a speed that suits the driver's sense (without excessive deceleration). In this case, the speed of the host vehicle M may be controlled using the same speed plan whether the vehicle is hands-on or hands-off.

[0082] [Flowchart (part 2)] 7 is a flowchart (part 2) showing an example of the flow of processing executed by the driving assistance device 100. This processing is processing related to speed control in the case where the hands are on when the speed is adjusted based on the second speed plan for hands-off driving.

[0083] First, when the driving assistance device 100 starts adjusting the speed to travel on a curved road in a hands-off state (step S200), it determines whether or not the hands are on (S202). If the hands are on for a predetermined period, the driving assistance device 100 controls the speed of the host vehicle M to a speed corresponding to the hands-on state (speed based on the first speed plan) (step S204). If the hands are not on, the driving assistance device 100 controls the speed of the host vehicle M to a speed corresponding to the hands-off state (speed based on the second speed plan) (step S206). This ends the processing of one routine of this flowchart.

[0084] In the above example (as well as in the examples described below), an example has been described in which the driving assistance device 100 controls the speed depending on the driver's grip on the steering wheel 82. However, in addition to this (or alternatively), an automatic driving control device (not shown) may execute similar processing. The automatic driving control device controls the speed and steering of the host vehicle M without relying on the driver's operation. When traveling on a curved road, the automatic driving control device controls the speed depending on the driver's grip on the steering wheel 82. For example, when the driver grips the steering wheel 82, the automatic driving control device causes the host vehicle M to travel at a first deceleration, and when the driver does not grip the steering wheel 82, the automatic driving control device causes the host vehicle M to travel at a second deceleration (a speed lower than the first deceleration). In this way, the automatic driving control device can realize automatic driving that matches the occupant's sense during automatic driving, thereby improving the comfort of the occupant. The automatic driving device is an example of a "control device."

[0085] [Control according to the deviation between the target speed and the target speed] The driving assistance device 100 may execute the following control. The driving assistance device 100 acquires a target speed when traveling on a curved road located ahead of the host vehicle M, and determines whether a target speed, which is the speed of the host vehicle M or a set speed of an automatic speed control that automatically controls the speed of the host vehicle M (for example, a set speed of an ACC), is within a predetermined value of the target speed. If the target speed is within a predetermined value of the target speed, the driving assistance device 100 (information providing unit 180) suppresses the output of information from the HMI 30 (output device) that suggests to the driver of the host vehicle M that they hold the steering wheel of the host vehicle M. The suppression includes not outputting information and reducing the level of information output. The information providing unit 180 is an example of a "processing unit."

[0086] As described above, when the host vehicle M travels on a curved road in a gripped state where the driver grips the steering wheel, the driving assistance device 100 causes the host vehicle M to travel on the curved road at a first speed (e.g., a first speed plan), and when the host vehicle M travels on a curved road in a non-grip state where the driver does not grip the steering wheel, the driving assistance device 100 causes the host vehicle M to travel on the curved road at a second speed (e.g., a second speed plan) that is slower than the first speed. The target speed is the second speed corresponding to the non-grip state described above or a speed based on the second speed. The target speed may be the first speed corresponding to the gripped state described above or a speed based on the first speed, or may be another speed.

[0087] The driver recognition unit 120 determines whether or not the driver of the host vehicle M is gripping the steering wheel 82. The driver recognition unit 120 determines whether or not the driver is gripping the steering wheel 82 based on the detection result of the steering wheel grip sensor 86.

[0088] [flowchart] 8 is a flowchart showing an example of a flow of processing executed by the driving assistance device 100. First, the curve determination unit 130 determines, based on the position of the vehicle M and map information, whether the vehicle M has approached a curved road where the radius of the curve (the radius of the circle) is less than a threshold value (step S300).

[0089] When the host vehicle M approaches a curved road whose radius is less than a threshold, the curve determination unit 130 determines whether the approaching curved road is a curved road where hands-off driving is possible (step S302). If the approaching curved road is not a curved road where hands-off driving is possible, the driving assistance device 100 requests the driver to perform a driving operation via the HMI 30 (S304). When this request is notified, the host vehicle M travels on the curved road in response to an operation by the driver. Steps S300-S304 are the same processes as steps S100-S104.

[0090] If the approaching curved road is a curved road where hands-off driving is possible, the driving assistance device 100 determines whether the set speed of the ACC deviates from the hands-off target speed (e.g., the target speed of the second speed plan) by a first threshold or more (step S306). If the set speed of the ACC does not deviate from the hands-off target speed by a predetermined degree or more (if the difference between the set speed of the ACC and the hands-off target speed is small), the driving assistance device 100 suppresses the suggestion of hands-on driving and adjusts the speed of the host vehicle M to the speed when traveling on the curved road with hands-off driving, based on the timing of starting the speed adjustment (S308). Then, the processing of one routine of this flowchart ends. The first threshold is, for example, a speed between 10 km / h and 25 km / h, e.g., 15 km / h. In the above case, the host vehicle M travels on the curved road at the set speed of the ACC set by the driver or a speed close to the set speed, realizing a driving experience that is not uncomfortable for the driver. For this reason, the suggestion of hands-on driving is suppressed.

[0091] In addition, even if the set speed of the ACC is changed a predetermined distance before the entrance to the curved road or after passing the entrance, the driving assistance device 100 does not make a positive determination in step S306 and proceed to the processing of step S308.

[0092] If the set speed of the ACC deviates from the hands-off target speed by more than a first threshold (for example, if the set speed of the ACC is higher than the target speed and the difference between the set speed of the ACC and the hands-off target speed is large), the driving assistance device 100 determines whether the speed of the host vehicle M deviates from the hands-off target speed by more than a second threshold (step S310). The second threshold is, for example, a speed between 1 km / h and 10 km / h, e.g., 5 km / h. In the above case, the host vehicle M travels on the curved road at the speed of the host vehicle M or a speed close to the speed of the host vehicle M, thereby realizing driving that is natural for the driver. For this reason, suggestions for hands-on driving are suppressed.

[0093] As described above, the first threshold and the second threshold are different speeds. The second threshold is a speed lower than the first threshold. Note that the first threshold and the second threshold may be the same speed.

[0094] The speed of the host vehicle M is, for example, a speed derived based on the speed during a predetermined period of time in the past. The speed of the host vehicle M is, for example, an average speed or a moving average speed during a predetermined period of time in the past. This prevents an inappropriate determination from being made even if the speed of the host vehicle M changes instantaneously due to, for example, deceleration of a vehicle ahead.

[0095] If the speed of the host vehicle M deviates from the hands-off target speed by more than the second threshold (for example, if the speed of the host vehicle M is greater than the target speed and the difference between the speed of the host vehicle M and the hands-off target speed is large), the driving assistance device 100 notifies the driver of first proposal information indicating that deceleration will be suppressed by keeping the hands on (S312). Although the target speed in step S306 and the target speed in step S310 have been described as being the same speed, the two target speeds may be different. Furthermore, one or both of the two target speeds may be set to a speed different from the hands-off target speed.

[0096] Next, the driving assistance device 100 determines whether or not the hands are on (S314). If the hands are on, the driving assistance device 100 adjusts the speed of the host vehicle M to a speed corresponding to the hands-on state (S316). The driving assistance device 100 controls the speed of the host vehicle M based on, for example, a first speed plan. If the hands are not on, the driving assistance device 100 adjusts the speed of the host vehicle M to a speed corresponding to the hands-off state (S318). The driving assistance device 100 controls the speed of the host vehicle M based on, for example, a second speed plan. This completes the processing of one routine of this flowchart.

[0097] If the speed of the host vehicle M does not deviate from the hands-off target speed by more than the second threshold, the driving assistance device 100 refrains from making a hands-on suggestion and adjusts the speed of the host vehicle M to the speed when driving on a curved road with hands-off, based on the timing at which the speed adjustment is started (S320).

[0098] Next, the driving assistance device 100 determines whether or not the proposal conditions are satisfied (step S322). If the proposal conditions are satisfied, the process proceeds to step S312; if the proposal conditions are not satisfied, the process proceeds to step S320. The proposal conditions are conditions under which the speed of the host vehicle M can be increased. That is, after the driving assistance device 100 has restrained the HMI 30 from outputting information suggesting that the driver of the host vehicle M grip the steering wheel of the host vehicle M, if the driving assistance device 100 determines that the conditions under which the speed of the host vehicle M can be increased are satisfied while the host vehicle M is traveling on a curved road, the driving assistance device 100 causes the HMI 30 to output information suggesting that the driver of the host vehicle M grip the steering wheel of the host vehicle M.

[0099] The proposed conditions are some or all of the following (1)-(3). (1) There is space ahead of the host vehicle M to accelerate the host vehicle M and increase the speed of the host vehicle M. For example, this is a situation in which the traffic conditions change while the host vehicle M is traveling on a curved road, and the vehicle ahead no longer exists or the vehicle ahead has moved away from the host vehicle M. (2) The distance from the position of the vehicle M to the exit of the curved road is equal to or greater than a threshold. If the distance is less than the threshold, it is because the vehicle M has reached or is near the exit when a hands-on suggestion is made and the driver has put their hands on the road. (3) The target speed when the driver grips the steering wheel is greater than the speed (current speed) of the host vehicle M by a threshold value or more. In this case, the host vehicle M can be accelerated to increase its speed, thereby bringing the speed of the host vehicle M closer to the target speed.

[0100] When the suggestion conditions are met as described above, the driving assistance device 100 can provide the occupants of the vehicle M (e.g., the driver) with information appropriate to the situation by suggesting to the driver that the vehicle M accelerate and increase the speed of the vehicle M.

[0101] By the processing of the above flowchart, the driving assistance device 100 can provide information according to the situation to the occupants of the vehicle M. Note that some of the processing of the above flowchart may be omitted. For example, the processing of step S306 or step S310 may be omitted.

[0102] The processing of step S322 will be described with reference to Figures 9 and 10. As shown in Figure 9, for example, if the road is congested at time T, the speed of the host vehicle M may be slow and may not deviate from the target speed for hands-off. In this case, the processing proceeds to steps S320 and S322. Thereafter, as shown in Figure 10, it is assumed that at time T+1, the congestion eases, there is space ahead of the host vehicle M, the distance from the position of the host vehicle M to the exit of the curved road is equal to or greater than a threshold, and the target speed when the steering wheel is gripped is greater than the speed of the host vehicle M by equal to or greater than the threshold. In this case, the driving assistance device 100 suggests to the driver to put their hands on the road, and increases the speed of the host vehicle M when the driver puts their hands on the road.

[0103] As described above, the driving assistance device 100 can perform appropriate control in response to changes in the situation.

[0104] According to the embodiment described above, the driving assistance device 100 determines whether the speed of the host vehicle M or the target speed, which is the set speed of automatic speed control that automatically controls the speed of the host vehicle M, is within a predetermined value of the target speed, and if the target speed is within the predetermined value of the target speed, suggests to the driver of the host vehicle M to hold the steering wheel of the host vehicle M. In this way, the driving assistance device 100 can provide information according to the situation to the occupant of the host vehicle M.

[0105] The above-described embodiment can be expressed as follows. a storage device storing a program; a hardware processor; The hardware processor executes the program stored in the storage device, A process of obtaining a target speed when traveling on a curved road located ahead of the vehicle; a process of determining whether a target speed, which is a speed of the vehicle or a set speed of an automatic speed control that automatically controls the speed of the vehicle, is within a predetermined value with respect to the target speed; and when the target speed is within a predetermined value of the target speed, suppressing output of information from an output device indicating that the driver of the vehicle should grip the steering wheel of the vehicle. Control device.

[0106] The above describes the form for carrying out the present invention using an embodiment, but the present invention is not limited to such an embodiment, and various modifications and substitutions can be made within the scope that does not deviate from the gist of the present invention. [Explanation of symbols]

[0107] 1 Vehicle System 10 Camera 80 Driving controls 82 Steering wheel 100 Driving assistance device 110 Recognition part 120 Driver Recognition Unit 130 Curve Judgment Unit 140 Speed ​​control section 180 Information Provision Department

Claims

1. A target speed when traveling on a curved road located ahead of the vehicle is obtained, determining whether a target speed, which is a speed of the vehicle or a set speed of an automatic speed control that automatically controls the speed of the vehicle, is within a predetermined value with respect to the target speed; a processing unit that, when the target speed is within a predetermined value of the target speed, suppresses output of information indicating that the driver of the vehicle should grip a steering wheel of the vehicle from an output device; A control device comprising:

2. When the vehicle is traveling on the curved road with the driver gripping the steering wheel, the vehicle is caused to travel on the curved road at a first speed; a control unit that causes the vehicle to travel on the curved road at a second speed that is lower than the first speed when the vehicle travels on the curved road in an ungripped state in which the driver is not gripping the steering wheel; the target speed is the second speed corresponding to the non-grasping state or a speed based on the second speed; The control device according to claim 1 .

3. The processing unit determining whether the set speed is equal to or greater than a first predetermined value relative to the target speed; determining whether the speed of the vehicle is greater than or equal to a second predetermined value relative to the target speed; suppressing, when the set speed is not equal to or greater than a first predetermined value relative to the target speed, or when the speed of the vehicle is not equal to or greater than a second predetermined value relative to the target speed, outputting information indicating that the driver of the vehicle should grip the steering wheel of the vehicle from an output device; The first predetermined value and the second predetermined value are different speeds. The control device according to claim 2 .

4. The second predetermined value is a speed smaller than the first predetermined value. The control device according to claim 3 .

5. The speed of the vehicle is derived based on the speed during a predetermined period of time in the past. A control device according to any one of claims 1 to 4.

6. The processing unit After suppressing the output of information indicating that the driver of the vehicle should grip the steering wheel of the vehicle from an output device, when it is determined that a condition for increasing the speed of the vehicle is satisfied while the vehicle is traveling on the curved road, outputting information indicating that the driver of the vehicle should hold the steering wheel of the vehicle to an output device; A control device according to any one of claims 1 to 4.

7. The conditions are some or all of the following (1) to (3): (1) There is space in front of the vehicle to accelerate the vehicle and increase its speed; (2) The distance from the position of the vehicle to the exit of the curved road is equal to or greater than a threshold value; (3) The target speed when the steering wheel is gripped is greater than the target speed when the steering wheel is not gripped, and the target speed when the steering wheel is gripped is greater than the current speed of the vehicle by a threshold or more. The control device according to claim 6.

8. The processing unit When the target speed of the vehicle is greater than the target speed and is within a first predetermined value of the target speed, or when a set speed of an automatic speed control that automatically controls the speed of the vehicle is greater than the target speed and is within a second predetermined value of the target speed, suppressing the output of information from an output device that suggests to the driver of the vehicle that the driver should grip the steering wheel of the vehicle; When the target speed of the vehicle is greater than the target speed and exceeds a first predetermined value with respect to the target speed, and further, the set speed is greater than the target speed and exceeds a second predetermined value with respect to the target speed, output information indicating that a driver of the vehicle should hold the steering wheel of the vehicle from an output device. A control device according to any one of claims 1 to 4.

9. a first determination process for determining whether or not the speed of the vehicle is greater than a target speed when traveling on a curved road located ahead of the vehicle and exceeds a first predetermined value with respect to the target speed; a second determination process for determining whether a set speed of an automatic speed control that automatically controls the speed of the vehicle is greater than the target speed and exceeds a second predetermined value with respect to the target speed; a processing unit that executes a process of outputting information to a driver of the vehicle using an output device; When the vehicle is traveling on the curved road in a state where a driver of the vehicle is gripping a steering wheel of the vehicle, the vehicle is caused to travel on the curved road at a first speed; a control unit that, when the vehicle travels on the curved road in an ungripped state in which the driver is not gripping the steering wheel, causes the vehicle to travel on the curved road at a second speed that is lower than the first speed; Equipped with The processing unit When a result of the first determination process or a result of the second determination process is negative, suppressing output of information indicating that the driver of the vehicle should grip the steering wheel of the vehicle from an output device; When the result of the first determination process and the result of the second determination process are positive, output information indicating that a driver of the vehicle should grip the steering wheel of the vehicle, to an output device. Control device.

10. The control unit When the driver grips the steering wheel in response to the suggestion, the vehicle is driven along the curved road at the first speed; If the driver does not respond to the suggestion and does not grip the steering wheel, the vehicle is driven on the curved road at the second speed. The control device according to claim 9.

11. The computer A process of obtaining a target speed when traveling on a curved road located ahead of the vehicle; a process of determining whether a target speed, which is a speed of the vehicle or a set speed of an automatic speed control that automatically controls the speed of the vehicle, is within a predetermined value with respect to the target speed; a process of suppressing output of information indicating that the driver of the vehicle should grip the steering wheel of the vehicle, when the target speed is within a predetermined value of the target speed; A control method for performing

12. On the computer, A process of obtaining a target speed when traveling on a curved road located ahead of the vehicle; a process of determining whether a target speed, which is a speed of the vehicle or a set speed of an automatic speed control that automatically controls the speed of the vehicle, is within a predetermined value with respect to the target speed; a process of suppressing output of information indicating that the driver of the vehicle should grip the steering wheel of the vehicle, when the target speed is within a predetermined value of the target speed; A program to execute.

Images