Vehicle control device, vehicle control method, and program

Abstract

To control support control appropriately in accordance with behavior of a vehicle.SOLUTION: A vehicular control device comprises: an obtaining part that obtains curved road information concerning a curved road existing in a travelling direction of a vehicle; a determining part that determines whether the vehicle is changing a lane or not; and a control part that performs support control which is either or both of deceleration control of decelerating the vehicle so that speed of the vehicle gets close to target speed based on the curved road information and notification control of notifying that the speed of the vehicle gets close to the target speed, while the vehicle is running on a first lane connected to the curved roads in a section ranging from an entrance of the curved road to a position away by a predetermined distance from the entrance or while the vehicle is running on the curved road, where the control part controls operation of the support control or stoppage thereof in accordance with whether the vehicle is changing the lane or not while the vehicle is running on the section or running on the curved road.SELECTED DRAWING: Figure 1

Description

[Technical field]

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

[0002] In recent years, efforts to provide a sustainable transportation system that takes various situations into consideration have been accelerating. To achieve this, efforts are being made to further improve traffic safety and convenience through research and development of driving support technology. For example, a curve entry control device has been disclosed that includes a planned driving lane estimation means that estimates a planned driving lane at a forward branch before passing through the forward branch based on branch information, which is a branch of a road ahead of the vehicle, vehicle position information, and driving lane information, and a brake warning determination means that, when a curve that is the subject of a brake warning is detected ahead and the planned driving lane after the branch can be estimated by the planned driving lane estimation means, permits a brake warning, and determines whether to prohibit the brake warning in other cases (see, for example, Patent Document 1). This curve entry control device reduces the discomfort felt by the driver by performing control appropriate to the branch road of the main line that is actually traveled. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Patent No. 5668321 Summary of the Invention [Problem to be solved by the invention]

[0004] In the conventional device, the relationship between the vehicle behavior and the support control that performs one or both of the deceleration of the vehicle and the notification (or warning) to the driver of the vehicle is not taken into consideration. Therefore, it was sometimes impossible to appropriately control the support control according to the vehicle behavior.

[0005] The present invention has been made in consideration of the above circumstances, and has as its object to provide a vehicle control device, a vehicle control method, and a program capable of appropriately controlling the assistance control according to the behavior of the vehicle. For example, the assistance control can be activated (continued) or stopped according to the behavior of the vehicle, thereby assisting the driver in driving. In the end, it is possible to contribute to the development of a sustainable transportation system that takes into consideration the passengers. [Means for solving the problem]

[0006] The vehicle control device, the vehicle control method, and the program according to the present invention employ the following configuration. (1): A vehicle control device according to one embodiment of the present invention includes an acquisition unit that acquires curved road information regarding a curved road in the direction of travel of the vehicle; a determination unit that determines whether the vehicle is changing lanes; and a control unit that performs assistance control, which is one or both of deceleration control that decelerates the vehicle so as to bring the vehicle's speed closer to a target speed based on the curved road information and notification control that notifies the driver that the vehicle's speed is approaching the target speed, while the vehicle is traveling in a first lane connected to the curved road in a section from the entrance of the curved road to a predetermined distance before the entrance or while the vehicle is traveling on the curved road, and the control unit controls activation or stop of the assistance control depending on whether the vehicle is changing lanes while traveling on the section or on the curved road.

[0007] (2): In the above aspect (1), when the vehicle changes lanes while traveling on the first lane in the section into a second lane that does not connect to the curved road and is adjacent to the first lane, the control unit stops the assistance control.

[0008] (3): In the above aspect (1), when the vehicle changes lanes into the first lane while traveling in a second lane in the section that is adjacent to the first lane and does not connect to the curved road, the control unit activates the assistance control.

[0009] (4): In the above embodiment (2) or (3), when the vehicle is traveling on the first lane and reaches the start of the section, the vehicle is decelerated at a first deceleration rate, and when the vehicle further approaches the entrance to the curved road, the vehicle is decelerated at a second deceleration rate greater than the first deceleration rate.

[0010] (5): In the above aspect (4), after decelerating the vehicle at the first deceleration rate and before decelerating the vehicle at the second deceleration rate, the control unit begins to notify the driver of the vehicle that the curved road is approaching.

[0011] (6): In the above aspect (2) or (3), the judgment unit judges that the vehicle has changed lanes when the reference position of the vehicle reaches the second lane or a road dividing line separating the first lane and the second lane.

[0012] (7) In any of the above aspects (6), the reference position is set at or near the center of the vehicle in a width direction of the vehicle.

[0013] (8) In the above aspect (2) or (3), the determination unit determines the lane change based on the illumination state of a turn signal.

[0014] (9): In any of the aspects of (1) above, when the vehicle, while traveling on the first lane in the section, changes lanes into a third lane that connects to a curved road different from the curved road to which the first lane is connected and is adjacent to the first lane, the control unit performs the assistance control based on curved road information regarding the different curved road.

[0015] (10): In another aspect of the vehicle control method of the present invention, a computer acquires curve road information regarding a curve road in the direction of travel of the vehicle, determines whether the vehicle is changing lanes, and performs assistance control, which is one or both of deceleration control for decelerating the vehicle so that the speed of the vehicle approaches a target speed based on the curve road information and notification control for notifying the driver that the speed of the vehicle is approaching the target speed, while the vehicle is traveling in a first lane connected to the curve road in a section from the entrance of the curve road to a predetermined distance before the entrance or while the vehicle is traveling on the curve road, and controls activation or stop of the assistance control depending on whether the vehicle is changing lanes while traveling on the section or on the curve road.

[0016] (11): A program according to another aspect of the present invention causes a computer to obtain curved road information regarding a curved road in the direction of travel of a vehicle, determine whether the vehicle is changing lanes, and, while the vehicle is traveling in a first lane connected to the curved road in a section from the entrance of the curved road to a predetermined distance before the entrance or while the vehicle is traveling on the curved road, perform assistance control which is one or both of deceleration control which decelerates the vehicle so that the speed of the vehicle approaches a target speed based on the curved road information and notification control which notifies the user that the speed of the vehicle is approaching the target speed, and controls activation or deactivation of the assistance control depending on whether the vehicle is changing lanes while traveling on the section or on the curved road. Effect of the Invention

[0017] According to the aspects (1) to (11), the vehicle control device, the vehicle control method, and the program can appropriately control the assistance control depending on whether or not a lane change has occurred. For example, the assistance control can be activated (continued) or stopped depending on the behavior of the vehicle, thereby assisting the driver in driving.

[0018] According to the aspect (2), the vehicle control device can suppress deceleration when the vehicle changes lanes to a lane that does not connect to a curved road.

[0019] According to the aspect (3), the vehicle control device can appropriately decelerate the vehicle when the vehicle changes lanes into a lane that connects to a curved road.

[0020] According to the aspect (4), the vehicle control device can decelerate the vehicle at a first deceleration rate as an initial braking operation, and can inform the driver of what operation is required before decelerating the vehicle at a second deceleration rate, which is the main braking operation.

[0021] According to the aspect (5), the vehicle control device can inform the driver of what operation is required since the notification is given after the initial braking. Furthermore, since the notification is given at the above timing, the driver can be made to recognize what operation is required without fail while suppressing the driver from feeling that the notification is bothersome.

[0022] According to aspects (6) and (7), the vehicle control device can determine a lane change even if the driver does not use a turn signal, thereby assisting the driver in driving.

[0023] According to the aspect (8), the vehicle control device can determine a lane change early, and therefore can assist the driver by performing control in accordance with the lane change early.

[0024] According to the aspect (9), the vehicle control device can assist the driver in driving by appropriately controlling the vehicle even when the lane to which the lane is to be changed connects to a curved road. [Brief description of the drawings]

[0025] [Figure 1] 1 is a configuration diagram of a vehicle system 1 that utilizes a vehicle control system according to an embodiment. [Diagram 2] FIG. 13 is a diagram for explaining assistance control. [Diagram 3] FIG. 13 is a diagram for explaining a brake override. [Figure 4]FIG. 13 is a diagram for explaining the suspension of the assistance control due to a lane change. [Diagram 5] FIG. 13 is a diagram for explaining the operation of lane change assistance control. [Figure 6] 4 is a flowchart showing an example of a flow of processing executed by the driving assistance device 100. [Figure 7] 13 is a flowchart showing an example of the flow of processing executed by the support control unit 160. [Figure 8] 13 is a flowchart showing another example of the flow of the process executed by the support control unit 160. [Figure 9] 11 is a diagram for explaining a process when a lane to which a lane is to be changed connects to a curved road. FIG. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0026] DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS Hereinafter, embodiments of a vehicle control device, a vehicle control method, and a program according to the present invention will be described with reference to the drawings.

[0027] <Embodiment> [Overall configuration] 1 is a configuration diagram of a vehicle system 1 that utilizes 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, or four-wheeled 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 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.

[0028] 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 direction indicator 72, a driving operation element 80, a driving support device 100, a driving force output device 200, a brake device 210, and a steering device 220. These devices and equipment 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 some of the configuration may be omitted, or other configuration may be added. The driving support device 100 is an example of a "vehicle control device."

[0029] 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 an arbitrary location of a vehicle (hereinafter, vehicle M) in which the vehicle system 1 is mounted. When capturing an image of the front, the camera 10 is attached to the top of the front windshield, the back of the rearview mirror, or the like. The camera 10, for example, periodically and repeatedly captures images of the periphery of the vehicle M. The camera 10 may be a stereo camera.

[0030] 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 an arbitrary location of the vehicle M. The radar device 12 may detect the position and speed of an object by an FM-CW (Frequency Modulated Continuous Wave) method.

[0031] The LIDAR 14 irradiates light (or electromagnetic waves with a wavelength close to that of light) around the vehicle M 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, a pulsed laser light. The LIDAR 14 is attached to an arbitrary location of the vehicle M.

[0032] The object recognition device 16 performs sensor fusion processing on some or all of the detection results from 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 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.

[0033] The communication device 20 communicates with other vehicles in the vicinity of the vehicle M, or with various server devices via a wireless base station, for example, using a cellular network, a Wi-Fi network, Bluetooth (registered trademark), DSRC (Dedicated Short Range Communication), etc.

[0034] The HMI 30 presents various information to the occupant of the vehicle M and accepts input operations by the occupant. The HMI 30 includes various display devices, a speaker, a buzzer, a touch panel, switches, keys, etc. The HMI 30 is equipped with a display device. The display device (display unit) is, for example, a display device provided in the center of the instrument panel of the vehicle M, which displays various information on the vehicle M, such as a speedometer indicating the traveling speed of the vehicle M or a tachometer indicating the number of revolutions (rotation speed) of the internal combustion engine equipped in the vehicle M, a so-called multi-information display.

[0035] The vehicle sensor 40 includes a vehicle speed sensor that detects the speed of the vehicle M, an acceleration sensor that detects the acceleration, a yaw rate sensor that detects the angular velocity around a vertical axis, a direction sensor that detects the direction of the vehicle M, and the like.

[0036] 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 holds first map information 54 in a storage device such as a HDD (Hard Disk Drive) or a flash memory. The GNSS receiver 51 identifies the position of the vehicle M based on a signal received from a GNSS satellite. The position of the vehicle M may be identified or complemented by an INS (Inertial Navigation System) using the output of the vehicle sensor 40. The navigation HMI 52 includes a display device, a speaker, a touch panel, keys, and the like. The navigation HMI 52 may be partially or entirely shared with the above-mentioned HMI 30. The route determination unit 53, for example, determines a route (hereinafter, a route on a map) from the position of the vehicle M identified by the GNSS receiver 51 (or an arbitrary input position) to a destination input by a driver using the navigation HMI 52, with reference to the first map information 54. The first map information 54 is, for example, information in which road shapes are expressed by links indicating roads and nodes connected by the links. The first map information 54 may include road curvature and POI (Point Of Interest) information. The route on the map is output to the MPU 60. The navigation device 50 may perform route guidance using the navigation HMI 52 based on the route on the map. The navigation device 50 may be realized by, for example, a function of a terminal device such as a smartphone or tablet terminal owned by a passenger. The navigation device 50 may transmit a current position and a 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.

[0037] The MPU 60 includes, for example, a recommended lane determination unit 61, and holds second map information 62 in a storage device such as an HDD or a 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 a branch point is present on the route on the map, 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 branch point.

[0038] 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 a lane or information on a boundary between a lane. The second map information 62 may include road information, traffic regulation information, address information (address and postal code), facility information, telephone number information, and the like. The second map information 62 may be updated at any time by the communication device 20 communicating with another device. The second map information 62 includes information on the position of a curved road, the curvature of the curved road, the curve radius of the curved road, the gradient of the curved road, and the like. These pieces of information may be included in the first map information 54. In addition, the second map information 62 or the first map information 54 may include information indicating whether or not the curved road is a target of the assistance control described later.

[0039] The driver monitor camera 70 is, for example, a digital camera using a solid-state imaging element such as a CCD or a CMOS. The driver monitor camera 70 is attached to an arbitrary location in the vehicle M in a position and orientation that allows the head of an occupant (hereinafter, the driver) seated in the driver's seat of the vehicle M to be imaged from the front (in an orientation that images the face). For example, the driver monitor camera 70 is attached to an upper portion 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 the installed position to the driving assistance device 100.

[0040] The direction indicator 72 is controlled in response to an operation of an operating unit (not shown) by the driver. For example, when the driver performs an operation to cause the direction indicator 72 to blink, the direction indicator 72 blinks.

[0041] The driving operators 80 include, for example, a brake pedal 82, an accelerator pedal 84, a steering wheel, a turn signal switch, a shift lever, and other operators. The driving operators 80 are fitted with sensors that detect the amount of operation or the presence or absence of operation, and the detection results are output to the driving support 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 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 brake pedal sensor (BP sensor) 86 is attached to the brake pedal 82. An accelerator pedal sensor (AP sensor) 88 is attached to the accelerator pedal 84.

[0042] The BP sensor 86 detects the amount of operation corresponding to the driver's operation of the brake pedal 82. The AP pedal sensor 88 detects the opening degree of the accelerator pedal 84, which changes in response to the driver's operation of the accelerator pedal 84.

[0043] The driving support device 100 includes, for example, a recognition unit 110, a driver recognition unit 120, a curve determination unit 130, an operation information processing unit 140, a determination unit 150, a support control unit 160, and a storage unit 190. 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 cooperation between software and hardware. The program may be stored in advance in a storage device (a storage device having a non-transient storage medium) such as an 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 mounting the storage medium (non-transient storage medium) in a drive device. The curve determination unit 130 is an example of an acquisition unit, and the assistance control unit 160 is an example of a control unit.

[0044] The storage unit 190 is realized by, for example, a HDD, a flash memory, an EEPROM (Electrically Erasable Programmable Read Only Memory), a ROM (Read Only Memory), or a RAM (Random Access Memory).

[0045] 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 the 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 the 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 the object may include the acceleration or jerk of the object, or the "behavioral state" (for example, whether or not the object is changing lanes or is about to change lanes).

[0046] The recognition unit 110 recognizes, for example, the lane in which the vehicle M is traveling (driving lane). For example, the recognition unit 110 recognizes the driving lane by comparing a pattern of road dividing lines (for example, an arrangement of solid lines and dashed lines) obtained from the second map information 62 with a pattern of road dividing lines around the 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, median strips, guardrails, etc. In this recognition, the position of the 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.

[0047] When recognizing the travel lane, the recognition unit 110 recognizes the position and attitude of the vehicle M with respect to the travel lane. For example, the recognition unit 110 may recognize the deviation of the reference point of the vehicle M from the center of the lane and the angle with respect to a line connecting the centers of the lanes in the traveling direction of the vehicle M as the relative position and attitude of the vehicle M with respect to the travel lane. Alternatively, the recognition unit 110 may recognize the position of the reference point of the vehicle M with respect to either side end of the travel lane (a road division line or a road boundary) as the relative position of the vehicle M with respect to the travel lane.

[0048] 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 a hands-off lane keeping control, which will be described later, can be executed. Hands-off is a state in which the driver does not grip the steering wheel, and hands-on is a state in which the driver grips the steering wheel. A state in which the hands-off lane keeping control can be executed is a state in which the driver monitors the front (or the periphery of the vehicle M). Monitoring the front means, for example, that the driver monitors the front so that the driver can quickly take over from the control of the vehicle M by the vehicle system 1 to the operation of the vehicle M by the driver. Monitoring the front means, for example, that the driver's line of sight is directed forward. Whether the driver is hands-on or hands-off is determined based on the detection result of a grip sensor that detects the grip state of the steering wheel (not shown).

[0049] The curve determination unit 130 acquires curve road information regarding a curve road that exists in the traveling direction of the vehicle M. The curve road information is, for example, information regarding the position of the curve road, the shape of the curve road, etc. The curve determination unit 130 identifies the position of the curve road relative to the vehicle M based on, for example, the position of the vehicle M and the curve road information obtained from the second map information 62.

[0050] The operation information processing unit 140 acquires operation information related to an acceleration operation of the driver of the vehicle M. The operation information is, for example, information indicating an accelerator pedal opening degree output from the AP pedal sensor 88. The operation information processing unit 140 acquires operation information related to a deceleration operation of the driver of the vehicle M. For example, the operation information processing unit 140 acquires information indicating an operation amount of the brake pedal output from the BP sensor 86. The operation information processing unit 140 acquires, for example, an operation state of the driver with respect to equipment mounted on the vehicle M. For example, when the driver performs an operation to blink the direction indicator 72, the operation information processing unit 140 acquires information indicating that this operation has been performed.

[0051] The determination unit 150 determines whether or not the vehicle M is changing lanes. Details of this process will be described later.

[0052] The assistance control unit 160 assists the driver in controlling the vehicle M. For example, the assistance control unit 160 automatically controls the driving force output device 200 and the brake device 210 without relying on the driver's operation, and automatically controls the speed of the vehicle M. The assistance control unit 160 executes so-called ACC (Adaptive Cruise Control).

[0053] For example, when there are no other vehicles in front of vehicle M within a predetermined distance from vehicle M, the assistance control unit 160 automatically controls the driving force output device 200 and the brake device 210 without the driver's operation so that vehicle M travels at a speed set by the driver, the legal speed, or a speed that is preset in accordance with the road.

[0054] For example, when there is another vehicle ahead of the vehicle M within a predetermined distance from the vehicle M, the assistance control unit 160 automatically controls the driving drive 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 vehicle M travels behind the other vehicle while maintaining a position at a predetermined distance from the other vehicle.

[0055] The assistance control unit 160 controls the steering device 220 so that the vehicle M does not deviate from the driving lane. For example, the assistance control unit 160 controls the steering device 220 so that the vehicle M drives in the center or near the center of the driving lane recognized by the recognition unit 110. The assistance control unit 160 executes, for example, hands-off lane keeping control that can control the steering of the vehicle M in a state where the driver is not gripping the steering wheel, or hands-on lane keeping control that can control the steering of the vehicle M in a state where the driver is gripping the steering wheel.

[0056] The assistance control unit 160 automatically changes lanes of the vehicle M. For example, the assistance control unit 160 generates a trajectory for lane change and changes lanes of the vehicle M so that the vehicle M travels along the generated trajectory. The assistance control unit 160 changes lanes of the vehicle M (ALC; automatic lane change) based on a destination set by the occupant or a recommended lane output to the MPU 60.

[0057] The assistance control unit 160 may automatically change lanes of the vehicle M when a lane change instruction is given by the driver. The lane change instruction is the operation of a lever part of a turn signal operating switch. For example, when the driver operates the lever part in a direction in which the vehicle M wants to change lanes, the vehicle M changes lanes in a direction corresponding to the operation. The lane change instruction may be an operation different from the operation of the lever part of the turn signal operating switch. For example, a lane change may be performed when a specified operating button is pressed. A part or all of the control of the assistance control unit 160 described above may be omitted.

[0058] Furthermore, when entering a curved road or while traveling on a curved road, the assistance control unit 160 decelerates the vehicle M to a speed appropriate for the curved road and notifies the driver of the deceleration, thereby assisting the driver so that the vehicle M can travel smoothly on the curved road. Hereinafter, this control may be referred to as assistance control.

[0059] The driving force output device 200 outputs a driving force (torque) for driving the vehicle M to the driving wheels. The driving force output device 200 includes, for example, a combination of an internal combustion engine, an electric motor, a transmission, and an ECU that controls these. The ECU controls the above components according to information input from the assistance control unit 160 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 according to information input from assistance control unit 160 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 according to information input from the assistance control unit 160 or information input from the driving operator 80 to change the direction of the steered wheels.

[0062] [Assistive Control] The assistance control unit 160 performs assistance control, which is one or both of deceleration control for decelerating the vehicle M so that the speed of the vehicle M approaches a target speed based on curve road information and notification control for notifying the driver that the speed of the vehicle M approaches the target speed, while the vehicle M is traveling on the first lane connected to the curve road in a section from the entrance of the curve road to a predetermined distance before the entrance or while the vehicle M is traveling on the curve road. The assistance control is a process that is executed, for example, when the driving assistance device 100 does not automatically control the speed of the vehicle M (for example, the ACC is not operating) and the driver controls the speed of the vehicle M. The target speed is a speed that is determined by the shape of the curve road, the legal speed limit of the road on the curve road, and the like.

[0063] The target of the assistance control may be a curved road that satisfies a condition, for example, that the curve radius is within a predetermined range. The predetermined range is a curve radius that requires the vehicle M to decelerate when traveling.

[0064] The assistance control may be performed on the condition that the speed of the vehicle M is equal to or lower than a predetermined speed. The predetermined speed is a speed that does not deviate by more than a predetermined speed from the speed limit or recommended speed of the curved road or the roads before and after the curved road. The predetermined speed is, for example, a set speed (e.g., 30 km / h) added to the above-mentioned speed limit or recommended speed.

[0065] The assist control may be performed when the road surface condition meets a criterion. For example, the criterion means that no event that affects the braking operation, such as the road surface not being frozen, has occurred. For example, the recognition unit 110 may recognize the road surface condition based on the detection result of the object recognition device 16, or the driving assistance device 100 may recognize the road surface condition based on information provided by another device. The assist control may be performed when the gradient of the curved road is less than a threshold value.

[0066] Fig. 2 is a diagram for explaining the assistance control. When the vehicle M travels on the first lane and reaches the start point of the above-mentioned section, the assistance control unit 160 decelerates the vehicle M at a first deceleration rate, and when the vehicle M further approaches the entrance to the curved road, the assistance control unit 160 decelerates the vehicle M at a second deceleration rate greater than the first deceleration rate. After decelerating the vehicle M at the first deceleration rate and before decelerating the vehicle M at the second deceleration rate, the assistance control unit 160 starts a notification (for example, a first warning) to the driver of the vehicle M indicating that a curved road is approaching. Hereinafter, a specific description will be given with reference to Fig. 2.

[0067] Time T is the timing when vehicle M reaches position P a predetermined distance before the entrance of the curved road. The predetermined distance before is a position that is preset according to the target speed. For example, the greater the difference between the speed of vehicle M and the target speed, the farther the predetermined distance before is set from the entrance of the curved road. The predetermined distance before is set at a position that ensures the time for a preset notification, the time for a preset first warning, and the time for a preset second warning to be issued if brake override or accelerator override is not performed, as described below.

[0068] After passing position P, vehicle M passes positions P1, P2, and P3 in that order. The time when vehicle M reaches position P is time T, the time when vehicle M reaches position P1 is time T+1, the time when vehicle M reaches position P2 is time T+2, and the time when vehicle M reaches position P3 is time T+3. An entrance to a curved road is provided between positions P2 and P3. The entrance to a curved road is, for example, a position where a road (lane) starts to curve or a position where the road curves by more than a threshold value.

[0069] If the speed of the vehicle M is greater than the target speed at time T, the assistance control unit 160 notifies the driver and decelerates the vehicle M at a first deceleration rate. The notification is a notification that makes the driver aware of a curved road. The notification is, for example, a notification that the vehicle M approaches a curved road in a state where the speed of the vehicle M is greater than the target speed, or a notification to start assistance control that decelerates the vehicle M so that the speed of the vehicle M approaches the target speed. The notification is, for example, performed via the HMI 30. The notification may be a notification by an image, or a notification by sound or vibration (for example, vibrating the seat belt).

[0070] At time T+1, the assistance control unit 160 issues a first warning to the driver. The first warning is a warning to make the driver aware of the curved road. The first warning is, for example, a warning to the driver to decelerate the vehicle M so that the speed of the vehicle M approaches the target speed.

[0071] At time T+2, the assistance control unit 160 issues a second warning to the driver, decelerates the vehicle M at a second deceleration rate, and makes the speed of the vehicle M match the target speed at time T+3. The second deceleration rate is a deceleration rate greater than the first deceleration rate. The second warning is a warning to the driver to recognize the curved road. The second warning is a warning to the driver to decelerate the vehicle M so that the speed of the vehicle M approaches the target speed. The second warning is a warning with a stronger intensity than the first warning. A stronger warning is a warning in a manner that makes the driver feel the need to decelerate more. A stronger warning is, for example, a warning in which the assistance control unit 160 provides an image that encourages the driver to decelerate, outputs a louder sound, or applies a larger vibration to the driver.

[0072] As described above, the assistance control unit 160 provides assistance for the vehicle M to travel on a curved road. This can assist the driver's operation so that the vehicle M travels on a curved road smoothly at a target speed.

[0073] [Deceleration operation override] When the driver operates the brake pedal 82 to a predetermined degree or more while the assistance control is being performed, the assistance control unit 160 stops the assistance control and controls the brake device 210 in response to the driver's operation to decelerate the vehicle M. Hereinafter, this control may be referred to as brake override.

[0074] FIG. 3 is a diagram for explaining the brake override. The vehicle M is traveling on a first lane L1 that is connected to a curved road. The first lane L1 is a lane adjacent to a second lane L2 that is not connected to the curved road. Between time T and time T+2, the assistance control unit 160 decelerates the vehicle M at a first deceleration rate and issues a notification or a first warning via the HMI 30. The driver feels a change in gravity (vertical G) in the traveling direction of the vehicle M as the vehicle M decelerates, and further recognizes that a curved road is approaching due to the notification or the first warning via the HMI. When the driver operates the brake pedal 82 to a predetermined operation degree or more and for a predetermined time PT (for example, 2 seconds or 3 seconds) due to the above recognition, the assistance control is stopped at time T+2#. When the brake pedal 82 is operated as described above, the assistance control unit 160 assumes that the driver recognizes the curved road and is trying to decelerate the vehicle M to a speed appropriate for the curved road, and stops the assistance control. As a result, notifications and warnings are stopped, and further, deceleration control by the support control unit 160 is stopped.

[0075] For example, even if the driver is not aware of the curved road, the driver may reflexively operate the brake pedal 82 due to a notification or warning. In this case, brake override is not appropriate. In this embodiment, as described above, when the driver operates the brake pedal 82 to a predetermined degree or more for a predetermined time PT, the assist control is stopped, so that the driver can be made to recognize the curved road before brake override is established. In this way, the assist control unit 160 can stop the assist control at an appropriate timing.

[0076] [Assist control stopped due to lane change] The assistance control unit 160 controls activation or deactivation of assistance control depending on whether or not the vehicle M changes lanes while traveling in the above section (the section from the entrance of the curved road to a predetermined distance before the entrance). The start point of the above section is, for example, the position at time T. For example, the assistance control unit 160 stops assistance control when the vehicle M changes lanes to a second lane L2 that does not connect to a curved road and is adjacent to the first lane L1 while the vehicle M is traveling in a first lane L1 in the above section.

[0077] Fig. 4 is a diagram for explaining the suspension of the assistance control due to a lane change. As shown in Fig. 4, when the vehicle M changes from the first lane L1 to the second lane L2 in the above section (for example, at time T+2), the assistance control unit 160 stops the assistance control. In this case, the assistance control unit 160 stops the deceleration of the vehicle M, and further stops the notification or warning.

[0078] After the assistance control is stopped, the assistance control unit 160 may increase the acceleration in response to the driver's operation of the accelerator pedal 84, as in normal manual driving, or may suppress the acceleration as described below in [Access Override].

[0079] As described above, when the vehicle M changes lanes from the first lane L1 to the second lane L2, the assistance control unit 160 can stop assistance control to suppress deceleration and control the vehicle M so that the vehicle M can be controlled in accordance with the driver's intentions.

[0080] [Activation of lane change assistance control] The assistance control unit 160 controls activation or deactivation of assistance control depending on whether the vehicle changes lanes while traveling in the above section. When the vehicle M changes lanes to the first lane L1 while traveling in the second lane L2 that is adjacent to the first lane L1 and does not connect to a curved road in the above section, the assistance control unit 160 activates assistance control.

[0081] Fig. 5 is a diagram for explaining the operation of the assist control due to lane change. As shown in Fig. 5, when the vehicle M changes from the second lane L2 to the first lane L1 in the above section (for example, at time T+2), the assist control unit 160 activates the assist control. In this case, the assist control unit 160 decelerates the vehicle M and further activates a notification or an alarm.

[0082] After the lane change, the assistance control unit 160 controls the speed of the vehicle M based on curve road information of the curve road connecting to the first lane L1. For example, the assistance control unit 160 controls the speed of the vehicle M by decelerating the vehicle M so that the speed of the vehicle M approaches or reaches the target speed. The target speed is, for example, a speed obtained based on curve road information (curve radius and curve curvature), a speed set for the curve road, the legal speed limit of the curve road, etc.

[0083] As described above, when the vehicle M changes lanes from the second lane L2 to the first lane L1, the assistance control unit 160 can assist the vehicle M to travel smoothly along the curved road by activating assistance control and decelerating the vehicle according to the curved road.

[0084] 3 and 4, an example in which the vehicle M changes lanes before entering a curved road has been described, but in addition (or instead), when the vehicle M changes lanes while traveling on a curved road, activation or deactivation of the assistance control may be controlled in accordance with the characteristics of the lane to which the vehicle will change. For example, when the road has a shape that allows a lane change to an adjacent lane after entering a curved road, activation or deactivation of the assistance control may be controlled in accordance with the characteristics of the lane to which the vehicle will change, as described above.

[0085] [Lane change judgment] The determination unit 150 determines whether the vehicle M has changed lanes based on, for example, the position of the vehicle M and the position of a lane dividing line. The lane dividing line is a dividing line that divides a first lane L1 and a second lane L2. For example, the determination unit 150 determines that the vehicle M has changed lanes when the reference position of the vehicle M reaches the lane dividing line or when the reference position of the vehicle M passes over the lane dividing line. The reference position may be any position, or may be the center or near the center of the vehicle M in the vehicle width direction. The determination unit 150 determines whether the reference position has reached the lane dividing line based on, for example, the position of the lane dividing line recognized by the recognition unit 110 relative to the vehicle M.

[0086] The determination unit 150 can determine a lane change even if the driver does not use a turn signal, so that the assistance control unit 160 can reliably assist the driver in driving.

[0087] The determination unit 150 may determine a lane change based on the illumination state of the direction indicator 72. The determination unit 150 may determine that the vehicle M has changed lanes, for example, when the driver performs an operation to blink the direction indicator 72 or when the direction indicator 72 blinks due to an operation.

[0088] The determination unit 150 can determine a lane change early based on the operation of the direction indicator, so that the assistance control unit 160 can assist the driver by performing control according to the lane change early.

[0089] Alternatively, the judgment unit 150 may determine that the vehicle M has changed lanes when a predetermined percentage or more of the body of the vehicle M enters the lane to which the lane is to be changed, or may determine that the vehicle M has changed lanes when the driver operates the steering wheel to a predetermined degree or more to cause the vehicle M to change lanes.

[0090] The determination unit 150 may determine that the vehicle M has changed lanes when the above-mentioned multiple conditions are satisfied. For example, the determination unit 150 may determine that the vehicle M has changed lanes when the reference position of the vehicle M reaches a road dividing line and the turn indicator 72 flashes or an operation to cause the turn indicator 72 to flash is performed.

[0091] [Flowchart for assistance control] Fig. 6 is a flowchart showing an example of the flow of processing executed by the driving support device 100. The order of the processing in this flowchart may be changed, and some of the processing may be omitted (the same applies to the flowcharts in Figs. 7 and 8 described later).

[0092] First, the driving assistance device 100 determines whether or not a curved road exists a predetermined distance ahead from the position of the vehicle M (step S100). If a curved road exists, the driving assistance device 100 determines whether or not the curved road satisfies a condition (step S102). If the curved road satisfies a condition, the driving assistance device 100 determines whether or not the speed of the vehicle M satisfies a condition (step S104). If the determination in step S100, S102, or S104 is negative, the processing of one routine of this flowchart ends.

[0093] If the vehicle speed satisfies the condition, the driving support device 100 determines whether the vehicle M has reached a first position (e.g., position P in FIG. 2) (step S106). If the vehicle M has reached the first position, the driving support device 100 issues a notification (step S108) and decelerates the vehicle M at a first deceleration rate (step S110).

[0094] Next, the driving assistance device 100 determines whether the vehicle M has reached a second position (e.g., position P1 in FIG. 2) (step S112). If the vehicle M has reached the second position, the driving assistance device 100 issues a first warning (step S114). Next, the driving assistance device 100 determines whether the vehicle M has reached a third position (e.g., position P2 in FIG. 2) (step S116).

[0095] When the vehicle M reaches the third position, the driving support device 100 issues a second warning (step S118) and decelerates the vehicle M at a second deceleration rate (step S122). Next, it is determined whether the speed of the vehicle M has reached the target speed (step S122). When the speed of the vehicle M has not reached the target speed, the process returns to step S118. When the speed of the vehicle M has reached the target speed, the driving support device 100 stops the deceleration of the vehicle M (step S124). This ends the process of one routine of this flowchart.

[0096] As described above, when the vehicle M and the curved road satisfy the conditions, the driving assistance device 100 can assist the driver so that the vehicle M can travel on the curved road more smoothly by executing assistance control (steps S106-S124).

[0097] In the process of the above flowchart, if a brake override or an accelerator override is established, the assistance control is stopped.

[0098] [Flowchart for activating or stopping assistance control (part 1)] 7 is a flowchart showing an example of the flow of processing executed by the assistance control unit 160. This processing is processing performed when assistance control is not being executed. This processing corresponds to the processing shown in FIG.

[0099] First, the assistance control unit 160 determines whether the vehicle M is traveling in a lane adjacent to the lane that is the target of assistance control (step S200). If the vehicle M is traveling in the adjacent lane, the assistance control unit 160 determines whether a lane change has been made (step S202). If a lane change has not been made, the process returns to step S200.

[0100] When a lane change is performed (when a lane change is performed to a lane that is connected to a curved road and is the target of the assist control), the assist control unit 160 derives a target speed according to the curved road information of the curved road that connects to the lane to which the lane is to be changed (step S206). Next, the assist control unit 160 derives a deceleration rate according to the target speed (step S208), and decelerates the vehicle M at the derived deceleration rate (step S210). In this case, the vehicle M is controlled as shown in FIG. 5 above. This ends the processing of one routine of this flowchart.

[0101] As described above, when the vehicle M changes lanes from the second lane L2 to the first lane L1, the assistance control unit 160 can assist the vehicle M to travel smoothly along the curved road by activating assistance control and decelerating the vehicle according to the curved road.

[0102] [Flowchart for activating or stopping assistance control (part 2)] 8 is a flowchart showing another example of the flow of the process executed by the assistance control unit 160. This process is performed when assistance control is being executed. This process corresponds to the process shown in FIG.

[0103] First, the assist control unit 160 determines whether or not assist control is in progress (step S300). If assist control is in progress, the assist control unit 160 determines whether or not a lane change has been made (step S302). If a lane change has not been made, the process returns to step S300. If a lane change has been made, the assist control unit 160 determines whether or not the lane to which the lane is to be changed is a lane that is the target of the assist control (step S304).

[0104] If the lane to which the lane is to be changed is not a lane that is the target of the assistance control (if the lane to which the lane is to be changed is not connected to a curved road different from the curved road connected to the first lane L1), the assistance control unit 160 stops the assistance control (step S306). In this case, the vehicle M is controlled as shown in FIG. 4 described above. This ends the processing of one routine of this flowchart.

[0105] If the lane to which the lane is to be changed is a lane that is the target of the assist control (if the lane to which the lane is to be changed is connected to a curved road different from the curved road connected to the first lane L1), the assist control unit 160 derives a target speed according to the curved road information of the different curved road (step S308). Next, the assist control unit 160 derives a deceleration rate according to the target speed (step S310), and decelerates the vehicle M at the derived deceleration rate (step S312). In this case, the vehicle M is controlled as shown in FIG. 8, which will be described later. This ends the processing of one routine of this flowchart.

[0106] 9 is a diagram for explaining the process when the lane to which the lane is to be changed connects to a curved road. When the vehicle M changes lanes to a third lane L3 that connects to a second curved road different from the first curved road to which the first lane L1 is connected and is adjacent to the first lane L1 while the vehicle M is traveling on the first lane L1 in the above-mentioned section, the assistance control unit 160 performs assistance control based on curved road information regarding the second curved road. This process is an example of a process in which "the control unit controls the operation of the assistance control depending on whether or not the vehicle has changed lanes while traveling on the section or the curved road".

[0107] As shown in FIG. 9, when the vehicle M is traveling on the first lane L1 and decelerating to a target speed V1 according to the curve road information of the first curve road, if the vehicle M changes lanes from the first lane L1 to the third lane L3, the notification (or warning) and deceleration are continued. In other words, the assistance control is switched from assistance control for the first curve road to assistance control for the second curve road. When the vehicle M changes lanes to the third lane L3, the vehicle M is decelerated to a target speed V2 according to the second curve road. For example, when the curve radius of the second curve road is smaller than the curve radius of the first curve road, the target speed of the assistance control for the second curve road is smaller than the target speed of the assistance control for the first curve road. In FIG. 9, the driver performs a brake pedal override at time T+2#.

[0108] In the above example, the assist control for the first curved road may be stopped due to a lane change, and then the assist control for the second curved road may be activated. For example, the assist control unit 160 may notify the driver of the stop and start of the operation so that the driver recognizes that the curved road subject to the assist control has changed.

[0109] As described above, the assistance control unit 160 can assist the vehicle M to travel smoothly along a curved road by operating (continuing) assistance control according to the characteristics of the lane to which the vehicle is changing and by performing deceleration according to the curved road.

[0110] [others] The above-mentioned assistance control may be performed even when lane keeping control is being performed. Furthermore, the above-mentioned lane change may be a lane change by the ALC function. In this case, the assistance control may be stopped based on the relative position between the vehicle M and the road dividing line as described above, or the assistance control may be stopped when a lane change by the ALC function is instructed.

[0111] According to the embodiment described above, the assistance control unit 160 can appropriately control the assistance control by controlling the activation or deactivation of the assistance control depending on whether or not the vehicle M changes lanes while traveling in the above-mentioned section.

[0112] 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, Acquire curve information regarding a curve in the direction of travel of the vehicle; determining whether the vehicle is changing lanes; performing, while the vehicle is traveling on a first lane connected to the curved road in a section from an entrance of the curved road to a predetermined distance before the entrance, or while the vehicle is traveling on the curved road, an assistance control that is one or both of a deceleration control for decelerating the vehicle so that a speed of the vehicle approaches a target speed based on the curved road information and a notification control for notifying the driver that the speed of the vehicle will approach the target speed; While the vehicle is traveling on the section or the curved road, the vehicle control device controls whether the vehicle is changing lanes or not. The control device is configured as follows.

[0113] 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]

[0114] 1 Vehicle Systems 100 Driving support device 110 Recognition part 130 Curve Judgment Section 150 Judgment section 160 Support control section

Claims

1. An acquisition unit that acquires curved road information regarding a curved road present in a traveling direction of a vehicle; A determination unit that determines whether the vehicle is changing lanes; a control unit that performs assistance control including both deceleration control for decelerating the vehicle so as to bring the speed of the vehicle closer to a target speed based on the curved road information and notification control for notifying the driver that the speed of the vehicle is approaching the target speed while the vehicle is traveling on a first lane connected to the curved road in a section from an entrance of the curved road to a predetermined distance before the entrance or while the vehicle is traveling on the curved road, The control unit is When the vehicle is traveling on the first lane and has reached the start point of the section, the vehicle is decelerated at a first deceleration rate, and a notification is given to notify the vehicle that the speed of the vehicle is greater than the target speed, After decelerating the vehicle at the first deceleration rate and before decelerating the vehicle at a second deceleration rate greater than the first deceleration rate, initiate an alarm to notify a driver of the vehicle that the curved road is approaching; When the vehicle further approaches an entrance of the curved road, the vehicle is decelerated at the second deceleration rate; In the assistance control, when the driver operates the brake pedal to a predetermined degree or more and for a predetermined period of time or more due to the deceleration or notification, it is determined that the driver has recognized the curved road, and the assistance control is stopped, or In the assistance control, when the vehicle changes lanes into a second lane that does not connect to the curved road and is adjacent to the first lane, the assistance control is stopped. Vehicle control device.

2. The determination unit determines that the vehicle has changed lanes when a reference position of the vehicle reaches the second lane or a road dividing line dividing the first lane and the second lane. The vehicle control device according to claim 1 .

3. The reference position is set at or near the center of the vehicle in a vehicle width direction. The vehicle control device according to claim 2 .

4. The determination unit determines the lane change based on a lighting state of a direction indicator. The vehicle control device according to claim 2 .

5. The control unit is When the vehicle is traveling on the first lane in the section and the vehicle changes lanes into a third lane that is connected to a curved road different from the curved road to which the first lane is connected and is adjacent to the first lane, the assistance control is performed based on curved road information regarding the different curved road. The vehicle control device according to any one of claims 1 to 4.

6. The computer Acquire curve information regarding a curve in the direction of travel of the vehicle; determining whether the vehicle is changing lanes; performing, while the vehicle is traveling on a first lane connected to the curved road in a section from an entrance of the curved road to a predetermined distance before the entrance, or while the vehicle is traveling on the curved road, an assistance control that includes both a deceleration control for decelerating the vehicle so as to bring the speed of the vehicle closer to a target speed based on the curved road information, and a notification control for notifying the driver that the speed of the vehicle is approaching the target speed; When the vehicle is traveling on the first lane and has reached the start point of the section, the vehicle is decelerated at a first deceleration rate, and a notification is given to notify the vehicle that the speed of the vehicle is greater than the target speed, After decelerating the vehicle at the first deceleration rate and before decelerating the vehicle at a second deceleration rate greater than the first deceleration rate, initiate an alarm to notify a driver of the vehicle that the curved road is approaching; When the vehicle further approaches an entrance of the curved road, the vehicle is decelerated at the second deceleration rate; In the assistance control, when the driver operates the brake pedal to a predetermined degree or more and for a predetermined period of time or more due to the deceleration or notification, it is determined that the driver has recognized the curved road, and the assistance control is stopped, or In the assistance control, when the vehicle changes lanes into a second lane that does not connect to the curved road and is adjacent to the first lane, the assistance control is stopped. A vehicle control method.

7. On the computer, Acquire curve information regarding a curve in the traveling direction of the vehicle; determining whether the vehicle is changing lanes; performing, while the vehicle is traveling on a first lane connected to the curved road in a section from an entrance of the curved road to a predetermined distance before the entrance, or while the vehicle is traveling on the curved road, an assistance control that includes both a deceleration control for decelerating the vehicle so as to bring the speed of the vehicle closer to a target speed based on the curved road information, and a notification control for notifying the driver that the speed of the vehicle will approach the target speed; When the vehicle is traveling on the first lane and has reached the start point of the section, the vehicle is decelerated at a first deceleration rate, and a notification is given to notify the vehicle that the speed of the vehicle is greater than the target speed, After decelerating the vehicle at the first deceleration rate and before decelerating the vehicle at a second deceleration rate greater than the first deceleration rate, an alarm is initiated to notify a driver of the vehicle that the curved road is approaching; When the vehicle further approaches an entrance of the curved road, the vehicle is decelerated at the second deceleration rate; In the assistance control, when the driver operates the brake pedal to a predetermined degree or more and for a predetermined period of time or more due to the deceleration or notification, it is determined that the driver has recognized the curved road, and the assistance control is stopped, or In the assistance control, when the vehicle changes lanes into a second lane that does not connect to the curved road and is adjacent to the first lane, the assistance control is stopped. program.

Images