Control device, control method, and program

Abstract

To provide useful information to the occupants of a vehicle (e.g., the driver). [Solution] The control device includes an acquisition unit that acquires the distance of a target section between a first curved road and a second curved road which is the next curved road after the first curved road, and a control unit that, when the distance of the target section between the first curved road and the second curved road is less than a predetermined distance and the driver of the vehicle is in an ungripped state and is not gripping the steering wheel while the vehicle is traveling on the first curved road, does not suggest that the vehicle travel on the second curved road at a first speed higher than the second speed if the driver grips the steering wheel, and when the distance of the target section is greater than or equal to a predetermined distance and the driver of the vehicle is in an ungripped state and is not gripping the steering wheel while the vehicle is traveling on the first curved road, suggests that the vehicle travel on the second curved road at a first speed higher than the second speed if the driver grips the steering wheel.

Description

Technical Field

[0006] ,

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

Background Art

[0002] In recent years, efforts to provide a sustainable transportation system that takes into account various situations have been intensifying. Toward this realization, research and development focused on further improving traffic safety and convenience through research and development of driving support technologies have been carried out. Conventionally, when driving on a curve, a vehicle driving control device that controls the target vehicle speed according to the gripping state of the steering wheel has been disclosed (see, for example, Patent Document 1). This driving control device prevents giving a sense of uneasiness to the vehicle occupants by the above control.

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0004] However, in the above driving control device, there are cases where useful information for the vehicle occupants cannot be provided. In the above driving control device, consideration for the occupants is not sufficient, and there are cases where the contribution to the development of a sustainable transportation system is not sufficient.

[0005] The present invention has been made in consideration of such circumstances, and one of its objectives is to provide a control device, a control method, and a program that can provide useful information for vehicle occupants. Subsequently, it is possible to contribute to the development of a sustainable transportation system by considering the occupants.

Means for Solving the Problems

[0006] <The control device, control method, and program according to this invention employ the following configuration. (1) A control device according to one aspect of the present invention includes: an acquisition unit that acquires the distance of a target section between a first curved road and a second curved road which is the next curved road after the first curved road; and a control unit that, when the distance of the target section between the first curved road and the second curved road is less than a predetermined distance, and the driver of the vehicle is in an ungripped state and is not gripping the steering wheel while the vehicle is traveling on the first curved road, does not suggest that the vehicle travel on the second curved road at a first speed higher than the second speed if the steering wheel is gripped; and when the distance of the target section is greater than or equal to a predetermined distance, and the driver is in an ungripped state and is not gripping the steering wheel while the vehicle is traveling on the first curved road, suggests that the vehicle travel on the second curved road at a first speed higher than the second speed if the steering wheel is gripped.

[0007] (2): In the embodiment of (1) above, the control unit proposes that when the distance of the target section is greater than or equal to a predetermined distance, and the driver is not gripping the steering wheel while the vehicle is traveling on the first curved road, the control unit will cause the vehicle to travel on the second curved road at a first speed higher than the second speed when the driver grips the steering wheel in the target section.

[0008] (3) A control method according to another aspect of the present invention involves a computer obtaining the distance of a target section between a first curved road and a second curved road which is the next curved road after the first curved road, and when the distance of the target section between the first curved road and the second curved road is less than a predetermined distance, if the driver of the vehicle is in an ungripped state and is not gripping the steering wheel while the vehicle is traveling on the first curved road, the computer does not suggest that the vehicle travel on the second curved road at a first speed higher than the second speed if the driver grips the steering wheel, and when the distance of the target section is greater than or equal to the predetermined distance, if the driver of the vehicle is in an ungripped state and is not gripping the steering wheel while the vehicle is traveling on the first curved road, the computer suggests that the vehicle travel on the second curved road at a first speed higher than the second speed if the driver grips the steering wheel.

[0009] (4) A program according to another aspect of the present invention causes a computer to perform the following processes: obtaining the distance of a target section between a first curved road and a second curved road which is the next curved road after the first curved road; and, when the distance of the target section between the first curved road and the second curved road is less than a predetermined distance, if the driver of the vehicle is in an ungripped state and is not gripping the steering wheel while the vehicle is traveling on the first curved road, not suggesting that the vehicle travel on the second curved road at a first speed higher than the second speed if the steering wheel is gripped; and when the distance of the target section is greater than or equal to a predetermined distance, if the driver of the vehicle is in an ungripped state and is not gripping the steering wheel while the vehicle is traveling on the first curved road, suggesting that the vehicle travel on the second curved road at a first speed higher than the second speed if the steering wheel is gripped. [Effects of the Invention]

[0010] According to embodiments (1)-(4), the control device, control method, or program can provide useful information to the occupants of the vehicle (e.g., the driver). For example, the control device provides the driver with information that takes into account the driver's judgment on the first curve. This helps the vehicle to perform a better driving maneuver on the second curve for the driver. [Brief explanation of the drawing]

[0011] [Figure 1] This is a diagram showing the configuration of a vehicle system 1 that utilizes a vehicle control system according to an embodiment. [Figure 2] This is a diagram illustrating speed control. [Figure 3] This is a diagram illustrating the driver's condition and the information provided via the HMI30. [Figure 4] This is a diagram (part 1) illustrating speed control. [Figure 5] This is a diagram (part 2) illustrating speed control. [Figure 6] This is a flowchart (part 1) showing an example of the processing flow performed by the driver assistance device 100. [Figure 7] This is a flowchart (part 2) showing an example of the processing flow performed by the driver assistance device 100. [Figure 8] This is a diagram illustrating the process in Scene 1A. [Figure 9] This is a diagram illustrating the process in Scene 1A. [Figure 10] This is a diagram illustrating the process in Scene 2A. [Figure 11] This is a diagram to explain the process in Scene 2B. [Figure 12] This is a diagram illustrating the process in Scene 3A. [Figure 13] This is a diagram to explain the process in Scene 3B. [Figure 14]It is a flowchart showing an example of the flow of processing executed by the driving support device 100. [Figure 15] It is a diagram for explaining each scenario.

Embodiment for Carrying out the Invention

[0012] <Embodiment> [Overall Configuration] FIG. 1 is a configuration diagram of a vehicle system 1 using a vehicle control system according to an embodiment. The vehicle on which the vehicle system 1 is mounted is, for example, a two-wheeled, three-wheeled, four-wheeled, or the like vehicle, and its drive source is an internal combustion engine such as a diesel engine or a gasoline engine, an electric motor, or a combination thereof. The electric motor operates using electric power generated by a generator connected to the internal combustion engine, or discharge electric power of a secondary battery or a fuel cell.

[0013] 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, a vehicle sensor 40, a navigation device 50, an MPU 60, a driver monitor camera 70, a driving operator 80, a driving support device 100, a traveling driving force output device 200, a brake device 210, and a steering device 220. These devices and apparatuses are connected to each other by a multiplex communication line such as a CAN (Controller Area Network) communication line, a serial communication line, a wireless communication network, or the like. The configuration shown in FIG. 1 is merely an example, and a part of the configuration may be omitted, or another configuration may be added. The driving support device 100 is an example of a "vehicle control device".

[0014] The camera 10 is a digital camera that uses a solid-state imaging device such as a CCD (Charge Coupled Device) or a CMOS (Complementary Metal Oxide Semiconductor). The camera 10 is attached to an arbitrary location of a vehicle (hereinafter referred to as the host vehicle M) on which the vehicle system 1 is mounted. When imaging the front, the camera 10 is attached to the upper part of the front windshield, the back surface of the rearview mirror, or the like. The camera 10 periodically and repeatedly images the surroundings of the host vehicle M, for example. The camera 10 may be a stereo camera.

[0015] The radar device 12 radiates radio waves such as millimeter waves to the surroundings of the host vehicle M and detects radio waves (reflected waves) reflected by an object to detect at least the position (distance and azimuth) of the object. The radar device 12 is attached to an arbitrary location of the host vehicle M. The radar device 12 may detect the position and speed of an object by an FM-CW (Frequency Modulated Continuous Wave) method.

[0016] The LIDAR 14 irradiates light (or electromagnetic waves with a wavelength close to light) to the surroundings of the host vehicle M and measures scattered light. The LIDAR 14 detects the distance to the target based on the time from light emission to light reception. The irradiated light is, for example, pulsed laser light. The LIDAR 14 is attached to an arbitrary location of the host vehicle M.

[0017] The object recognition device 16 performs sensor fusion processing on the detection results obtained by 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 result to the driving support device 100. The object recognition device 16 may output the detection results of the camera 10, the radar device 12, and the LIDAR 14 to the driving support device 100 as they are. The object recognition device 16 may be omitted from the vehicle system 1.

[0018] The communication device 20 communicates with other vehicles in the vicinity of its own vehicle M, or with various server devices via a wireless base station, for example, by using a cellular network, Wi-Fi network, Bluetooth®, DSRC (Dedicated Short Range Communication), etc.

[0019] The HMI30 presents various information to the occupants of the vehicle M and accepts input operations from the occupants. The HMI30 includes various display devices, speakers, buzzers, touch panels, switches, keys, etc. The HMI30 is equipped with a display device. The display device (display unit) is a display device, so-called multi-information display, that displays various information about the vehicle M, such as a speedometer showing the vehicle's speed or a tachometer showing the rotational speed of the internal combustion engine of the vehicle M, and is located in the center of the instrument panel of the vehicle M.

[0020] The vehicle sensor 40 includes a vehicle speed sensor for detecting the speed of the vehicle M, an acceleration sensor for detecting acceleration, a yaw rate sensor for detecting angular velocity around the vertical axis, and an orientation sensor for detecting the orientation of the vehicle M.

[0021] 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 an HDD (Hard Disk Drive) or flash memory. The GNSS receiver 51 determines the position of the vehicle M based on signals received from GNSS satellites. The position of the vehicle M may be determined or supplemented by an INS (Inertial Navigation System) that utilizes the output of vehicle sensors 40. The navigation HMI 52 includes a display device, speaker, touch panel, keys, etc. The navigation HMI 52 may be partially or completely shared with the HMI 30 described above. The route determination unit 53 determines, for example, a route (hereinafter referred to as the route on the map) from the position of the vehicle M determined by the GNSS receiver 51 (or any input position) to the destination input by the occupant using the navigation HMI 52, by referring to the first map information 54. The first map information 54 is, for example, information in which the road shape is represented by links indicating roads and nodes connected by those 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 implemented, for example, by the functions of a terminal device such as a smartphone or tablet held by an occupant. The navigation device 50 may transmit the current location and destination to the navigation server via the communication device 20 and obtain a route equivalent to the route on the map from the navigation server.

[0022] 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 map route provided by the navigation device 50 into multiple blocks (for example, every 100m with respect to the vehicle's direction of travel) and determines a recommended lane for each block by referring to the second map information 62. The recommended lane determination unit 61 makes decisions such as which lane from the left the vehicle should travel in. If there is a branching point on the map route, the recommended lane determination unit 61 determines a recommended lane so that the vehicle M can travel along a reasonable route to proceed to the branching point.

[0023] 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 also 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.

[0024] The driver monitor camera 70 is a digital camera that uses a solid-state image sensor such as a CCD or CMOS. The driver monitor camera 70 is mounted at any location in the vehicle M in a position and orientation that allows it to capture the head of the occupant (hereinafter referred to as the driver) seated in the driver's seat of the vehicle M from the front (in a direction that captures the face). For example, the driver monitor camera 70 is mounted on top of a display device located 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 M, including the driver, taken from its mounted position, to the driver assistance device 100.

[0025] The driver control elements 80 include, for example, a steering wheel 82, as well as turn signal control switches, an accelerator pedal, a brake pedal, a shift lever, and other controls. Sensors are attached to the driver control elements 80 to detect the amount of operation or whether or not an operation is performed, and the detection results are output to the driver assistance device 100, or to 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 in shape and may take the form of an irregularly shaped steering wheel, a joystick, buttons, etc. A steering grip sensor 86 is attached to the steering wheel 82.

[0026] The steering grip sensor 86 can be implemented using, for example, a capacitive sensor or a piezoelectric element. The steering grip sensor 86 detects whether or not the driver is gripping the steering wheel 82. Gripping means that the driver is holding the steering wheel 82, or that the hands are in contact with the steering wheel 82 and a force greater than a predetermined degree is being applied to the steering wheel 82.

[0027] The steering grip sensor 86 may detect gripping based on images captured by a camera, or detect gripping using optical methods such as radar equipment (methods that do not require contact with the sensor).

[0028] The driver 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 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), ASIC (Application Specific Integrated Circuit), FPGA (Field-Programmable Gate Array), or GPU (Graphics Processing Unit), or by the cooperation of software and hardware. The program may be stored in advance in a storage device (a storage device equipped with a non-transient storage medium) such as the HDD or flash memory of the driver assistance device 100, or it 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 driver assistance device 100 when the storage medium (non-transient storage medium) is mounted on the drive device.

[0029] The recognition unit 110 recognizes the position and state, such as speed and acceleration, of objects around the vehicle M based on information input from the camera 10, radar device 12, and 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 axis) 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 it may be represented by a region. The "state" of an object may include the object's acceleration, jerk, or "action state" (for example, whether or not it is changing lanes or attempting to change lanes).

[0030] The recognition unit 110 recognizes, for example, the lane in which the vehicle M is traveling. For example, the recognition unit 110 recognizes the driving lane by comparing the road marking pattern (for example, an arrangement of solid and dashed lines) obtained from the second map information 62 with the road marking pattern around the vehicle M recognized from the image captured by the camera 10. The recognition unit 110 may also recognize the driving lane by recognizing not only road markings, but also road boundaries (road boundaries) including road markings, shoulders, curbs, median strips, guardrails, etc. In this recognition, the position of the vehicle M obtained from the navigation device 50 and the processing results by INS may also be taken into consideration. The recognition unit 110 recognizes stop lines, obstacles, red lights, toll booths, and other road events.

[0031] When recognizing a driving lane, the recognition unit 110 recognizes the position and orientation of the vehicle M relative to the driving lane. For example, the recognition unit 110 may recognize the deviation of the vehicle M's reference point from the center of the lane, and the angle it makes with a line connecting the centers of the lanes in the direction of travel, as the relative position and orientation of the vehicle M relative to the driving lane. Alternatively, the recognition unit 110 may recognize the position of the vehicle M's reference point relative to any side edge of the driving lane (road marking or road boundary), as the relative position of the vehicle M relative to the driving lane.

[0032] The driver recognition unit 120 detects whether the driver is in a predetermined state based on the image captured by the driver monitor camera 70. The predetermined state is a state in which hands-off lane keeping control, described later, can be performed. Hands-off means that the driver is not holding the steering wheel 82, and hands-on means that the driver is holding the steering wheel 82. A state in which hands-off lane keeping control can be performed means that the driver is monitoring the area ahead (or around the vehicle M). Monitoring the area ahead means, for example, that the driver is monitoring the area ahead so that the driver can quickly take over control of the vehicle M from the vehicle system 1 to the driver's operation of the vehicle M. Monitoring the area ahead means, for example, that the driver's gaze is directed forward.

[0033] The curve determination unit 130 determines the position of the vehicle M in the map information based on the map information (first map information 54 or second map information 62) which includes information about lanes and the position of the vehicle M. The map information includes information that indicates the characteristics of the road and the driving lane. Information that indicates characteristics is, for example, the radius of the curve (curve radius). Information that indicates characteristics may also include information that indicates whether the curved road is a curved road on which the "speed adjustment control" described later can be performed. The curved road may include the curved road and the road within a predetermined distance from that road. For example, the area within a predetermined distance is the area corresponding to the position where the vehicle M decelerates when entering the curve.

[0034] The speed control unit 140 automatically controls the driving force output device 200 and the brake device 210, without relying on driver input, to automatically control the speed of the vehicle M. The speed control unit 140 performs what is known as ACC (Adaptive Cruise Control).

[0035] 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 limit, or a speed predetermined according to the road, for example, when there are no other vehicles in front of the vehicle M and within a predetermined distance from the vehicle M.

[0036] The speed control unit 140 automatically controls the driving force output device 200 and the brake device 210, without driver intervention, to follow another vehicle, for example, if another vehicle is located in front of the vehicle M and within a predetermined distance from the vehicle M. Following means that the vehicle M drives while maintaining a position behind the other vehicle and at a predetermined distance from it. The speed control unit 140 also performs speed adjustment control, which will be described later.

[0037] The lane keeping control unit 150 controls the steering device 220 to prevent the vehicle M from deviating from its lane. For example, the lane keeping control unit 150 controls the steering device 220 so that the vehicle M travels in the center or near the center of the lane recognized by the recognition unit 110. Hereinafter, this control may be referred to as "lane keeping control". The lane keeping control unit 150 performs both hands-on lane keeping control and hands-off lane keeping control.

[0038] Hands-on lane keeping control is a control system 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 performed are less stringent than the conditions under which hands-off lane keeping control can be performed. For example, hands-on lane keeping control is performed when the speed of the vehicle M is above a predetermined speed and the driver is monitoring the road ahead.

[0039] Hands-off lane keeping control is a control system that is performed when the driver is not gripping the steering wheel 82 (when the steering grip sensor 86 does not detect that the steering wheel 82 is being gripped). Hands-off lane keeping control can be performed, for example, when the following conditions are met: the speed of the vehicle M is above a predetermined speed, the vehicle M is traveling on a predetermined road (for example, a road or type of road that has been set in advance as being capable of performing hands-off lane keeping control), and the driver is monitoring the road ahead. Hands-off lane keeping control is performed when the driver is monitoring the road ahead, and is not performed or is stopped when the driver is not monitoring the road ahead.

[0040] The conditions under which hands-on lane keeping control and hands-off lane keeping control can be performed, as described above, are examples, and other conditions (for example, the vehicle M following the vehicle in front) may be included, or some conditions may be omitted. The conditions under which hands-on lane keeping control can be performed are less stringent than the conditions under which hands-off lane keeping can be performed (and the conditions under which hands-off lane keeping control can be performed are stricter than the conditions under which hands-on lane keeping can be performed).

[0041] The lane change control unit 160 automatically changes the vehicle M's lane. The lane change control unit 160 changes the vehicle M's lane based on the destination and route set by the occupants, and the recommended lane output to the MPU 60. For example, the lane change control unit 160 changes the lane if a lane change is necessary to reach the destination. When hands-off lane keeping control is running and the driver gives a lane change instruction, the lane change control unit 160 automatically changes the vehicle M's lane (ALC; Auto Lane Change). The instruction to change the lane is the operation of the lever part of the turn signal control switch. For example, when the driver operates the lever part in the direction they want the vehicle M to change lanes, the vehicle M changes lanes in the direction corresponding to the operation. The instruction to change the lane may be an operation other than the operation of the lever part of the turn signal control switch. For example, a lane change may be performed when a predetermined operation button is pressed.

[0042] The lane change control unit 160 will perform a lane change if, for example, the following conditions are met. These conditions include, for example, that there are no obstacles in the lane to be changed to, that the lane change will not interfere with other vehicles in the vicinity, that it is not a lane change prohibited zone (there are no road markings or signs prohibiting lane changes), that the lane to be changed to is recognized (it actually exists), that the yaw rate detected by the vehicle sensor 40 is below a threshold, and that the radius of curvature of the road being traveled is greater than or equal to a predetermined value. The conditions for performing a lane change may include other conditions, and some conditions may be omitted.

[0043] The lane change control unit 160 may, for example, execute a lane change on the condition that the driver is gripping the steering wheel 82 (that the steering grip sensor 86 detects that the driver is gripping the steering wheel 82).

[0044] The planning unit 170 generates a plan for the vehicle M to travel to a destination set by the occupants. In principle, the planning unit 170 drives the vehicle in the recommended lane determined by the recommended lane determination unit 61, and further generates a target trajectory for the vehicle M to travel in the future, automatically (without driver intervention) in order to respond to the surrounding conditions of the vehicle M. The target trajectory may include, for example, a speed element. For example, the target trajectory is represented as a sequence of points (trajectory points) that the vehicle M should reach. The trajectory points are points that the vehicle M should reach at predetermined travel distances (e.g., a few meters), and separately, target speed and target acceleration at predetermined sampling times (e.g., a few tenths of a second) are generated as part of the target trajectory. The trajectory points may also be the positions that the vehicle M should reach at each sampling time. In this case, the target speed and target acceleration information is represented by the intervals between trajectory points.

[0045] The planning unit 170 works in conjunction 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 drive the vehicle M along a target trajectory. For example, while the driver of the vehicle M is monitoring the area around the vehicle M, the planning unit 170 generates a plan for the vehicle M's actions so that the speed control unit 140 controls the vehicle M's speed, 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 planning unit 170 generates a plan in which the vehicle M is driven by the driver's operation in the first section and by the driver assistance device 100 in the second section, and drives the vehicle M in conjunction 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 according to the plan.

[0046] The information provision unit 180 outputs the status of the vehicle M and various information related to driving assistance to the HMI in the form of voice or images.

[0047] The driving force output device 200 outputs driving force (torque) to the drive wheels for the vehicle M to move. The driving force output device 200 includes, for example, a combination of an internal combustion engine, an electric motor, and a transmission, and an ECU that controls them. The ECU controls the above configuration according to information input from the speed control unit 140 or information input from the driver control unit 80.

[0048] The braking system 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 according to information input from the speed control unit 140 or from the driver control unit 80, so that brake torque corresponding to the braking operation is output to each wheel.

[0049] The steering device 220 includes, for example, a steering ECU and an electric motor. The electric motor, for example, applies force to a rack and pinion mechanism to change the direction of the steering wheels. The steering ECU drives the electric motor to change the direction of the steering wheels according to information input from the lane keeping control unit 150 or the lane change control unit 160, or from the driver control input 80.

[0050] [Speed ​​adjustment control] The driver assistance device 100 controls the speed of its own vehicle M according to the driver's grip on the steering wheel 82 when it is performing driver assistance control and driving on a curved road. Driver assistance control is a control in which the speed control unit 140 controls the speed of the vehicle M and the lane keeping control unit 150 performs lane keeping control while the driver is monitoring the area around the vehicle M. For example, when the vehicle M is driving on a curved road and the driver is not gripping the steering wheel 82, the driver assistance device 100 drives the vehicle M at a lower speed than when the driver is gripping the steering wheel 82. When the driver is not gripping the steering wheel 82 and the vehicle M is driving on a curved road at a low speed, and the device determines that the driver is gripping the steering wheel 82, the device accelerates the vehicle M or suppresses the deceleration of the vehicle M. Driving on a curved road may, for example, be driving on a curved road (lane), or it may also include the time when the vehicle M starts to decelerate in order to enter a curved road.

[0051] For example, when the vehicle M is traveling on a curved road and the driver is gripping the steering wheel 82, the driver assistance device 100 drives the vehicle M according to the first speed plan, and when the vehicle M is traveling on a curved road and the driver is not gripping the steering wheel 82, the driver assistance device 100 drives the vehicle M according to the second speed plan. When the driver assistance device 100 is driving the vehicle M according to the second speed plan and the driver is not gripping the steering wheel 82, and it determines that the driver is gripping the steering wheel 82, it switches from the second speed plan to the first speed plan and drives the vehicle M according to the first speed plan. When the driver assistance device 100 is controlling the speed of the vehicle M according to the second speed plan and the driver grips the steering wheel 82, it decelerates or accelerates the vehicle M to match the speed of the vehicle M to the speed specified in the first speed plan. The first and second speed plans provide information indicating the changes in the vehicle M's speed when traveling on a curved road. The second speed plan is a plan to drive the vehicle M at a lower speed than the first speed plan. The details of the speed adjustment control are described below.

[0052] Figure 2 is a diagram illustrating speed control. The driver assistance device 100 provides the driver with first suggested information via the HMI 30 before reaching a curved road. The first suggested information includes, for example, that there is a curved road ahead and that gripping the steering wheel 82 will slow down the vehicle M when traveling on the curved road. When the vehicle M reaches the position where it should begin to decelerate, the driver assistance device 100 slows down the vehicle M.

[0053] The deceleration ratio and the speed of the vehicle M described above are determined based on the driver's grip on the steering wheel 82. For example, if the driver is gripping the steering wheel 82 (hands-on), the driver assistance device 100 decelerates the vehicle M at the first deceleration ratio. For example, if the driver is not gripping the steering wheel 82 (hands-off), the driver assistance device 100 decelerates the vehicle M at the second deceleration ratio. The second deceleration ratio is greater than the first deceleration ratio. When the driver is hands-on, the vehicle M travels at a faster speed than when the driver is hands-off.

[0054] In other words, the driver assistance device 100 determines the target speed according to the gripping state of the steering wheel 82. For example, the target speed when hands are on is set higher than the target speed when hands are off.

[0055] Figure 3 is a diagram illustrating the driver's state and the information provided via the HMI 30. For example, if the driver does not grip the steering wheel 82 in accordance with the first proposed information, the first image IM1 is displayed and the first notification is output. The first image IM1 is information indicating that hands-off lane keeping control is being performed. The first notification NT1 is a notification that recommends hands-on driving by having a light-emitting part provided on the steering wheel 82 emit light in a first manner.

[0056] For example, if the driver grips the steering wheel 82 in accordance with the first suggestion information, the second image IM2 is displayed instead of the first image IM1, and the output of the first notification NT1 stops. The second image IM2 is information indicating that hands-on lane keeping control is being performed because the steering wheel 82 has been gripped. The driver assistance device 100 also provides the driver with second suggestion information via the HMI 30, notifying them only that they should slow down for a curve. The second suggestion information indicates that the vehicle M is slowing down to travel on a curved road. Subsequently, when the vehicle M reaches the end or near the end of the curved road, the driver assistance control (hands-off lane keeping control) is continued or resumed.

[0057] [Relationship between operation and control when driving on a curved road] Referring to Figures 4 and 5, we will explain the control when driving on a curved road, specifically the hands-on control (Figure 4) and the hands-off control (Figure 5).

[0058] Figure 4 is a diagram (part 1) illustrating speed adjustment control. Time T is the time when the driver assistance device 100 made a hands-on suggestion (the time when the first suggestion information is provided). Time T is, for example, a predetermined number of seconds before time T+2, which will be described later (for example, 5 seconds, 6 seconds, 7 seconds, etc.). Time T may also be a predetermined distance before time T+2.

[0059] If the driver takes hands-on action at time T+1, second suggested information is provided to the driver, and the driver assistance device 100 performs hands-on lane keeping control instead of hands-off lane keeping control. At time T+2, the driver assistance device 100 begins adjusting the speed of the vehicle M in order to drive the vehicle M along the curved road. Time T+2 is, for example, the time when deceleration begins. Time T+2 is the timing when the vehicle M reaches the entrance of 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) begins to curve or the position where the road curves beyond a threshold. Time T+2 is a time corresponding to the position determined based on the shape (curvature) of the curved road, the speed of the vehicle M, the surrounding conditions, etc.

[0060] From time T+2 to time T+3, the driver assistance device 100 controls the speed based on the first speed plan. The first speed plan is a future speed progression adopted when the steering wheel 82 is held. The first speed plan is, for example, a plan in which the maximum load on the occupants when driving on a curved road is less than the first degree. The load is, for example, acceleration. The load may also be lateral acceleration on the occupants. The first degree is, for example, about 0.2G to 0.3G (e.g., 0.25G).

[0061] At time T+3, the driver assistance system 100 switches from hands-on lane keeping control to hands-off lane keeping control. Time T+3 is the time when the vehicle M reaches the exit or near the exit of a curve. The exit of a curve is, for example, the position where the road (lane) becomes straight, the position where the curvature of the road falls below a threshold, or a position pre-set in the map information. From time T+3 onward, hands-off lane keeping control is performed whether hands-on or hands-off.

[0062] Figure 5 is a diagram (part 2) illustrating speed adjustment control. The explanation will focus on the differences from the explanation in Figure 4. If hands-on control is not performed after time T, the driver assistance device 100 continues to perform hands-off lane keeping control. From time T+2 to time T+3, the driver assistance device 100 controls the speed based on the second speed plan. The second speed plan is the future speed progression adopted when the steering wheel 82 is not being held. The speed in the second speed plan is a planned speed progression that is smaller than the speed in the first speed plan. For example, the second speed plan is a plan in which the maximum load on the occupants when driving on a curved road is less than the second degree. The second degree is, for example, about 0.1G to 0.2G (for example, 0.15G). If hands-off lane keeping control is continued as shown in Figure 5, the information notified at time T will continue to be displayed even after time T+2.

[0063] [Flowchart (Part 1)] Figure 6 is a flowchart (part 1) showing an example of the processing flow performed by the driver 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 is approaching a curved road where the radius of the curve (R) is less than a threshold (step S100). Approaching means being within a predetermined distance or reaching the curved road after a predetermined number of seconds. For example, R being less than a threshold means that R is approximately 200 to 400. For example, R being less than a threshold means that R is 300.

[0064] When approaching a curved road with a radius (R) 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 support device 100 requests driving operations from the driver via the HMI 30 (S104). When this request is notified, the vehicle M travels along the curved road based on the driver's operation.

[0065] Information indicating whether a curved road is suitable for hands-off driving may be stored in map information, or the driving assistance device 100 may determine it based on the recognition results of the object recognition device 16. A curved road suitable for hands-off driving is one in which it is difficult to determine the road on which the vehicle M is traveling, such as when it is difficult to pinpoint the position of the vehicle M, or when it is difficult to recognize the road, lanes, and surrounding conditions based on the images captured by the camera 10. A curved road may be determined not to be suitable for hands-off driving if its radius (R) is less than a threshold (i.e., it is a sharp curve).

[0066] If the approaching curve is a curve where hands-off driving is possible, the driver assistance device 100 determines whether the speed of the vehicle M deviates by a predetermined speed or more from the speed at which the vehicle would travel on the curve in a hands-off state (S106). If the deviation is not by a predetermined speed or more, the driver assistance device 100 adjusts the speed of the vehicle M to the speed at which the vehicle would travel on the curve in a hands-off state, based on the timing at which speed adjustment begins (S108). As described above, if the deviation is not by a predetermined speed or more, the speed is already close to the speed at which the vehicle would travel on the curve in a hands-off state (close to the speed of the second speed plan). Even if the vehicle M travels at the hands-off second speed plan, there is no discrepancy with the occupant's perception, so the speed of the vehicle M is controlled as described above. For example, if there is a traffic jam or the vehicle in front is traveling slowly, the speed of the vehicle M may be close to the speed of the second speed plan. In this case, even if control is performed based on the second speed plan, the occupant will not feel any discomfort, or it will match the occupant's perception.

[0067] If the speed deviates by more than a predetermined speed, the driver assistance device 100 notifies the driver of first proposed information indicating that deceleration can be suppressed by applying hands-on control (S110). Next, the driver assistance device 100 determines whether or not hands-on control has been applied (S112). If hands-on control has been applied, the driver assistance device 100 adjusts the speed of the vehicle M to a speed corresponding to the hands-on control (S114). The driver assistance device 100 controls the speed of the vehicle M based on, for example, a first speed plan. If hands-on control has not been applied, the driver assistance device 100 adjusts the speed of the vehicle M to a speed corresponding to hands-off control (S116). The driver assistance device 100 controls the speed of the vehicle M based on, for example, a second speed plan.

[0068] As described above, the driver assistance device 100 can control the speed of its own vehicle M to a speed that matches the occupant's perception, according to the driver's grip on the steering wheel 82.

[0069] Furthermore, when the vehicle M is traveling on a curved road with a radius (R) greater than or equal to a threshold (a gentle curve), the driver assistance system 100 may control the vehicle M at a speed that matches the driver's perception (without excessive deceleration) and perform hands-off lane keeping control. In this case, the speed of the vehicle M may be controlled using the same speed plan whether hands-on or hands-off.

[0070] [Flowchart (Part 2)] Figure 7 is a flowchart (part 2) showing an example of the processing flow performed by the driver assistance device 100. This process relates to speed control when hands-on driving occurs while the speed is being adjusted based on the second speed plan for hands-off driving.

[0071] First, when the driver assistance device 100 begins adjusting the speed to drive on a curved road while hands-off (step S200), it determines whether hands-on driving has occurred (S202). If hands-on driving occurs within a predetermined period, the driver assistance device 100 controls the speed of the vehicle M to a speed corresponding to hands-on driving (speed based on the first speed plan) (step S204). If hands-on driving does not occur, the driver assistance device 100 controls the speed of the vehicle M to a speed corresponding to hands-off driving (speed based on the second speed plan) (step S206). This completes the processing of one routine in this flowchart.

[0072] In the above example (and the example described later), an example was described in which the driver assistance device 100 controls the speed according to the driver's grip on the steering wheel 82. In addition to this, an automatic driving control device (not shown) may perform similar processing. The automatic driving control device controls the speed and steering of the vehicle M independently of the driver's operation. When driving on a curved road, the automatic driving control device controls the speed according to the driver's grip on the steering wheel 82. For example, if the driver grips the steering wheel 82, the automatic driving control device drives the vehicle M at a first deceleration, or if the driver does not grip the steering wheel 82, it drives the vehicle M 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 occupants' senses in automatic driving, thereby improving occupant comfort. The automatic driving device is an example of a "control device".

[0073] [Control when traveling between the first and second curves] The driver assistance device 100 drives the vehicle M at a first speed plan if the driver is holding the steering wheel 82 on the first curved road C1, and drives the vehicle M at a second speed plan that is slower than the first speed plan if the driver is not holding the steering wheel 82 on the first curved road C1.

[0074] The driver recognition unit 120 determines whether the driver of the vehicle M was gripping the steering wheel 82 while traveling on the first curved road C1. The driver recognition unit 120 determines whether the steering wheel 82 was being gripped based on the detection result of the steering grip sensor 86. If the driver was gripping the steering wheel 82, the information provision unit 180 causes the HMI 30 (output device) to output first information for the target section between the first curved road C1 and the second curved road C2, which is the next curved road after the first curved road C1 that the vehicle M is scheduled to travel on. If the driver was not gripping the steering wheel 82, the information provision unit 180 causes the HMI 30 (output device) to output second information different from the first information for the target section. The information provision unit 180, or the combined function of the information provision unit 180 and the speed control unit 140, is an example of a "control unit".

[0075] The target section is a pre-set section, a straight section, or a section where the curvature of the road (or lane) is below a threshold. The driving assistance device 100 may identify the target section by referring to map information, or it may identify the target section based on the recognition results of the recognition unit 110.

[0076] The first information is, for example, different from information suggesting that the driver grip the steering wheel 82. The first information is, for example, information indicating that the vehicle M will travel at a reduced speed on the second curved road C2. The second information is, for example, information suggesting that the driver grip the steering wheel 82. The second information is, for example, information indicating that if the driver grips the steering wheel 82, the vehicle M will travel at a greater speed on the second curved road C2 than if the driver were not gripping the steering wheel 82.

[0077] In the above embodiment, the length of the target section may also be considered. The curve determination unit 130 obtains the length of the target section. The driver recognition unit 120, the curve determination unit, or a combination of the driver recognition unit and the curve determination unit 130 is an example of a "processing unit".

[0078] The information providing unit 180 outputs different information to the HMI 30 (output device) while the vehicle M is traveling through the target section, based on the distance of the target section. When the target section is within the distance of the first distance, or within the distance of the third distance which is longer than the second distance which is longer than the first distance, the information providing unit 180 outputs the same information to the HMI 30 in the target section, regardless of whether the steering wheel 82 is being held or not. When the target section is within the distance of the second distance, the information providing unit 180 outputs third information to the HMI 30 when the steering wheel 82 is being held, and outputs fourth information which is different from the third information to the HMI 30 when the steering wheel 82 is not being held.

[0079] The third piece of information is different from the information suggesting that the driver grasp the steering wheel 82. The fourth piece of information is the information suggesting that the driver grasp the steering wheel 82.

[0080] [Processing when the target section is within the first distance] (Scene 1A) Figure 8 is a diagram illustrating the process in scenario 1A. Assume that the vehicle M travels along the first curved road C1, the target section TS, and the second curved road C2 in that order. For example, assume that ACC is set before entering the first curved road C1. Assume that the driver is not holding the steering wheel 82 before the vehicle M enters the first curved road C1. Before the vehicle M enters the first curved road C1, the driver assistance device 100 provides the driver with image IM11 using the HMI 30. Image IM11 is an image that includes information indicating that the speed of the vehicle M will be suppressed on the curved road, and information (proposed information) indicating that if the steering wheel 82 is held, the vehicle M will travel along the first curved road C1 at a higher speed than if the steering wheel 82 is not held.

[0081] Assume the driver is gripping the steering wheel 82 just before the first curve C1. At this time, the driver assistance device 100 provides the driver with image IM12 using the HMI 30. Image IM12 is an image that contains information indicating that the speed of the vehicle M should be reduced on the curve.

[0082] After the vehicle M has passed the first curved road C1, when the vehicle M enters (or before entering) the target section, the driver assistance device 100 provides the driver with an image IM12 using the HMI 30. The target section is a distance of less than or equal to the first distance. The first distance is, for example, 100m, 150m, or several hundred meters. The first distance, the second distance (described later), and the third distance may be variable depending on the speed of the vehicle M.

[0083] After the vehicle M has passed the second curve C2, the driver assistance device 100 controls the vehicle M so that it continues to travel at a preset speed even if the driver takes their hands off the steering wheel 82.

[0084] For example, if the driver takes their hands off the steering wheel 82 in the target section, (1) the vehicle M may be controlled to maintain the target speed in the non-grip state on the second curve C2, or (2) the vehicle M may be controlled to maintain the target speed in the grip state on the second curve C2. In these cases, after the vehicle M passes the first curve C1, the driver assistance device 100 controls the vehicle M in the target section to bring its speed close to the target speed set for the second curve C2 (target speed in the grip state or target speed in the non-grip state), without increasing the speed of the vehicle M to the set speed set in ACC. The same applies to scenario 2A described later.

[0085] For example, in the case of (2) above, the driver assistance device 100 may notify the driver of an image or sound prompting them to grasp the steering wheel. If the steering wheel is not grasped even after this notification, the driver assistance device 100 may terminate the driver assistance and switch control to manual driving. The same applies to scenario 2A described later.

[0086] (Scene 1B) Figure 9 is a diagram illustrating the process in Scene 1A. The explanation will focus on the differences from Figure 8. Assume that the driver is not holding the steering wheel 82 before the first curve C1. At this time, the driver assistance device 100 provides the driver with the image IM12 using the HMI 30.

[0087] After the vehicle M has passed the first curved road C1, when the vehicle M enters the target section (or before entering it), the driver assistance device 100 provides the driver with the image IM12 using the HMI 30.

[0088] For example, if the driver grips the steering wheel 82 in the target section or the second curved road C2, (3) the vehicle M may be controlled to maintain the target speed in the gripped state in the second curved road C2, or (4) the vehicle M may be controlled to maintain the target speed in the ungripped state in the second curved road C2. In these cases, after the vehicle M passes the first curved road C1, in the target section, the driver assistance device 100 controls the vehicle M so as to bring its speed close to the target speed set for the second curved road C2 (the target speed in the gripped state or the target speed in the ungripped state) without increasing the speed of the vehicle M to the set speed set in the ACC.

[0089] In scenarios 1A and 1B described above, the driver assistance device 100 does not propose that the vehicle M travel along the second curve C2 using the first speed plan in the target section, thus reducing the inconvenience of notifications to the driver.

[0090] [Processing when the target section is within the second distance] When the target section is within the second distance and the driver is gripping the steering wheel 82, the driver assistance device 100 outputs to the HMI 30 the information that was output to the HMI 30 while driving on the first curved road C1, or information of the same type as the information that was output to the HMI 30 while driving on the first curved road C1, in the target section (see Scene 2A). Information of the same type is information indicating that the speed of the vehicle M should be suppressed in order to drive on the curved road. Specifically, this is image IM12.

[0091] When the target section is within the second distance and the driver is not gripping the steering wheel 82, the driver assistance device 100 outputs a different type of information to the HMI 30 in the target section than the information output to the HMI 30 while driving on the first curve C1 (see Scene 2B). The different type of information is, for example, information indicating that when the driver grips the steering wheel 82, the driver assistance device 100 will increase the speed of the vehicle M when driving on the second curve C2 compared to when the driver is not gripping the steering wheel 82. Specifically, this is shown in image IM11.

[0092] (Scene 2A) Figure 10 is a diagram illustrating the process in scenario 2A. The explanation will focus on the differences from Figure 8. Assume that the driver is gripping the steering wheel 82 before the first curve C1. At this time, the driver assistance device 100 provides the driver with the image IM12 using the HMI 30.

[0093] After the vehicle M has passed the first curved road C1, when the vehicle M enters (or before entering) the target section, the driver assistance device 100 provides the driver with an image IM12 using the HMI 30. The target section is a second distance that is longer than the first distance. The second distance is, for example, several hundred meters, which is longer than the first distance. The second distance is a predetermined distance, for example, 100m or more and less than 300m.

[0094] After the vehicle M has passed the second curve C2, the driver assistance device 100 controls the vehicle M so that it continues to travel at a preset speed even if the driver takes their hands off the steering wheel 82.

[0095] (Scene 2B) Figure 11 is a diagram illustrating the process in scenario 2B. The explanation will focus on the differences from Figure 10. Assume that the driver is not holding the steering wheel 82 before the first curve C1. At this time, the driver assistance device 100 provides the driver with image IM12 using the HMI 30.

[0096] After the vehicle M passes the first curved road C1, when the vehicle M enters (or before entering) the target section, the driver assistance device 100 provides the driver with image IM11 using the HMI 30. For example, in the target section, the driver assistance device 100 controls the vehicle M so that its speed approaches the set speed (e.g., the ACC set speed) set for the target section. In scenario 2B, in the target section, information indicating that the speed of the vehicle M is suppressed on the second curved road C2, as shown in image IM12, does not need to be provided to the driver.

[0097] For example, if the driver grips the steering wheel 82 in the target section or the second curve C2, the driver assistance device 100 controls the vehicle M at the target speed (the target speed of the first speed plan) while gripping the steering wheel in the second curve C2.

[0098] As described above, the driver assistance system 100 respects the driver's judgment on the first curve C1 and allows the vehicle M to travel through the complex curve. Furthermore, in scenario 2B, the driver assistance system 100 again asks the driver for their opinion regarding the speed plan, so the vehicle M travels through the second curve C2 in a manner that better suits the driver's preference. In scenarios 2A and 2B described above, the driver assistance system 100 proposes that the vehicle M travel through the second curve C2 with the first speed plan in the target section, thereby improving convenience for the driver.

[0099] [Handling when the target section is within the third distance] (Scene 3A) Figure 12 is a diagram illustrating the process in scenario 3A. The explanation will focus on the differences from Figure 10. Assume that the driver is gripping the steering wheel 82 before the first curve C1. At this time, the driver assistance device 100 provides the driver with image IM12 using the HMI 30.

[0100] After the vehicle M has passed the first curved road C1, when the vehicle M enters (or before entering) the target section, the driver assistance device 100 provides the driver with an image IM11 using the HMI 30. The target section is a third distance that is longer than the first and second distances. The third distance is, for example, several hundred meters, which is longer than the second distance. The third distance is a predetermined distance, for example, 300m or more.

[0101] For example, if the driver takes their hands off the steering wheel 82 in the target section, the driver assistance device 100 controls the vehicle M so that its speed approaches the set speed (e.g., the ACC set speed) set for the target section. In scenario 3A, the driver does not need to be provided with information indicating that the speed of the vehicle M is suppressed on the second curved road C2, as shown in image IM12, in the target section.

[0102] (Scene 3B) Figure 13 is a diagram illustrating the processing in Scene 3B. The explanation will focus on the differences from Figure 12. After the vehicle M passes the first curved road C1, when the vehicle M enters (or before entering) the target section, the driver assistance device 100 provides the driver with image IM11 using the HMI 30. Other processing is the same as in Scene 3A.

[0103] In scenarios 3A and 3B described above, the driver assistance device 100 proposes that the vehicle M travel along the second curved road C2 at the first speed plan in the target section, thereby improving driver convenience.

[0104] As described above, the information to be provided to the driver may be determined by dividing the scope of the target section into three categories, or the information to be provided to the driver may be determined by dividing the scope of the target section into two or four or more categories.

[0105] For example, if the driver is gripping the steering wheel 82 on the first curved road C1, the driver assistance device 100 will drive the vehicle M at a first speed plan, and if the driver is not gripping the steering wheel 82 on the first curved road C1, the driver assistance device 100 will drive the vehicle M at a second speed plan that is slower than the first speed plan. If the target section is within a first range of a predetermined distance, the driver assistance device 100 will not propose driving the vehicle M at a third speed plan that is faster than the fourth speed plan on the second curved road if the driver is gripping the steering wheel 82 when the driver is not gripping the steering wheel 82, but if the target section is within a second range of a predetermined distance that is larger than the first range, the driver assistance device 100 will propose driving the vehicle M at a third speed plan on the second curved road when the driver is gripping the steering wheel 82 when the driver is not gripping the steering wheel 82.

[0106] If the driver grips the steering wheel 82 in accordance with the above suggestion, the driving assistance device 100 will drive the vehicle M on the second curved road at the third speed plan, and if the driver does not grip the steering wheel 82 in accordance with the above suggestion, the driving assistance device 100 will drive the vehicle M on the second curved road at the fourth speed plan.

[0107] The distance in the first range is, for example, the first distance. The distance in the second range is, for example, the second distance or the third distance. The distance in the first range may be, for example, the second distance, and the distance in the second range may be, for example, the third distance.

[0108] The contents of this embodiment can also be expressed as follows: The curve determination unit 130 obtains the distance of the target section between the first curved road C1 and the second curved road, which is the next curved road after the first curved road C1. When the distance of the target section between the first curved road C1 and the second curved road is less than a predetermined distance, the information provision unit 180 does not suggest that the vehicle M be driven on the second curved road at a third speed plan that is faster than the fourth speed plan if the driver of the vehicle M is not gripping the steering wheel 82 while the vehicle M is driving on the first curved road C1.

[0109] The information provision unit 180 suggests that if the distance of the target section is greater than or equal to a predetermined distance, and the driver is not gripping the steering wheel 82 while the vehicle M is traveling on the first curved road C1, gripping the steering wheel 82 will cause the vehicle M to travel on the second curved road at a third speed plan that is faster than the fourth speed plan.

[0110] Distances less than a predetermined distance are, for example, the first distance, and distances greater than or equal to the predetermined distance are, for example, the second distance or the third distance. Distances less than a predetermined distance may be, for example, the second distance, and distances greater than or equal to the predetermined distance may be, for example, the third distance.

[0111] [flowchart] Figure 14 is a flowchart illustrating an example of the processing flow performed by the driver assistance device 100. This processing is performed before the vehicle M enters the target section, or immediately after entering it.

[0112] First, the driver assistance device 100 derives the distance of the target section between the first curved road C1 and the second curved road C2 (step S300). The driver assistance device 100 acquires the driver's state on the first curved road C1 (step S302). The driver's state refers to whether the driver was gripping the steering wheel 82 or not on the first curved road C1. Next, the driver assistance device 100 performs control according to the distance and state of the target section (step S304). For example, in one of the scenes 1A to 3B described above, the driver assistance device 100 provides information to the driver in the target section according to the distance and state of the target section, or performs processing according to the driver's grip on the steering wheel 82. This completes the processing of one routine in this flowchart.

[0113] Figure 15 is a diagram illustrating each scenario. In scenario 1A, the driver assistance device 100 displays an image to the driver indicating "Vehicle speed will be reduced due to the curved road" before entering the second curved road C2. The same applies to scenarios 1B and 2A.

[0114] In scenario 2B, the driver assistance device 100 presents the driver with a "hands-on offer" image before entering the second curved road C2. The hands-on offer image shows that if the driver grips the steering wheel 82, the vehicle M will travel around the curved road at a higher speed than if the driver does not grip it. The same applies to scenarios 3A and 3B.

[0115] According to the embodiments described above, the driver assistance device 100 can provide useful information to the vehicle occupants (e.g., the driver) by, when the driver is in a gripping state and is gripping the steering wheel 82, causing the HMI 30 to output first information in the target section between the first curved road C1 and the second curved road C2, which is the next curved road after the first curved road C1 on which the vehicle M is scheduled to travel, and when the driver is in a non-grip state and is not gripping the steering wheel 82, causing the HMI 30 to output second information different from the first information in the target section.

[0116] The embodiments described above can be expressed as follows. A memory device that stores the program, Equipped with a hardware processor, The hardware processor executes the program stored in the memory device, It is determined whether the driver of the vehicle was holding the steering wheel while the vehicle was traveling on the first curved road. If the driver was holding the steering wheel, the output device will output the first information in the target section between the first curve and the second curve, which is the next curve after the first curve on which the vehicle is scheduled to travel. If the driver was not gripping the steering wheel (i.e., in a non-gripping state), the output device will output a second piece of information different from the first piece of information in the target section. A control device configured in such a way.

[0117] Although embodiments for carrying out the present invention have been described above using examples, the present invention is not limited in any way to these embodiments, and various modifications and substitutions can be made without departing from the spirit of the present invention. [Explanation of symbols]

[0118] 1. Vehicle System 10 Cameras 80. Driver control panel 82 Steering Wheel 100 Driving support devices 110 Recognition part 120 Driver recognition unit 130 Curve detection unit 140 Speed ​​control unit 180 Information Provision Department

Claims

1. An acquisition unit that acquires the distance of the target section between the first curved road and the second curved road, which is the next curved road after the first curved road, When the distance of the target section between the first curved road and the second curved road is less than a predetermined distance, If the vehicle is traveling along the first curved road and the driver of the vehicle is not gripping the steering wheel, it is not proposed that gripping the steering wheel would cause the vehicle to travel along the second curved road at a first speed higher than the second speed. When the distance of the aforementioned target section is greater than or equal to a predetermined distance, A control unit proposes that, when the vehicle is traveling along the first curved road and the driver is not gripping the steering wheel, the control unit will cause the vehicle to travel along the second curved road at a first speed higher than the second speed when the driver grips the steering wheel. A control device equipped with the following features.

2. The control unit, When the distance of the aforementioned target section is greater than or equal to a predetermined distance, If the vehicle is traveling along the first curved road and the driver is not gripping the steering wheel, it is proposed that in the target section, gripping the steering wheel will cause the vehicle to travel along the second curved road at a first speed higher than the second speed. The control device according to claim 1.

3. Computers The distance of the target section between the first curved road and the second curved road, which is the next curved road after the first curved road, is obtained. When the distance of the target section between the first curved road and the second curved road is less than a predetermined distance, If the vehicle is traveling along the first curved road and the driver of the vehicle is not gripping the steering wheel, it is not proposed that gripping the steering wheel would cause the vehicle to travel along the second curved road at a first speed higher than the second speed. When the distance of the aforementioned target section is greater than or equal to a predetermined distance, If the vehicle is traveling along the first curved road and the driver is not gripping the steering wheel, it is proposed that gripping the steering wheel will cause the vehicle to travel along the second curved road at a first speed higher than the second speed. Control method.

4. On the computer, A process to obtain the distance of the target section between the first curved road and the second curved road, which is the next curved road after the first curved road, When the distance of the target section between the first curved road and the second curved road is less than a predetermined distance, If the vehicle is traveling along the first curved road and the driver of the vehicle is not gripping the steering wheel, it is not proposed that gripping the steering wheel would cause the vehicle to travel along the second curved road at a first speed higher than the second speed. When the distance of the aforementioned target section is greater than or equal to a predetermined distance, If the vehicle is traveling along the first curved road and the driver is not gripping the steering wheel, the process proposes that the vehicle should be driven along the second curved road at a first speed higher than the second speed if the driver grips the steering wheel. A program to execute.

Images