Driving assistance device, driving assistance method, and program

Abstract

To reduce possibility that acceleration limit control cannot help being executed when wrong operation of an acceleration operator is not performed.CONSTITUTION: An operation support device is configured so as to make it possible to execute acceleration limit control which limits acceleration of a vehicle so that acceleration of the vehicle does not exceed prescribed limit acceleration if operation of an acceleration operator satisfies prescribed wrong operation condition. The operation support device executes acceleration limit control when the wrong operation condition is satisfied if prescribed approach condition, that satisfies when the vehicle approaches a road facility through which the vehicle is required to pass at vehicle speed of prescribed speed or less or after the vehicle stops temporarily, is satisfied and stops executing the acceleration limit control even though the wrong operation condition is satisfied or makes satisfaction of the wrong operation condition more difficult in comparison with when the approach condition is satisfied if the approach condition is not satisfied.SELECTED DRAWING: Figure 2

Description

[Technical Field]

[0001] The present invention relates to a driving assistance device that performs acceleration limit control to limit the acceleration of a vehicle so that the vehicle's acceleration does not exceed a predetermined limit acceleration when the operation of an acceleration operator satisfies an erroneous operation condition, and to a driving assistance method and program that causes a computer installed in a vehicle to perform acceleration limit control when an erroneous operation condition is met. [Background technology]

[0002] Conventionally, there are known driving assistance devices that execute acceleration limit control when an erroneous operation condition is met. For example, a driving assistance device described in Patent Document 1 (hereinafter referred to as the "conventional device") executes acceleration limit control when an erroneous operation condition is met in which the operation amount of the acceleration operator becomes equal to or exceeds a threshold operation amount within a predetermined time after the operation speed of the acceleration operator becomes equal to or exceeds a threshold operation speed. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Patent Publication No. 2021-49981 Summary of the Invention

[0004] In conventional devices, whether or not to execute acceleration limit control is determined based solely on the operation of the acceleration operator. Therefore, even if the acceleration operator is not erroneously operated, there is a possibility that acceleration limit control will be executed. In this case, the vehicle will not be able to travel at the acceleration intended by the driver due to the erroneously executed acceleration limit control, and the driver is likely to find the acceleration limit control annoying.

[0005] The present invention has been made to address the above-mentioned problems. That is, one of the objects of the present invention is to provide a driving assistance device that can reduce the possibility that the acceleration limit control will be executed when there is no erroneous operation of the acceleration operator, thereby reducing the possibility that the driver will find the acceleration limit control annoying.

[0006] The driving assistance device of the present invention (hereinafter also referred to as "the device of the present invention") is an acceleration operator (32a) operated by a driver of a vehicle (VA) to accelerate the vehicle; a control unit (20, 30, 40) configured to be able to execute acceleration limit control (steps 600 to 695) for limiting the acceleration of the vehicle so that the acceleration of the vehicle does not exceed a predetermined limit acceleration when the operation of the acceleration operator satisfies a predetermined erroneous operation condition (step 410 "Yes"); The control unit If a predetermined approach condition is met that is met when the vehicle approaches road equipment (RE) that the vehicle must pass through at a speed equal to or less than a predetermined slow speed or after stopping temporarily (step 330 "Yes", step 340 "Yes", step 345 "Yes", step 355, step 505 "Yes"), execute the acceleration limit control when the erroneous operation condition is met (step 510 "Yes", step 515, step 605 "Yes"); If the approach condition is not satisfied (step 510 "No"), the acceleration limit control is not executed even if the erroneous operation condition is satisfied (step 605 "No"), or the erroneous operation condition is made less likely to be satisfied (step 1310) than when the approach condition is satisfied (step 1315). It is structured as follows.

[0007] Acceleration operator (accelerator pedal) misoperation is more likely to occur when the deceleration operator (brake pedal) is being operated. In particular, when a vehicle passes through the road facility, the vehicle must travel at a slower speed or slower or stop temporarily, so the driver is more likely to be operating the deceleration operator. Therefore, when the vehicle approaches the road facility, the possibility of erroneous operation of the acceleration operator is higher than usual. In other words, when the vehicle is not approaching the road facility, the possibility of erroneous operation of the acceleration operator is lower than when the vehicle is approaching the road facility.

[0008] Therefore, when the approach condition is not met, the device of the present invention does not execute acceleration limit control even if the erroneous operation condition is met, or makes it more difficult for the erroneous operation condition to be met than when the approach condition is met.

[0009] According to the present invention, in a situation where the possibility of an erroneous operation of the acceleration control is relatively low, the execution of the acceleration limit control is prohibited or the erroneous operation condition is unlikely to be met. This reduces the possibility that the acceleration limit control will be executed when the driver intentionally operates the acceleration control, and reduces the possibility that the driver will find the acceleration limit control annoying.

[0010] In one aspect of the device of the present invention, a driver's seat camera (24) for capturing an image of the driver's seat by photographing the area around the driver's face when the driver is seated in the driver's seat of the vehicle; the road facility is located on the driver's seat side when the vehicle passes by, and the driver needs to perform a predetermined action on the road facility when the vehicle passes beside the road facility; The control unit If it is determined that the condition that the face turns toward the driver's seat window (step 345 "Yes") after the gaze turns toward the driver's seat window, which is the window on the driver's seat side (step 330 "Yes"), is met based on the gaze angle (θeye) that represents the angle of the driver's gaze with respect to a predetermined reference direction and the face angle (θface) that represents the angle of the driver's face with respect to the reference direction, which are specified based on the driver's seat image, it is determined that the approach condition is met (step 355), It is structured as follows.

[0011] When a vehicle begins to approach the road facility, the driver's gaze first turns toward the road facility (toward the driver's window), and then the driver's face tends to turn toward the road facility (toward the driver's window) because the driver needs to perform a predetermined action. In this aspect, the approach condition is determined to be met when the gaze condition that the driver's gaze moves toward the driver's window and then the driver's face moves toward the driver's window is met. This can further improve the accuracy of determining whether the vehicle is approaching the road facility.

[0012] In the above aspect, the reference direction is set in a longitudinal direction of the vehicle, The more the line of sight is directed toward the driver's seat window, the larger the line of sight angle becomes, and the more the face is directed toward the driver's seat window, the larger the face angle becomes, The control unit After the gaze angle becomes larger than the face angle, The line of sight angle is equal to or greater than a predetermined first threshold angle (θth1), The face angle is equal to or greater than a predetermined second threshold angle (θth2), and If the magnitude of the difference (Δθ) between the gaze angle and the face angle is equal to or less than a predetermined threshold (Δθth) (step 345 “Yes”), determining that the approach condition is met; It was configured as follows:

[0013] According to this aspect, the gaze angle and face angle described above are used to determine whether the approach condition is met, thereby further improving the accuracy of determining whether the vehicle is approaching road equipment.

[0014] Furthermore, since the driver's line of sight and face are directed toward road facilities when they perform an action toward the road facilities, the approach condition is not met unless the difference between the line of sight angle and the face angle is equal to or less than a threshold value, thereby further improving the accuracy of the above determination.

[0015] In the above aspect, A surrounding sensor (25FR, 25RR) configured to detect a three-dimensional object present around the vehicle, The control unit is configured to determine that the approach condition is met (step 355) when the condition that the line of sight is turned toward the driver's window and then the face is turned toward the driver's window is met, and when it is determined that the three-dimensional object exists in the direction of the line of sight angle based on the detection results of the peripheral sensor (step 705 "Yes").

[0016] According to this aspect, unless the condition that a three-dimensional object exists in the direction of the line of sight angle is met, it is not determined that the approach condition is met, thereby further improving the accuracy of the determination.

[0017] In one aspect of the device of the present invention, the road facility is located on the driver's seat side of the vehicle when the vehicle passes through, and the driver is required to perform a predetermined action on the road facility when the vehicle passes through the road facility; The control unit is configured to determine that the approach condition is met (step 355 shown in FIG. 10 ) if the speed of the vehicle is equal to or less than a predetermined threshold speed (step 350 “Yes”) and the driver is touching an upper part of the steering wheel of the vehicle (step 1020 “Yes”).

[0018] When a driver performs a predetermined action on road equipment, the driver tends to perform the action while gripping the upper part of the steering wheel to support the driver's body. Furthermore, when the driver performs the action, there is a high possibility that the vehicle is being stopped. Therefore, when the driver performs the action, there is a high possibility that the conditions that the vehicle speed is equal to or less than the threshold speed and the upper part of the steering wheel is being touched are met. In this aspect, when these conditions are met, it is determined that the approach condition is met, thereby further improving the accuracy of the determination.

[0019] In one aspect of the device of the present invention, a driver's seat camera (24) for capturing an image of the driver's seat by photographing the area around the driver's face when the driver is seated in the driver's seat of the vehicle; the road facility is located on the driver's seat side of the vehicle when the vehicle passes through, and the driver is required to perform a predetermined action on the road facility when the vehicle passes through the road facility; The control unit is configured to determine that the approach condition is met (step 355 shown in Figure 11) if the driver's seat window, which is the window on the driver's seat side of the vehicle, is open (step 1105 ``Yes'') and if it is determined based on the driver's seat image that the driver has moved toward the driver's seat window, which is the window on the driver's seat side of the vehicle (step 1115 ``Yes'').

[0020] The driver is likely to open the driver's seat window and lean out of it to perform the above action. In this aspect, if the driver's seat window is open and the driver moves toward the driver's seat window, it is determined that the approach condition is met, which can further improve the accuracy of the determination.

[0021] In one aspect of the device of the present invention, the road facility is located on the driver's seat side of the vehicle when the vehicle passes through, and the driver is required to perform a predetermined action on the road facility when the vehicle passes through the road facility; The control unit A non-seated condition that the driver is not seated in the driver's seat of the vehicle (step 1205 "Yes"); and The driver's seat belt is not fastened (step 1210 "Yes") If at least one of the above conditions is met, it is determined that the approach condition is met (step 355 shown in FIG. 12). It is structured as follows.

[0022] When a driver makes an action against road equipment, the driver is likely to lift his hips or unfasten his seat belt, which increases the possibility that at least one of the non-seated condition and the non-fastening condition is met. According to this aspect, when at least one of the non-seated condition and the non-fastening condition is met, it is determined that the approach condition is met, so the accuracy of the determination can be further improved.

[0023] The driving assistance method of the present invention includes: In a driving assistance method, a computer (20, 30, 40) mounted on a vehicle (VA) executes acceleration limit control (steps 600 to 695) to limit the acceleration of the vehicle so that the acceleration of the vehicle does not exceed a predetermined limit acceleration when an operation of an acceleration operator (32a) operated by a driver of the vehicle to accelerate the vehicle satisfies a predetermined erroneous operation condition (step 410 "Yes"), a first step in which the computer executes the acceleration limit control when the erroneous operation condition is met (step 510 "Yes", step 515, step 605 "Yes"), when a predetermined approach condition is met when the vehicle approaches road equipment that the vehicle must pass through at a speed equal to or lower than a predetermined slow speed or after stopping temporarily (step 330 "Yes", step 340 "Yes", step 345 "Yes", step 355, step 505 "Yes"); a second step in which the computer does not execute the acceleration limit control even if the erroneous operation condition is satisfied (step 605 "No") when the approach condition is not satisfied (step 510 "No"), or makes the erroneous operation condition less likely to be satisfied (step 1310) compared to when the approach condition is satisfied (step 1315); Includes.

[0024] The program of the present invention is When the operation of the acceleration operator (32a) operated by the driver of the vehicle (VA) to accelerate the vehicle satisfies a predetermined erroneous operation condition (step 410 "Yes"), a program (steps 600 to 695) causes a computer (20, 30, 40) mounted on the vehicle to execute acceleration limit control that limits the acceleration of the vehicle so that the acceleration of the vehicle does not exceed a predetermined limit acceleration, the program causing the computer to: a first step in which, when a predetermined approach condition is met (step 330 "Yes", step 340 "Yes", step 345 "Yes", step 355, step 505 "Yes"), the acceleration limit control is executed when the erroneous operation condition is met (step 510 "Yes", step 515, step 605 "Yes"), which is met when the vehicle approaches road equipment that requires the vehicle to pass at a speed equal to or less than a predetermined slow speed or after stopping temporarily; If the approach condition is not satisfied (step 510 "No"), the acceleration limit control is not executed even if the erroneous operation condition is satisfied (step 605 "No"), or the erroneous operation condition is made less likely to be satisfied (step 1310) than when the approach condition is satisfied (step 1315); and Execute the following.

[0025] This reduces the possibility that acceleration limit control will be executed when the driver is intentionally operating the acceleration operator, and reduces the possibility that the driver will find the acceleration limit control annoying.

[0026] In the above description, to facilitate understanding of the invention, the names and / or symbols used in the embodiments described below are enclosed in parentheses for the components of the invention corresponding to those embodiments. However, each component of the invention is not limited to the embodiments defined by the names and / or symbols. Other objects, features, and attendant advantages of the present invention will be easily understood from the following description of the embodiments of the present invention, which will be given with reference to the drawings. [Brief explanation of the drawings]

[0027] [Figure 1] FIG. 1 is a schematic system configuration diagram of a driving assistance device according to an embodiment of the present invention. [Figure 2] FIG. 2 is an explanatory diagram of the operation of the driving support device. [Figure 3] FIG. 3 is a flowchart showing an approach determination routine executed by the CPU of the driving assistance ECU shown in FIG. [Figure 4] FIG. 4 is a flowchart showing an erroneous operation determination routine executed by the CPU of the driving assistance ECU shown in FIG. [Figure 5] FIG. 5 is a flowchart showing an execution determination routine executed by the CPU of the driving assistance ECU shown in FIG. [Figure 6] FIG. 6 is a flowchart showing an acceleration limit control routine executed by the CPU of the driving assistance ECU shown in FIG. [Figure 7] FIG. 7 is a flowchart showing a part of an approach determination routine executed by the CPU of the driving assistance ECU according to the first modified example of the embodiment of the present invention. [Figure 8] FIG. 8 is an explanatory diagram of a detection range according to a first modified example of the embodiment of the present invention. [Figure 9A] FIG. 9A is an explanatory diagram of the range above the steering wheel when the steering wheel of the second modified example of the embodiment of the present invention is in the neutral position. [Figure 9B]FIG. 9B is an explanatory diagram of the range of the upper part of the steering wheel when the steering wheel of the second modified example of the embodiment of the present invention is rotated 45 degrees clockwise from the neutral position. [Figure 10] FIG. 10 is a flowchart showing an approach determination routine executed by the CPU of the driving assistance ECU according to the second modified example of the embodiment of the present invention. [Figure 11] FIG. 11 is a flowchart showing an approach determination routine executed by the CPU of the driving assistance ECU according to the third modified example of the embodiment of the present invention. [Figure 12] FIG. 12 is a flowchart showing an approach determination routine executed by the CPU of the driving assistance ECU according to the fourth modified example of the embodiment of the present invention. [Figure 13] FIG. 13 is a flowchart showing an approach determination routine executed by the CPU of the driving assistance ECU according to the sixth modified example of the embodiment of the present invention. [Figure 14] FIG. 14 is a flowchart showing an approach determination routine executed by the CPU of the driving assistance ECU according to the seventh modified example of the embodiment of the present invention. DETAILED DESCRIPTION OF THE INVENTION

[0028] <Configuration> As shown in FIG. 1, a driving assistance device 10 according to an embodiment of the present invention is mounted on a vehicle VA.

[0029] The driving assistance device 10 includes a driving assistance ECU 20 (hereinafter referred to as “DSECU 20”), a drive ECU 30, and a brake ECU 40.

[0030] ECU is an abbreviation for Electronic Control Unit, and is an electronic control circuit having a microcomputer including a CPU, ROM, RAM, and interfaces as its main components. The ECU may also be called a "control unit," "controller," or "computer." The CPU performs various functions by executing instructions (routines, programs) stored in memory (ROM). All or some of the above ECUs 20, 30, and 40 may be integrated into a single ECU.

[0031] The driving assistance device 10 includes a wheel speed sensor 21, an acceleration sensor 22, and a driver's seat camera 24. These are connected to the DSECU 20 so as to be able to exchange data. A wheel speed sensor 21 is provided for each wheel of the vehicle VA. Each wheel speed sensor 21 generates one wheel pulse signal each time the corresponding wheel rotates a predetermined angle. The DSECU 20 counts the number of pulses per unit time of the wheel pulse signal generated by each wheel speed sensor 21 and obtains the rotation speed of each wheel based on the number of pulses. The DSECU 20 then obtains a vehicle speed Vs indicating the speed of the vehicle VA based on the rotation speed of each wheel. As an example, the DSECU 20 obtains the average value of the rotation speeds of the four wheels as the vehicle speed Vs.

[0032] The acceleration sensor 22 detects the acceleration G in the longitudinal direction of the vehicle VA, and generates a detection signal representing the acceleration G. The DSECU 20 determines the acceleration G based on the detection signal from the acceleration sensor 22. The acceleration sensor 22 may be configured to detect acceleration in the left-right direction (vehicle width direction) and the up-down direction of the vehicle VA in addition to the acceleration G in the front-rear direction of the vehicle VA.

[0033] The driver's seat camera 24 captures a scene around the driver's face when the driver is seated in the driver's seat of the vehicle VA, thereby acquiring a driver's seat image. The driver's seat camera 24 transmits the facial image to the DSECU 20.

[0034] The driving assistance device 10 includes a front camera 25FR, a rear camera 25RR, a left camera 25L, a right camera 25R, a steering wheel (SW) touch sensor 26A, a steering angle sensor 26B, a driver's seat window sensor 27, a driver's seat occupancy sensor 28, a driver's seat seat belt sensor 29, and an automatic payment in-vehicle unit 50. These are connected to the DSECU 20 so as to be able to exchange data. These will be described in a modified example below.

[0035] Furthermore, the assistance device 10 includes an accelerator pedal operation amount sensor 32, a drive source actuator 34, a brake pedal operation amount sensor 42, and a brake actuator 44.

[0036] The drive ECU 30 is connected to an accelerator pedal operation amount sensor 32 and a drive source actuator 34 so as to be able to exchange data with them. The accelerator pedal operation amount sensor 32 detects the amount of operation of the accelerator pedal 32a of the vehicle VA (i.e., the accelerator pedal operation amount AP) and generates a detection signal representing the accelerator pedal operation amount AP. The accelerator pedal 32a is an acceleration operator operated by the driver to increase the driving force generated by the drive source (such as an electric motor or an internal combustion engine) 34a of the vehicle VA (in other words, to accelerate the vehicle VA). When the driver is not operating the accelerator pedal 32a (i.e., when the driver is not depressing the accelerator pedal 32a), the accelerator pedal operation amount AP is "0." The greater the amount the driver depresses the accelerator pedal 32a, the greater the accelerator pedal operation amount AP.

[0037] The drive ECU 30 determines the accelerator pedal operation amount AP based on the detection signal from the accelerator pedal operation amount sensor 32, and notifies the DSECU 20 of the accelerator pedal operation amount AP.

[0038] The drive source actuator 34 is connected to a drive source (such as an electric motor or an internal combustion engine) 34a. The drive ECU 30 changes the operating state of the drive source 34a by controlling the drive source actuator 34. This allows the drive ECU 30 to adjust the drive force applied to the vehicle VA. The drive ECU 30 controls the drive source actuator 34 so that the drive force applied to the vehicle VA increases as the accelerator pedal operation amount AP increases. Furthermore, when the drive ECU 30 receives an acceleration / deceleration command including a target acceleration Gtgt from the DSECU 20, it controls the drive source actuator 34 so that the acceleration G of the vehicle VA matches the target acceleration Gtgt.

[0039] The brake ECU 40 is connected to a brake pedal operation amount sensor 42 and a brake actuator 44 so as to be able to exchange data with each other.

[0040] The brake pedal operation amount sensor 42 detects the brake pedal operation amount BP, which is the amount of operation of the brake pedal 42a of the vehicle VA, and generates a detection signal indicative of the brake pedal operation amount BP. The brake ECU 40 determines the brake pedal operation amount BP based on the detection signal from the brake pedal operation amount sensor 42.

[0041] The brake actuator 44 is connected to a well-known hydraulic braking device 44a. The brake ECU 40 controls the brake actuator 44 to change the friction braking force generated by the braking device 44a. This allows the brake ECU 40 to adjust the braking force applied to the vehicle VA. The brake ECU 40 controls the brake actuator 44 so that the braking force applied to the vehicle VA increases as the brake pedal operation amount BP increases. When the brake ECU 40 receives the acceleration / deceleration command from the DSECU 20, it controls the brake actuator 44 so that the acceleration G of the vehicle VA matches the target acceleration Gtgt.

[0042] (Overview of operation) When the operation of the accelerator pedal 32a satisfies a predetermined erroneous operation condition, if a predetermined approach condition is met, the assistance device 10 executes acceleration limit control to limit the acceleration of the vehicle VA so that the acceleration G does not exceed a predetermined limit acceleration Glmt. On the other hand, even if the erroneous operation condition is met, the assistance device 10 does not execute acceleration limit control unless the approach condition is met.

[0043] The approach condition is a condition that is met when the vehicle VA approaches a specific road facility RE (see FIG. 2). In detail, the road facility RE is a facility that is located on the driver's side of the vehicle VA when the vehicle VA passes through the road facility RE, and requires the driver to perform a specific action toward the road facility RE.

[0044] For example, the road facility RE is a parking ticket issuing machine. When a vehicle VA approaches the parking ticket issuing machine, the driver stops the vehicle VA and takes the parking ticket issued by the parking ticket issuing machine, which is located on the driver's seat side.

[0045] While the driver is taking the action of collecting the parking ticket, the possibility that the driver will erroneously operate the accelerator pedal 32a becomes higher than usual. In other words, when the approach condition is met, the possibility of an erroneous operation becomes higher than when the approach condition is not met. For this reason, when the erroneous operation condition is met, the assistance device 10 executes acceleration limit control if the approach condition is met, and does not execute acceleration limit control if the approach condition is not met.

[0046] This reduces the possibility that the acceleration limit control will be executed while the driver is intentionally operating the accelerator pedal 32a, and reduces the possibility that the driver will find the acceleration limit control annoying.

[0047] <Approach conditions> The details of the approach conditions will be explained below with reference to FIG. As shown in Figure 2, when the vehicle VA approaches the road facility RE, the driver's line of sight first turns toward the road facility RE (see time points t2 to t4), and then the driver's face tends to turn toward the road facility RE (see time point t5). Taking note of this tendency of the driver, the approach condition is set so that it is met when the driver's line of sight turns toward the driver's seat window and then the driver's face turns toward the driver's seat window.

[0048] <View angle θeye> The line of sight angle θeye is the angle of the driver's line of sight relative to a predetermined reference direction. In this embodiment, the reference direction is set to the longitudinal axis direction FRA of the vehicle VA. When the driver's line of sight is directed toward the driver's seat window (hereinafter referred to as the "driver's seat window") relative to the reference direction, the line of sight angle θeye is a positive value. On the other hand, when the driver's line of sight is directed toward the opposite side of the driver's seat window relative to the reference direction, the line of sight angle θeye is a negative value. <Facial angle θface> The face angle θface is the angle of the driver's face relative to the reference direction. Like the gaze angle θeye, the face angle θface is a positive value when the driver is facing the window side, and a negative value when the driver is facing away from the window side.

[0049] The DSECU 20 determines the face angle θface and the gaze angle θeye based on the driver's seat image acquired by the driver's seat camera 24. More specifically, the DSECU 20 extracts a "face image that is an image of the driver's face" from the driver's seat image and detects multiple feature points of the driver's face from the face image, such as the outer corners of the eyes, the inner corners of the eyes, the tip of the nose, and the corners of the mouth. The DSECU 20 then determines the face angle θface by fitting these feature points to a three-dimensional face model that represents the three-dimensional shape of the face. For example, a method for determining this face angle θface is described in Japanese Patent Application Laid-Open No. 2022-12829. Note that the face angle θface may also be determined by other determination methods. For example, other determination methods are described in Japanese Patent Application Laid-Open No. 2019-87150.

[0050] Furthermore, the DSECU 20 identifies the positions of the driver's pupils from the areas near the outer and inner corners of the driver's eyes in the face image, fits the pupils to a three-dimensional face model based on the positional relationship of the pupils to the outer and inner corners of the eyes, and identifies the gaze angle θeye. Note that the gaze angle θeye may also be identified by acquiring the relative angle of the pupils with respect to a predetermined position on the face based on the positional relationship of the pupils to the outer and inner corners of the eyes, and adding the face angle θface to this angle.

[0051] <Details of approach conditions> The approach condition is met when the following confirmation condition is met within a predetermined time after the following gaze condition is met.

[0052] The gaze condition is met when the gaze time Tatt, which indicates the time during which the gaze angle θeye is greater than the face angle θface, is greater than a predetermined threshold time Tth.

[0053] The determination condition is met when all of the following conditions A1 to A3 are met. Condition A1: The line of sight angle θeye is equal to or greater than a predetermined first threshold angle θth1. Condition A2: The face angle θface is equal to or greater than a predetermined second threshold angle θth2. Condition A3: The magnitude (|Δθ|) of the difference Δθ obtained by subtracting the face angle θface from the gaze angle θeye is equal to or smaller than a predetermined threshold value θth. The first threshold angle θth1 and the second threshold angle θth2 are set to predetermined positive values.

[0054] In the example shown in Figure 2, at time t1, the gaze angle θeye and face angle θface are both "0deg," and the driver's gaze and face are directed in the longitudinal axis direction FRA of the vehicle VA (the direction of travel when the vehicle VA is moving straight). At time t2, the gaze angle θeye (= θ1deg) becomes larger than the face angle θface (= 0deg). At time t3, the gaze angle θeye (= θ2deg > θ1deg) is still larger than the face angle θface (= 0deg). At time t3, the gaze time Tatt becomes larger than the threshold time Tth, and it is assumed that the gaze condition is met.

[0055] At time t4, the gaze angle θeye (=θ3deg>θ2deg) is less than the first threshold angle θth1, and the face angle θface (=0deg) is less than the second threshold angle θth2. Therefore, the determination condition is not met at time t4.

[0056] At time t5, the gaze angle θeye (= θ4deg > θ3deg) is equal to or greater than the first threshold angle θth1, the face angle θface (= θ5deg) is equal to or greater than the second threshold angle θth2, and the magnitude of the difference (|Δθ|) is less than the threshold angle θth. Therefore, at time t5, the determination condition is met, and the approach condition is met.

[0057] Furthermore, if it is assumed that the erroneous operation condition is also met at time t5, the acceleration limit control is started at time t5.

[0058] <Error operation conditions> The erroneous operation condition is met when the accelerator pedal operation amount AP becomes equal to or greater than a first threshold operation amount APth1 within a predetermined time after the accelerator pedal operation speed APV becomes equal to or greater than a predetermined threshold speed APVth. The accelerator pedal operation speed APV is the amount of change in the accelerator pedal operation amount AP per unit time.

[0059] Even if the erroneous operation condition is met at time t5, if the approach condition is not met at time t5, the acceleration limit control is not executed.

[0060] (Specific operation) <Approach Judgment Routine> The CPU of the DSECU 20 (hereinafter, when written as "CPU", it refers to the CPU of the DSECU 20 unless otherwise specified) executes an approach determination routine shown by the flowchart in FIG. 3 every time a predetermined time elapses.

[0061] Therefore, at a predetermined timing, the CPU starts the process from step 300 in Fig. 3 and proceeds to step 305. In step 305, the CPU determines whether the value of the approach flag Xkin is "0" or not.

[0062] The value of the approach flag Xkin is set to "1" when the approach condition is met (see step 355), and is set to "0" when the approach termination condition, which will be described later, is met (see step 365). The value of the approach flag Xkin is set to "0" in the initial routine. The initial routine is executed by the CPU when the ignition key switch (not shown) of the vehicle VA is changed from the OFF position to the ON position.

[0063] If the value of the approach flag Xkin is "0", the CPU determines "Yes" in step 305 and proceeds to step 310. In step 310, the CPU determines whether the vehicle speed Vs is equal to or less than the first threshold vehicle speed Vsth1. Because the parking ticket issuing machine, which is road equipment RE, is located in a parking lot, there is a high possibility that the vehicle VA will approach the parking ticket issuing machine at a relatively low speed. For this reason, the CPU is configured to perform the determination in step 310.

[0064] If the vehicle speed Vs is greater than the first threshold vehicle speed Vsth1, the CPU determines "No" in step 310, proceeds to step 395, and temporarily ends this routine.

[0065] If the vehicle speed Vs is equal to or less than the first threshold vehicle speed Vsth1, the CPU determines "Yes" in step 310 and executes steps 315 to 325 in order.

[0066] Step 315: The CPU identifies the face angle θface based on the driver's seat image. Step 320: The CPU determines the line of sight angle θeye based on the driver's seat image. Step 325: The CPU determines whether the value of the gaze flag Xatt is “0” or not.

[0067] The value of the gaze flag Xatt is set to "1" when the gaze condition is met (see step 335), and is set to "0" when the proximity condition is met or when a predetermined time has passed since the gaze condition was met (see steps 355 and 370). The value of the gaze flag Xatt is set to "0" in the initial routine.

[0068] If the value of the gaze flag Xatt is "0", the CPU determines "Yes" in step 325 and proceeds to step 330. In step 330, the CPU determines whether the gaze time Tatt is equal to or greater than the threshold time Tth.

[0069] If the gaze time Tatt is less than the threshold time Tth, the CPU determines "No" in step 330, proceeds to step 395, and temporarily ends this routine.

[0070] If the gaze time Tatt is equal to or greater than the threshold time Tth, the CPU determines "Yes" in step 330 and executes steps 335 and 340 in this order.

[0071] Step 335: The CPU sets the value of the gaze flag Xatt to “1” and sets the value of the timer TM to “0”. The timer TM is a timer for counting the time that has elapsed since the gaze condition was established.

[0072] Step 340: The CPU determines whether the value of the timer TM is equal to or less than a predetermined threshold value TMth. The threshold value TMth is set to a value such that the value of the timer TM becomes the threshold value TMth when a predetermined time has elapsed since the gaze condition was met.

[0073] If the value of the timer TM is equal to or less than the threshold value TMth, the CPU determines "Yes" in step 340 and proceeds to step 345. In step 345, the CPU determines whether or not the above-mentioned determination condition is met (i.e., whether or not all of the above-mentioned conditions A1 to A3 are met).

[0074] If the determination condition is not met, the CPU determines "No" in step 345, proceeds to step 395, and temporarily ends this routine.

[0075] If the value of the gaze flag Xatt is "1" when the CPU proceeds to step 325, the CPU determines "No" in step 325 and proceeds to step 348. In step 348, the CPU adds "1" to the value of the timer TM and proceeds to step 340.

[0076] Here, it is assumed that the value of the timer TM is equal to or less than the threshold value TMth and the determination condition is met. In this case, the CPU determines "Yes" in step 340, determines "Yes" in step 345, and proceeds to step 350.

[0077] In step 350, the CPU determines whether the vehicle speed Vs is equal to or less than a predetermined second threshold vehicle speed Vsth2. The second threshold vehicle speed Vsth2 is set to a value smaller than the first threshold vehicle speed Vsth1. The CPU is configured to perform the determination in step 350 because there is a high possibility that the vehicle VA will stop when the vehicle VA is located next to the parking ticket issuing machine.

[0078] If the vehicle speed Vs is greater than the second threshold vehicle speed Vsth2, the CPU determines "No" in step 350, proceeds to step 395, and temporarily ends this routine.

[0079] If the vehicle speed Vs is equal to or less than the second threshold vehicle speed Vsth2, the CPU determines "Yes" in step 350 and proceeds to step 355. In step 355, the CPU sets the value of the approach flag Xkin to "1" and the value of the gaze flag Xatt to "0." After that, the CPU proceeds to step 395 and temporarily ends this routine.

[0080] If the value of the approach flag Xkin is “1” when the CPU proceeds to step 305 , the CPU determines “No” in step 305 and proceeds to step 360 .

[0081] In step 360, the CPU determines whether the travel distance L traveled by the vehicle VA after the proximity condition is met is equal to or greater than a threshold distance Lth. The travel distance L is determined based on the number of wheel pulse signals generated by the wheel speed sensor 21 after the proximity condition is met.

[0082] If the travel distance L is less than the threshold distance Lth, the CPU determines that the approach cancellation condition is not met, makes a "No" determination in step 360, and proceeds to step 395 to temporarily end this routine.

[0083] If the travel distance L is equal to or greater than the threshold distance Lth, the CPU determines that the approach cancellation condition is met, makes a "Yes" determination in step 360, and proceeds to step 365. If the travel distance L is equal to or greater than the threshold distance Lth, the vehicle VA is no longer approaching the road facility RE, and therefore the driver is unlikely to erroneously operate the accelerator pedal 32a. Therefore, the CPU sets the value of the approach flag Xkin to "0" in step 365, proceeds to step 395, and temporarily ends this routine.

[0084] On the other hand, if a predetermined time has passed since the gaze condition was met without the determination condition being met, the CPU determines "No" in step 340 and proceeds to step 370. In step 370, the CPU sets the value of the gaze flag Xatt to "0," proceeds to step 395, and temporarily ends this routine.

[0085] <Misoperation detection routine> The CPU executes the operation error determination routine shown in the flowchart of FIG. 4 every time a predetermined time period has elapsed.

[0086] Therefore, at a predetermined timing, the CPU starts the process from step 400 in Fig. 4 and proceeds to step 405. In step 405, the CPU determines whether the value of the operation error flag Xgfm is "0".

[0087] The value of the operation error flag Xgfm is set to "1" when the operation error condition is met (see step 415), and is set to "0" when the operation error cancellation condition described below is met (see step 425). The value of the operation error flag Xgfm is set to "0" in the initial routine.

[0088] If the value of the erroneous operation flag Xgfm is "0", the CPU determines "Yes" in step 405 and proceeds to step 410. In step 410, the CPU determines whether the erroneous operation condition is met. As described above, the erroneous operation condition is met when the accelerator pedal operation amount AP becomes equal to or greater than a predetermined first threshold operation amount APth1 within a predetermined time after the accelerator pedal operation speed APV becomes equal to or greater than a predetermined threshold speed APVth.

[0089] If the erroneous operation condition is not met, the CPU determines "No" in step 410, proceeds to step 495, and temporarily ends this routine.

[0090] If the operation error condition is met, the CPU determines "Yes" in step 410 and proceeds to step 415. In step 415, the CPU sets the value of the operation error flag Xgfm to "1", proceeds to step 495, and temporarily ends this routine.

[0091] If the value of the operation error flag Xgfm is "1" when the CPU proceeds to step 405, the CPU determines "No" in step 405 and proceeds to step 420. In step 420, the CPU determines whether the operation error cancellation condition is met (i.e., whether the accelerator pedal operation amount AP is equal to or less than the second threshold operation amount APth2). The second threshold operation amount APth2 is set to a value smaller than the first threshold operation amount APth1.

[0092] If the erroneous operation cancellation condition is not met (i.e., if the accelerator pedal operation amount AP is greater than the second threshold operation amount APth2), the CPU determines "No" in step 420, proceeds to step 495, and temporarily ends this routine.

[0093] If the erroneous operation cancellation condition is met (i.e., if the accelerator pedal operation amount AP is equal to or less than the second threshold operation amount APth2), the CPU determines "Yes" in step 420 and proceeds to step 425. In step 425, the CPU sets the value of the erroneous operation flag Xgfm to "0", proceeds to step 495, and temporarily ends this routine.

[0094] <Execution decision routine> The CPU executes the execution determination routine shown in the flowchart of FIG. 5 every time a predetermined time period elapses.

[0095] 5, the CPU starts the process from step 500 and proceeds to step 505. In step 505, the CPU determines whether the value of the execution flag Xexe is "0".

[0096] The value of the execution flag Xexe is set to "1" when the value of the operation error flag Xgfm is "1" and the value of the approach flag Xkin is "1" (see step 515), and is set to "0" when the value of the operation error flag Xgfm is "0" (see step 525). Note that the value of the execution flag Xexe is set to "0" in the initial routine.

[0097] If the value of the execution flag Xexe is "0", the CPU determines "Yes" in step 505 and proceeds to step 510. In step 510, the CPU determines whether the value of the error flag Xgfm is "1" and the value of the approach flag Xkin is "1".

[0098] If the value of at least one of the error flag Xgfm and the approach flag Xkin is "0", the CPU determines "No" in step 510, proceeds to step 595, and temporarily ends this routine.

[0099] If the value of the error flag Xgfm is "1" and the value of the approach flag Xkin is "1", the CPU determines "Yes" in step 510 and proceeds to step 515. In step 515, the CPU sets the value of the execution flag Xexe to "1", proceeds to step 595, and temporarily ends this routine.

[0100] If the value of the execution flag Xexe is "1" when the CPU proceeds to step 505, the CPU determines "No" in step 505 and proceeds to step 520. In step 520, the CPU determines whether the value of the operation error flag Xgfm is "0".

[0101] If the value of the error flag Xgfm is "1", the CPU determines "No" in step 520, proceeds to step 595, and temporarily ends this routine.

[0102] If the value of the error flag Xgfm is "0", the CPU determines "Yes" in step 520 and proceeds to step 525. In step 525, the CPU sets the value of the execution flag Xexe to "0", proceeds to step 595, and temporarily ends this routine.

[0103] <Acceleration limit control routine> The CPU executes an acceleration limit control routine shown in the flowchart of FIG. 6 every time a predetermined time period elapses.

[0104] Therefore, at a predetermined timing, the CPU starts the process from step 600 in Fig. 6 and proceeds to step 605. In step 605, the CPU determines whether the value of the execution flag Xexe is "1".

[0105] If the value of the execution flag Xexe is "0", the CPU determines "No" in step 605, proceeds to step 695, and temporarily ends this routine.

[0106] If the value of the execution flag Xexe is "1", the CPU determines "Yes" in step 605 and proceeds to step 610. In step 610, the CPU determines whether the acceleration Gap corresponding to the accelerator pedal operation amount AP (hereinafter referred to as "operation acceleration Gap") is equal to or less than a predetermined limit acceleration Glmt. Note that the operation acceleration Gap is a value that increases as the accelerator pedal operation amount AP increases.

[0107] If the operation acceleration Gap is equal to or less than the restricted acceleration Glmt, the CPU determines "Yes" in step 610 and executes steps 615 and 620 in this order. Step 615: The CPU sets the target acceleration Gtgt to the operation acceleration Gap. Step 620: The CPU transmits an acceleration / deceleration command including the target acceleration Gtgt to the drive ECU 30 and the brake ECU 40. Thereafter, the CPU proceeds to step 695 and ends this routine.

[0108] If the operation acceleration Gap is greater than the limited acceleration Glmt, the CPU determines "No" in step 610 and proceeds to step 625. In step 625, the CPU sets the target acceleration Gtgt to the limited acceleration Glmt. Thereafter, the CPU proceeds to step 620 and transmits an acceleration / deceleration command including the target acceleration Gtgt set to the limited acceleration Glmt to the drive ECU 30 and the brake ECU 40. Thereafter, the CPU proceeds to step 695 and temporarily ends this routine.

[0109] The acceleration limit control routine may be executed by the drive ECU 30. In this case, the DSECU 20 notifies the drive ECU 30 of the value of the execution flag Xexe every time a predetermined time period elapses.

[0110] According to this embodiment, if the approach condition is met and the erroneous operation condition is met, the acceleration limit control is executed, but if the approach condition is not met, the acceleration limit control is not executed even if the erroneous operation condition is met. This reduces the possibility that the acceleration limit control will be executed erroneously and reduces the possibility that the driver will find the acceleration limit control annoying.

[0111] The present invention is not limited to the above-described embodiment, and various modifications can be adopted within the scope of the present invention.

[0112] (First Modification) The DSECU 20 of the driving assistance device 10 according to this modification determines that the approach condition is met when the above-mentioned determination condition is met and the following three-dimensional object condition is met. Three-dimensional object condition: A three-dimensional object must exist in the direction of the line of sight.

[0113] The DSECU 20 detects three-dimensional objects present around the vehicle VA based on images captured by the front camera 25FR, the rear camera 25RR, the left camera 25L, and the right camera 25R.

[0114] The front camera 25FR is disposed near the center of the front grille of the vehicle VA in the vehicle width direction and captures the area in front of the vehicle VA. The rear camera 25RR is disposed near the center of the back door of the vehicle VA in the vehicle width direction and captures the area behind the vehicle VA. The left camera 25L is disposed on the left side mirror of the vehicle VA and captures the area to the left of the vehicle VA. The right camera 25R is disposed on the right side mirror of the vehicle VA and captures the area to the right of the vehicle VA.

[0115] The CPU of the DSECU 20 of this modified example executes an approach determination routine in which a step is added to the approach determination routine shown in FIG. 3, and executes the routines shown in FIGS.

[0116] <Approach Judgment Routine> If the CPU determines "Yes" in step 350 shown in Fig. 3, the process proceeds to step 705 shown in Fig. 7. In step 705, the CPU determines whether or not a three-dimensional object exists within detection range DA (see Fig. 8) centered in the direction of line-of-sight angle θeye, based on the images captured by cameras 25FR, 25RR, 25L, and 25R.

[0117] As shown in FIG. 8, the detection range DA has a predetermined angle θd on one side from an imaginary line of sight EL extending a predetermined distance Ld in the direction of the line of sight angle θeye, and has a predetermined angle θd on the other side.

[0118] If no three-dimensional object is present within the detection range DA, the CPU determines "No" in step 705 shown in FIG. 7, proceeds to step 395 shown in FIG. 3, and temporarily ends this routine. If a three-dimensional object is present within the detection range DA, the CPU determines "Yes" in step 705 shown in Fig. 7, proceeds to step 355 shown in Fig. 3, sets the value of the approach flag Xkin to "1," and sets the value of the gaze flag Xatt to "0." After that, the CPU proceeds to step 395 shown in Fig. 3, and temporarily ends this routine.

[0119] When the vehicle VA is approaching road facility RE and the driver is operating on the road facility RE, it is highly likely that the road facility RE is present in the driver's line of sight. On the other hand, if there is no three-dimensional object in the driver's line of sight, it is highly likely that the vehicle VA is not approaching the road facility RE. According to this modified example, even if the determination condition is met, if the above three-dimensional object condition is not met, the value of the approach flag Xkin is not set to "1" (i.e., the approach condition is not met). This makes it possible to further improve the accuracy of determining whether the vehicle VA has approached road facility RE, thereby reducing the possibility of erroneously executing acceleration limit control.

[0120] The CPU may determine whether or not a three-dimensional object is present within the detection range DA based on the detection result of a clearance sonar (not shown).

[0121] (Second Modification) The DSECU 20 of the driving assistance device 10 according to this modification determines that the approach condition is met when both the following condition B1 and condition B2 are met. Condition B1: The vehicle speed Vs is equal to or less than a second threshold vehicle speed Vsth2. Condition B2: The upper part of the steering wheel SW (not shown) of the vehicle VA is touched.

[0122] When taking a parking ticket from the parking ticket dispenser, the driver is likely to stop the vehicle VA and grip the upper part of the steering wheel SW to support the driver's body. Therefore, if both of the above conditions B1 and B2 are met, the vehicle VA is likely to be approaching the parking ticket dispenser. Therefore, the DSECU 20 of this modified example determines that the approach condition is met if both of the above conditions B1 and B2 are met.

[0123] 1 detects a touch position on the steering wheel SW and generates a signal representing the touch position. The DSECU 20 identifies the touch position based on the signal generated by the SW touch sensor 26A. For example, as shown in Fig. 9A, the touch position is expressed as an angle based on the 12 o'clock direction when the steering wheel SW is in the neutral position. The 12 o'clock direction when the steering wheel SW is in the neutral position is set to "0 deg." The angle from 12 o'clock to 6 o'clock clockwise is a positive value, and the angle from 12 o'clock to 6 o'clock counterclockwise is a negative value. Note that hereinafter, the touch position is referred to as the "touch angle θt."

[0124] The steering angle sensor 26B detects the rotation angle of the steering wheel SW from the neutral position as the steering angle θs (a clockwise direction is a positive value) and generates a signal representing the steering angle θs. The DSECU 20 determines the steering angle θs based on the signal generated by the steering angle sensor 26B.

[0125] As shown in FIG. 9A, when the steering wheel SW is in the neutral position, the touch angle θt of the upper part of the steering wheel SW is set in the range of, for example, "-45 degrees" to "45 degrees."

[0126] As shown in FIG. 9B, when the steering wheel SW is rotated (steered) clockwise by 45 degrees, the touch angle θt of the upper part of the steering wheel SW is set in the range from "-90 degrees" to "0 degrees."

[0127] When the steering wheel SW is in the neutral position, the upper part of the steering wheel SW is set in the range from θu1 to θu2, and when the steering wheel SW is rotated by θs, the upper part of the steering wheel SW is in the range from θu1' to θu2' as shown by the following equations 1 and 2. θu1'=θu1-θs Equation 1 θu2'=θu2-θs Equation 2

[0128] The CPU of the DSECU 20 of this modified example executes the approach determination routine shown in FIG. 10 instead of the approach determination routine shown in FIG. 3, and executes the routines shown in FIGS.

[0129] <Approach Judgment Routine> The CPU executes an approach determination routine shown in the flowchart of Fig. 10 every time a predetermined time has elapsed. In Fig. 10, steps that perform the same processing as the steps shown in Fig. 3 are assigned the same reference numerals as used in Fig. 3, and descriptions thereof will be omitted.

[0130] Therefore, at a predetermined timing, the CPU starts the process from step 1000 in Fig. 10, and proceeds to step 305 shown in Fig. 10. If the value of the approach flag Xkin is "0", the CPU determines "Yes" in step 305 shown in Fig. 10, and proceeds to step 350 shown in Fig. 10.

[0131] If the vehicle speed Vs is greater than the second threshold vehicle speed Vsth2, the CPU makes a "No" determination in step 350 shown in FIG. 10, proceeds to step 1095, and temporarily ends this routine.

[0132] If the vehicle speed Vs is equal to or less than the second threshold vehicle speed Vsth2, the CPU determines "Yes" in step 350 shown in FIG. 10, and executes steps 1005 to 1020 in order.

[0133] Step 1005: The CPU identifies the touch angle θt based on the signal generated by the SW touch sensor 26A. Step 1010: The CPU determines the steering angle θs based on the signal generated by the steering angle sensor 26B. Step 1015: The CPU obtains the above θu1' and θu2' by applying the steering angle θs to the above equations 1 and 2, and sets the range of the upper part of the steering wheel SW. Hereinafter, "θu1'" may be referred to as the "lower limit angle θu1'," and "θu2'" may be referred to as the "upper limit angle θu2'."

[0134] Step 1020: The CPU determines whether or not the touch angle θt satisfies the condition that it is equal to or greater than the lower limit angle θu1′ and equal to or less than the upper limit angle θu2′.

[0135] If the above condition is not met, the CPU determines that the driver is not touching the upper part of the steering wheel SW, determines "No" in step 1020, proceeds to step 1095, and temporarily ends this routine.

[0136] If the above condition is met, the CPU determines that the driver is touching the upper part of the steering wheel SW, makes a "Yes" determination in step 1020, and proceeds to step 355 shown in Fig. 10. In step 355 shown in Fig. 10, the CPU sets the value of the approach flag Xkin to "1," proceeds to step 1095, and temporarily ends this routine.

[0137] If the value of the approach flag Xkin is "1" when the CPU proceeds to step 305 shown in FIG. 10, the CPU determines "No" in step 305 and proceeds to step 360 shown in FIG.

[0138] According to this modification, when the driver is taking a parking ticket from the parking ticket dispenser, both of the above conditions B1 and B2 are likely to be met, and the approach condition is likely to be met. This makes it possible to accurately determine that the vehicle VA is approaching the parking ticket dispenser.

[0139] (Third Modification) The DSECU 20 of the driving assistance device 10 according to this modification determines that the approach condition is met when both of the following conditions C1 and C2 are met. Condition C1: The driver's window is open. Condition C2: The driver's face image is not extracted from the driver's seat image. Condition C3: The driver had moved to the driver's window side.

[0140] When the vehicle VA approaches a parking ticket dispenser and the driver is taking an action to take a parking ticket from the parking ticket dispenser, there is a high possibility that the driver will open the driver's seat window and reach out through the window to take the parking ticket. If conditions C1 to C3 are met, there is a high possibility that the driver will take an action to take the parking ticket. Therefore, if all of conditions C1 to C2 are met, the DSECU 20 determines that the approach condition is met.

[0141] 1 generates a signal indicating whether the driver's seat window is open or not. The DSECU 20 determines whether the driver's seat window is open or not based on the signal generated by the driver's seat window sensor 27.

[0142] The CPU of the DSECU 20 of this modified example executes the approach determination routine shown in FIG. 11 instead of the approach determination routine shown in FIG. 3, and executes the routines shown in FIGS.

[0143] <Approach Judgment Routine> The CPU executes an approach determination routine shown in the flowchart of Fig. 11 every time a predetermined time has elapsed. In Fig. 11, steps that perform the same processing as the steps shown in Fig. 3 are assigned the same reference numerals as used in Fig. 3, and their explanations will be omitted.

[0144] Therefore, at a predetermined timing, the CPU starts the process from step 1100 in Fig. 11 and proceeds to step 305 shown in Fig. 11. If the value of the approach flag Xkin is "0", the CPU determines "Yes" in step 305 shown in Fig. 11 and proceeds to step 1105.

[0145] In step 1105, the CPU determines whether the driver's window is open or not based on the signal generated by the driver's window sensor 27.

[0146] If the driver's seat window is not open, the CPU determines "No" in step 1105, proceeds to step 1195, and temporarily ends this routine.

[0147] If the driver's seat window is open, the CPU determines "Yes" in step 1105 and proceeds to step 1110. In step 1110, the CPU determines whether or not the face image of the driver has been extracted from the driver's seat image.

[0148] If the face image of the driver can be extracted from the driver's seat image, the CPU determines "Yes" in step 1110, proceeds to step 1195, and temporarily ends this routine.

[0149] If the face image of the driver cannot be extracted from the driver's seat image, the CPU determines "No" in step 1110 and proceeds to step 1115. In step 1115, the CPU determines whether the driver has moved toward the driver's seat window, based on the driver's seat image taken before the face image of the driver could no longer be extracted from the driver's seat image.

[0150] If the driver has not moved to the driver's seat window side, the CPU determines "No" in step 1115, proceeds to step 1195, and temporarily ends this routine.

[0151] If the driver is moving toward the driver's seat window side, the CPU determines "Yes" in step 1115 and sets the value of the approach flag Xkin to "1" in step 355 shown in Fig. 11. After that, the CPU proceeds to step 1195 and temporarily ends this routine.

[0152] If the value of the approach flag Xkin is "1" when the CPU proceeds to step 305 shown in Figure 11, the CPU judges "No" at step 305 shown in Figure 11 and proceeds to processing from step 360 onwards shown in Figure 11.

[0153] When the driver takes an action to obtain a parking ticket from the parking ticket dispenser, there is a high possibility that the driver will open the driver's seat window and move toward the driver's seat window. If the driver opens the driver's seat window and moves toward the driver's seat window, all of the above conditions C1 to C3 are met, and the approach condition is met. This makes it possible to accurately determine that the vehicle VA is approaching the parking ticket dispenser.

[0154] (Fourth Modification) The DSECU 20 of the driving assistance device 10 according to this modification determines that the approach condition is met when either one of the following conditions D1 and D2 is met. Condition D1: The driver's seat is unoccupied. An unoccupied state means that no one is seated in the driver's seat. Condition D2: The driver's seat belt is not fastened. An unfastened state means that the seat belt is not fastened.

[0155] When a driver takes a parking ticket from a parking ticket dispenser, there is a high possibility that the driver will lift his / her hips or undo his / her seat belt, which increases the possibility that either of the above conditions D1 and D2 will be met. In this modified example, if either of the above conditions D1 and D2 is met, it is determined that the approach condition is met.

[0156] 1 generates a signal indicating whether or not a driver is seated in the driver's seat. The DSECU 20 determines whether or not a driver is seated in the driver's seat based on the signal generated by the driver's seat sensor 28.

[0157] 1 generates a signal indicating whether the driver's seat belt is fastened or not. The DSECU 20 determines whether the driver's seat belt is fastened or not based on the signal generated by the driver's seat belt sensor 29.

[0158] The CPU of the DSECU 20 of this modified example executes the approach determination routine shown in FIG. 12 instead of the approach determination routine shown in FIG. 3, and executes the routines shown in FIGS.

[0159] <Approach Judgment Routine> The CPU executes an approach determination routine shown in the flowchart of Fig. 12 every time a predetermined time period has elapsed. In Fig. 12, steps that perform the same processing as the steps shown in Fig. 3 are assigned the same reference numerals as those used in Fig. 3, and descriptions thereof will be omitted.

[0160] Therefore, at a predetermined timing, the CPU starts the process from step 1200 in Fig. 12 and proceeds to step 305 shown in Fig. 12. If the value of the approach flag Xkin is "0", the CPU determines "Yes" in step 305 shown in Fig. 12 and proceeds to step 1205.

[0161] In step 1205, the CPU determines whether the driver's seat is unoccupied based on the signal generated by the driver's seat occupancy sensor 28.

[0162] If the driver's seat is occupied, the CPU determines "No" in step 1205 and proceeds to step 1210. In step 1210, the CPU determines whether the seat belt of the driver's seat is not fastened based on the signal generated by the driver's seat belt sensor 29.

[0163] If the driver's seat belt is fastened, the CPU determines "No" in step 1210, proceeds to step 1295, and temporarily ends this routine.

[0164] If the driver's seat belt is not fastened, the CPU determines "Yes" in step 1210 and sets the value of the approach flag Xkin to "1" in step 355 shown in Fig. 11. After that, the CPU proceeds to step 1295 and temporarily ends this routine.

[0165] If the driver's seat is not occupied when the CPU proceeds to step 1205, the CPU determines "Yes" in step 1205 and sets the value of the approach flag Xkin to "1" in step 355 shown in Fig. 11. After that, the CPU proceeds to step 1295 and temporarily ends this routine.

[0166] If the value of the approach flag Xkin is "1" when the CPU proceeds to step 305 shown in Figure 12, the CPU judges "No" at step 305 shown in Figure 12 and proceeds to processing from step 360 onwards shown in Figure 12.

[0167] The CPU may determine that the approach condition is met only when both the above conditions D1 and D2 are met.

[0168] (Fifth Modification) The DSECU 20 of the driving assistance device 10 in this modified example acquires the values ​​of the first weight W1 to the sixth weight W6, and determines that the approach condition is met if the total value Wttl of the first weight W1 to the fifth weight W5 is greater than or equal to the threshold value Wth.

[0169] The first weight W1 to the fifth weight W5 will be explained below. <First weight W1> DSECU20 sets the first weight W1 to "α1 (>0)" if the approach condition of the above embodiment (the condition that the confirmation condition is met within a predetermined time after the gaze condition is met, hereinafter referred to as the "first approach condition") is met, and sets the first weight W1 to "0" if the first approach condition is not met. In addition, DSECU20 may set the first weight W1 to "α1' (>α1)" when the first approach condition is met and the above-mentioned three-dimensional object condition is met, and may set the first weight W1 to "α1" when the first approach condition is met and the above-mentioned three-dimensional object condition is not met.

[0170] <Second weight W2> DSECU20 sets the second weight W2 to "α2 (>0)" when the approach condition of the second modified example (the condition that both condition B1 and condition B2 are met, hereinafter referred to as the "second approach condition") is met, and sets the second weight W2 to "0" when the second approach condition is not met.

[0171] <Third weight W3> DSECU20 sets the third weight W3 to "α3 (>0)" if the condition C1 of the third modified example (hereinafter referred to as the "third approach condition") is met, and sets the third weight W3 to "0" if the third approach condition is not met.

[0172] <Fourth weight W4> If the condition that both condition C2 and condition 3 of the third modified example are met (hereinafter referred to as the "fourth approach condition") is met, DSECU20 sets the fourth weight W4 to "α4 (>0)", and if the fourth approach condition is not met, DSECU20 sets the fourth weight W4 to "0".

[0173] <5th weight W5> DSECU20 sets the fifth weight W5 to "α5 (>0)" if the approach condition of the fourth modified example (the condition that either condition D1 or condition D2 is met, hereinafter referred to as the "fifth approach condition") is met, and sets the fifth weight W5 to "0" if the fifth approach condition is not met.

[0174] If the total value Wttl of the first weight W1 to the fifth weight W5 set as described above is equal to or greater than the threshold value Wth, the DSECU 20 determines that the approach condition is met and sets the value of the approach flag Xkin to 1. It is desirable to set the threshold value Wth to a value such that the total value Wttl will not be equal to or greater than the threshold value Wth unless at least two of the first approach condition to the fifth approach condition are met.

[0175] As described above, whether or not the vehicle VA has approached the road facility RE is determined from multiple perspectives, so that a more accurate determination can be made.

[0176] (Sixth Modification) When the approach condition is met (i.e., when the value of the approach flag Xkin is "1"), the DSECU 20 of the driving assistance device 10 according to this modification sets the threshold value used to determine whether the erroneous operation condition exists to a value that makes the erroneous operation condition more likely to exist than when the approach condition is not met. In other words, when the approach condition is not met, the DSECU 20 sets the threshold value used to determine whether the erroneous operation condition exists to a value that makes the erroneous operation condition less likely to exist than when the approach condition is met.

[0177] More specifically, when the approach condition is met, the DSECU 20 sets the threshold speed APVth and the threshold operation amount APth1 to values ​​smaller than those when the approach condition is not met.

[0178] The CPU of the DSECU 20 of this modified example executes the operation error determination routine shown in FIG. 13 instead of the operation error determination routine shown in FIG. 4, and executes the routines shown in FIG. 3 (FIG. 11 or FIG. 12), FIG. 5, and FIG.

[0179] <Misoperation detection routine> Every time a predetermined time elapses, the CPU executes the operation error determination routine shown in the flowchart of Fig. 13. In Fig. 13, steps that perform the same processing as the steps shown in Fig. 4 are assigned the same reference numerals as used in Fig. 4, and their explanations will be omitted.

[0180] Therefore, at a predetermined timing, the CPU starts the process from step 1300 in Fig. 13 and proceeds to step 405 shown in Fig. 13. If the value of the operation error flag Xgfm is "0", the CPU determines "Yes" in 405 shown in Fig. 13 and proceeds to step 1305.

[0181] In step 1305, the CPU determines whether the value of the approach flag Xkin is "0".

[0182] If the value of the approach flag Xkin is "0", the CPU determines "Yes" in step 1305 and proceeds to step 1310. In step 1310, the CPU sets the threshold speed APVth to the normal threshold speed APVth(N), sets the first threshold operation amount APth1 to the normal threshold operation amount APth1(N), and proceeds to step 410 shown in FIG.

[0183] If the operation error condition is met, the CPU determines "Yes" in step 410 shown in Fig. 13, and sets the value of the operation error flag Xgfm to "1" in step 415 shown in Fig. 13. After that, the CPU proceeds to step 1395 and temporarily ends this routine.

[0184] If the erroneous operation condition is not met, the CPU determines "No" in step 410 shown in FIG. 13, proceeds to step 1395, and temporarily ends this routine.

[0185] If the value of the approach flag Xkin is "1" when the CPU proceeds to step 1305, the CPU determines "No" in step 1305 and proceeds to step 1315. In step 1315, the CPU sets the threshold speed APVth to the approach threshold speed APVth(S), sets the first threshold operation amount APth1 to the approach threshold operation amount APth1(S), and proceeds to step 410 shown in FIG.

[0186] The approach threshold speed APVth(S) is set to a value smaller than the normal threshold speed APVth(N). The approach threshold operation amount APth1(S) is set to a value smaller than the normal threshold operation amount APth1(N).

[0187] According to this modified example, when the approach condition is not met, the erroneous operation condition is less likely to be met than when the approach condition is met, thereby reducing the possibility of the acceleration limit control being erroneously executed.

[0188] When the approach condition is met, the DSECU 20 may set at least one of the threshold speed APVth and the first threshold operation amount APth1 to a smaller value than when the approach condition is not met.

[0189] (Seventh Modification) In the above embodiment and the first to sixth modified examples, the road facility RE has been described as "a facility (e.g., a parking ticket issuing machine) that requires the driver to perform some action (operation) when the vehicle VA passes through." However, the road facility RE is not limited to such a facility. For example, the road facility RE may be an automatic payment gate installed on a highway or the like. When the vehicle VA passes through the automatic payment gate, communication for payment is performed between the automatic payment on-board unit 50 shown in FIG. 1 provided on the vehicle VA and an automatic payment machine (not shown) of the automatic payment gate, and the toll for the highway or the like is automatically paid. In Japan, ETC is used as this payment system, and the automatic payment gate is sometimes called an ETC gate, and the automatic payment on-board unit 50 is sometimes called an ETC on-board unit 50.

[0190] The DSECU 20 of the driving assistance device 10 according to this modification determines that the approach condition is met when the payment communication is performed.

[0191] The CPU of the DECU 20 of this modified example executes the approach determination routine shown in FIG. 14 instead of the approach determination routine shown in FIG. 3, and executes the routines shown in FIGS.

[0192] <Approach Judgment Routine> The CPU executes an approach determination routine shown in the flowchart of Fig. 14 every time a predetermined time has elapsed. In Fig. 14, steps that perform the same processing as the steps shown in Fig. 3 are assigned the same reference numerals as used in Fig. 3, and their explanations will be omitted.

[0193] Therefore, at a predetermined timing, the CPU starts the process from step 1400 in Fig. 14, and proceeds to step 305 shown in Fig. 14. If the value of the approach flag Xkin is "0", the CPU determines "Yes" in step 305 shown in Fig. 14, and proceeds to step 1405.

[0194] In step 1405, the CPU determines whether the vehicle speed Vs is equal to or less than a predetermined third threshold vehicle speed Vsth3. When the vehicle VA passes through the automatic payment gate, it travels at a speed equal to or less than the third threshold vehicle speed Vsth3, so the CPU performs the determination in step 1405.

[0195] If the vehicle speed Vs is greater than the third threshold vehicle speed Vsth3, the CPU determines "No" in step 1405, proceeds to step 1495, and temporarily ends this routine.

[0196] If the vehicle speed Vs is equal to or less than the third threshold vehicle speed Vsth3, the CPU determines whether the automatic payment in-vehicle device 50 has received a payment signal from the automatic payment machine. If the distance between the vehicle VA and the automatic payment gate is equal to or less than the predetermined distance, the automatic payment in-vehicle device 50 receives a payment signal from the automatic payment machine and then communicates with the automatic payment machine to perform automatic payment, so the CPU performs the determination in step 1410.

[0197] If the automatic payment in-vehicle unit 50 has not received a payment signal, the CPU determines "No" in step 1410, proceeds to step 1495, and temporarily ends this routine. If the automatic payment in-vehicle unit 50 has received a payment signal, the CPU determines "Yes" in step 1410, and sets the value of the approach flag Xkin to "1" in step 355 shown in Figure 14. Thereafter, the CPU proceeds to step 1495, and temporarily ends this routine.

[0198] On the other hand, if the value of the approach flag Xkin is "1" when the CPU proceeds to step 305 shown in Figure 14, the CPU judges "No" at step 305 shown in Figure 14 and proceeds to step 360 and subsequent steps shown in Figure 14.

[0199] As described above, according to this modification, even if the road facility RE is a facility such as an automatic payment gate where the driver does not take any action (operation) on the road facility RE when the vehicle VA passes through the road facility RE, the approach condition can be met when the vehicle VA approaches the road facility RE. The road facility RE may be any facility that the vehicle VA must pass through at a speed below a predetermined speed or after stopping temporarily.

[0200] (Eighth Modification) The erroneous operation condition may be a condition that is met when the accelerator pedal operation amount AP becomes equal to or greater than a first threshold operation amount APth1, or a condition that is met when the accelerator pedal operation speed APV becomes equal to or greater than a threshold speed APVth.

[0201] (Ninth Modification) In the above embodiment, the gaze condition is met when the gaze time Tatt is equal to or greater than the threshold time Tth, but the gaze condition may also be met when the number of gazes Natt in a predetermined time is equal to or greater than the threshold number of gazes Nth. The number of gazes Natt is the number of times that the gaze angle θeye becomes larger than the face angle θface.

[0202] (Tenth Modification) In the above embodiment, the proximity condition is no longer met when the distance L traveled by the vehicle VA after the proximity condition is met becomes equal to or greater than the threshold distance Lth, but the proximity condition may also be no longer met when the elapsed time since the proximity condition was met becomes equal to or greater than a predetermined time.

[0203] (Eleventh Modification) The driving assistance device 10 is applicable not only to the above-mentioned engine vehicles, but also to hybrid electric vehicles (HEVs), plug-in hybrid electric vehicles (PHEVs), fuel cell electric vehicles (FCEVs), and battery electric vehicles (BEVs). [Explanation of symbols]

[0204] 10...driving assistance device, 20...driving assistance ECU, 24...driver's seat camera, 30...drive ECU, 32a...accelerator pedal, 40...brake ECU.

Claims

1. an acceleration operator operated by a vehicle driver to accelerate the vehicle; a control unit configured to execute acceleration limit control for limiting acceleration of the vehicle so that the acceleration of the vehicle does not exceed a predetermined limit acceleration when the operation of the acceleration operator satisfies a predetermined erroneous operation condition; The control unit When a predetermined approach condition is met, which is met when the vehicle approaches road equipment that the vehicle must pass through at a speed equal to or less than a predetermined speed or after temporarily stopping, the acceleration limit control is executed when the erroneous operation condition is met; When the approach condition is not satisfied, the acceleration limitation control is not executed even if the erroneous operation condition is satisfied, or the erroneous operation condition is made less likely to be satisfied than when the approach condition is satisfied. It was configured as follows: Driving assistance device.

2. The driving assistance device according to claim 1, a driver's seat camera that captures an image of the driver's seat by photographing the area around the driver's face when the driver is seated in the driver's seat of the vehicle; the road facility is located on the driver's seat side when the vehicle passes by, and the driver needs to perform a predetermined action on the road facility when the vehicle passes beside the road facility; The control unit When it is determined that a condition is met that the driver's gaze is turned toward the driver's seat window, which is the window on the driver's seat side, and then the face is turned toward the driver's seat window, based on a gaze angle that represents the angle of the driver's gaze with respect to a predetermined reference direction and a face angle that represents the angle of the driver's face with respect to the reference direction, both of which are specified based on the driver's seat image, it is determined that the approach condition is met. It was configured as follows: Driving assistance device.

3. The driving assistance device according to claim 2, the reference direction is set in a longitudinal direction of the vehicle, The more the line of sight is directed toward the driver's seat window, the larger the line of sight angle becomes, and the more the face is directed toward the driver's seat window, the larger the face angle becomes, The control unit After the gaze angle becomes larger than the face angle, The line of sight angle is equal to or greater than a predetermined first threshold angle, The face angle is equal to or greater than a predetermined second threshold angle, and When the magnitude of the difference between the gaze angle and the face angle is equal to or less than a predetermined threshold value, determining that the approach condition is met; It was configured as follows: Driving assistance device.

4. In the driving assistance device according to claim 1, the road facility is located on the driver's seat side of the vehicle when the vehicle passes through, and the driver is required to perform a predetermined action on the road facility when the vehicle passes through the road facility; the control unit is configured to determine that the approach condition is met when the speed of the vehicle is equal to or less than a predetermined threshold speed and the driver is touching an upper part of a steering wheel of the vehicle. Driving assistance device.

5. A driving assistance device according to claim 1, a driver's seat camera that captures an image of the driver's seat by photographing the area around the driver's face when the driver is seated in the driver's seat of the vehicle; the road facility is located on the driver's seat side of the vehicle when the vehicle passes through, and the driver is required to perform a predetermined action on the road facility when the vehicle passes through the road facility; the control unit is configured to determine that the approach condition is met when a driver's seat window that is a window on the driver's seat side of the vehicle is open and when it is determined that the driver has moved toward the driver's seat window that is a window on the driver's seat side of the vehicle based on the driver's seat image, Driving assistance device.

6. In the driving assistance device according to claim 1, the road facility is located on the driver's seat side of the vehicle when the vehicle passes through, and the driver is required to perform a predetermined action on the road facility when the vehicle passes through the road facility; The control unit A non-seated condition that the driver is not seated in the driver's seat of the vehicle; and The driver's seat belt is not fastened. If at least one of the above is satisfied, it is determined that the approach condition is satisfied. It was configured as follows: Driving assistance device.

7. A driving assistance method in which a computer mounted on a vehicle executes acceleration limit control to limit the acceleration of the vehicle so that the acceleration of the vehicle does not exceed a predetermined limit acceleration when the operation of an acceleration control operated by a driver of the vehicle to accelerate the vehicle satisfies a predetermined erroneous operation condition, a first step in which the computer executes the acceleration limit control when the erroneous operation condition is met, in a case where a predetermined approach condition is met when the vehicle approaches road equipment that requires the vehicle to pass through at a speed equal to or less than a predetermined slow speed or after temporarily stopping; a second step in which, when the approach condition is not satisfied, the computer does not execute the acceleration limitation control even if the erroneous operation condition is satisfied, or makes the erroneous operation condition less likely to be satisfied than when the approach condition is satisfied; Including, Driving assistance methods.

8. A program that causes a computer mounted on a vehicle to execute acceleration limit control that limits the acceleration of the vehicle so that the acceleration of the vehicle does not exceed a predetermined limit acceleration when the operation of an acceleration operator operated by a driver of the vehicle to accelerate the vehicle satisfies a predetermined erroneous operation condition, the program comprising: a first step of executing the acceleration limit control when the erroneous operation condition is met in a case where a predetermined approach condition is met when the vehicle approaches road equipment that requires the vehicle to pass at a speed equal to or less than a predetermined slow speed or after temporarily stopping; a second step of not executing the acceleration limit control even if the erroneous operation condition is satisfied when the approach condition is not satisfied, or of making it more difficult for the erroneous operation condition to be satisfied than when the approach condition is satisfied; Execute program.

Images