Vehicle control device

Abstract

To provide a driving support apparatus capable of improving the driving skill of a driver.SOLUTION: A vehicle control apparatus 100 executes: risk estimation processing of estimating a risk; risk avoidance behavior detection processing of detecting the behavior of a driver; and information providing processing of providing information so as to make the driver avoid the risk. In the information providing processing, the vehicle control apparatus executes: first support processing of providing notification of the risk by using an information notification device so as to make the driver perceive the risk when it is determined that the driver does not perceive the risk; second support processing of providing notification of information about vehicle operation to avoid the risk after the driving of a vehicle ends when it is determined that the driver does not carry out vehicle operation to be carried out for risk avoidance; and third support processing of moving an operation part so as to avoid the risk and providing, through the movement of the operation part, notification of an appropriate operation amount to the driver when it is determined that the risk cannot be avoided.SELECTED DRAWING: Figure 2

Description

[Technical Field]

[0001] The present invention relates to a vehicle control device, and more particularly to a vehicle control device for driving assistance. [Background technology]

[0002] Conventionally, a system is known that notifies a driver of an evaluation of his or her vehicle driving. This driving evaluation can include details of the driving operations performed by the driver and details of more appropriate driving operations. Furthermore, this driving evaluation is notified to the driver, for example, when the driving operation that is the subject of evaluation is being performed or at the end of the driving. In the report creation system described in Patent Document 1, when the driver finishes driving the vehicle, a driving evaluation report about the driving of that day is provided to the driver. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Patent Publication No. 2019-106041 Summary of the Invention [Problem to be solved by the invention]

[0004] However, if the driving evaluation is notified at the end of a drive, as in Patent Document 1, the driver's memory of the driving operation that was the subject of the evaluation becomes vague. Also, if the driving evaluation is notified while the driving operation that was the subject of the evaluation is being performed, the driver may become confused while driving. Therefore, notifying the driver of such driving evaluation has little effect on improving the driver's driving skills.

[0005] The present invention has been made to solve such problems, and has an object to provide a driving assistance device that can improve the driving skills of a driver. [Means for solving the problem]

[0006] In order to achieve the above object, the present invention provides a vehicle control device that assists a driver of a vehicle in operating the vehicle, and includes a controller that calculates a target driving route in accordance with a traffic environment and a driving environment around the vehicle, and controls the vehicle so that the vehicle drives on the target driving route, the controller is configured to execute a risk estimation process that estimates a risk that may occur to the vehicle due to the traffic environment and the driving environment, a risk avoidance behavior detection process that detects the driver's behavior in relation to the risk, and an information provision process that uses an information notification device to provide the driver with information to help the driver avoid the risk, and the controller, in the information provision process, determines whether the driver does not perceive the risk based on the driver's behavior in relation to the risk. a first support process of using an information notification device to notify the driver of the risk so that the driver is aware of the risk, if it is determined that the driver has not performed a vehicle operation that should have been performed to avoid the risk based on the driver's behavior regarding the risk; a second support process of using an information notification device to notify the driver of at least information regarding a vehicle operation that should have been performed to avoid the risk after driving the vehicle has finished, if it is determined that the driver has performed a vehicle operation that should have been performed to avoid the risk based on the driver's behavior regarding the risk but the risk cannot be avoided with the amount of operation of the operation unit in the vehicle operation; and a third support process of moving the operation unit to avoid the risk and notifying the driver of an appropriate amount of operation by the movement of the operation unit. The controller determines that the driver does not perceive the risk if the driver does not direct his / her gaze toward the risk object by a predetermined time when the risk object is a static object in the traffic environment, and executes the first assistance process; determines that the driver does not perceive the risk if the driver does not continuously direct his / her gaze toward the risk object when the risk object is a dynamic object in the traffic environment, and executes the first assistance process; and determines that the driver does not perceive the risk if the driver does not change his / her posture and / or head tilt when the risk object is neither a static object nor a dynamic object in the traffic environment, and executes the first assistance process. It is characterized by the fact that

[0007] In the present invention configured as described above, when a driver encounters a risk, it is determined whether the driver's driving performance (perception performance, judgment performance, and operation performance) is being fully utilized, and assistance processes (first to third assistance processes) related to the functions for which the driver's driving performance is not being fully utilized are executed. In the first assistance process, a notification is issued to make the driver perceive the risk, in the second assistance process, information regarding the vehicle operation that should have been performed in response to the risk is notified, and in the third assistance process, the amount of vehicle operation that should have been performed in response to the risk is notified by the movement of the operation unit. As a result, in the present invention, the driver can learn the driving operation of each function and improve his or her driving skill. Furthermore, since the first and third assistance processes related to the perception function and the operation function are executed while the driver is encountering a risk, the driver can learn the vehicle operation while actually being aware of the risk. On the other hand, if the driver is notified of a vehicle operation that differs from the vehicle operation the driver was performing while encountering a risk, the driver may become confused. For this reason, the second assistance process related to the judgment function is executed after driving is completed.

[0008] In addition, preferably in the present invention, the controller estimates a driving ability value of the driver for avoiding a risk, and when it is determined based on the driving ability value that the driver cannot avoid the risk, the controller controls the vehicle so that the vehicle autonomously drives along the target driving route, and does not execute the first assistance process, the second assistance process, and the third assistance process. In the present invention configured in this manner, when the driver's driving ability is not enough to avoid the risk, the risk can be avoided by having the vehicle autonomously drive along the target driving route.

[0009] In addition, in the present invention, preferably, the vehicle operation to be performed for risk avoidance is a vehicle operation to be performed for traveling along the target traveling route. In the present invention configured in this manner, by referring to the vehicle operation for traveling along the target traveling route, it is possible to determine whether the driver is taking appropriate action for risk avoidance.

[0010] In the present invention, preferably, the controller controls the vehicle in response to an appropriate amount of operation of the operating unit when executing the third assistance process. In the present invention configured in this manner, the third assistance process can notify the driver of an appropriate operating position of the operating unit and appropriately control the behavior of the vehicle.

[0011] In the present invention, preferably, in the first assistance process, the second assistance process, and the third assistance process, the controller determines whether or not the driver has a perception function for perceiving the traffic environment and the driving environment, a determination function for determining the operation of the operation unit to be performed in the traffic environment and the driving environment, and an operation function for performing the operation of the operation unit to be performed in the traffic environment and the driving environment, in order for the driver to travel the target driving route. In the present invention configured in this manner, it is possible to determine whether or not the driver has driving ability for each of a plurality of driving functions that the driver should have.

[0012] In addition, in the present invention, preferably, the information notification device includes a display device and an audio output device that provide information to the driver, and an information transmission device that provides information to an information communication device outside the vehicle. In the present invention configured in this manner, the driver can learn visual information and audio information using the display device and the audio output device while driving or after finishing driving. In addition, in the present invention, the driver can learn the information after finishing driving by receiving the information from the information transmission device using the information communication device. [Effects of the Invention]

[0013] According to the driving assistance device of the present invention, the driving skill of the driver can be improved. [Brief explanation of the drawings]

[0014] [Figure 1] FIG. 2 is an explanatory diagram of vehicle control according to an embodiment of the present invention. [Figure 2] 1 is a block diagram of a vehicle control device according to an embodiment of the present invention; [Figure 3]FIG. 2 is an explanatory diagram showing a processing flow of the vehicle control device according to the embodiment of the present invention. [Figure 4] 3 is a flowchart of a driving assistance control according to an embodiment of the present invention. [Figure 5] 10 is a flowchart of a delay notification process according to an embodiment of the present invention. [Figure 6] 1 is a flowchart of a perceptual performance determination according to an embodiment of the present invention. [Figure 7] 10 is a flowchart of a judgment performance determination process according to an embodiment of the present invention. [Figure 8] 10 is a flowchart of a operability determination process according to an embodiment of the present invention. DETAILED DESCRIPTION OF THE INVENTION

[0015] DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS A vehicle control device according to an embodiment of the present invention will now be described with reference to the accompanying drawings. First, an overview of vehicle control provided by a vehicle control device according to an embodiment of the present invention will be described with reference to Fig. 1. Fig. 1 is an explanatory diagram of vehicle control.

[0016] The vehicle control device 100 of this embodiment (see FIG. 2) is configured on the premise that the driver will be the one to operate the vehicle 1. Therefore, the vehicle control device 100 assists the vehicle operation of the vehicle 1 at an appropriate level depending on the state of the driver. That is, in this embodiment, the driving assistance control of the vehicle 1 is provided in principle to fill the gap between the vehicle operation that the driver wants to perform and the vehicle operation that the driver can perform. For example, the driver's impaired driving function is mainly assisted. Furthermore, the vehicle control device 100 is configured to automatically switch the vehicle 1 to automatic driving control at a predetermined time.

[0017] Specifically, when the driver has normal driving ability, the vehicle control device 100 intervenes in vehicle operation only at specific times to perform driving assistance control (automatic acceleration, automatic braking, automatic steering, etc.). Specific times include, for example, when the driver's driving ability temporarily declines (e.g., fatigue, drowsiness) or when the driving environment is relatively difficult (e.g., complex surrounding traffic conditions, complex road shape, dark surroundings). Furthermore, when the driving ability of a driver (e.g., elderly person, MCI) is partially declined (e.g., lack of muscle strength to operate the steering wheel 43b), the vehicle control device 100 compensates for the declined driving ability. Furthermore, the vehicle control device 100 performs driving assistance control to further improve driving ability or to maintain or restore the declined driving ability.

[0018] On the other hand, when an abnormality sign is detected in which the driver's consciousness level or driving ability is decreasing suddenly or over a predetermined time (several minutes to several tens of minutes) (for example, when an acute illness occurs or when the drowsiness level is high), the vehicle control device 100 performs driving assistance control to maintain safe driving. Also, in the event of an abnormality in which the driver's consciousness or driving ability is lost, the vehicle control device 100 executes automatic driving control and performs processing to notify the outside of an emergency in order to avoid an accident.

[0019] Next, the configuration of a vehicle control device according to an embodiment of the present invention will be described with reference to Fig. 2. Fig. 2 is a block diagram of the vehicle control device. As shown in Fig. 2, the vehicle control device 100 mainly includes a controller 10 such as an ECU (Electronic Control Unit), an in-vehicle device 20, a vehicle control system 40, and an information notification device 50.

[0020] The in-vehicle device 20 includes an in-vehicle camera 21, an outside-vehicle camera 22, a radar 23, a plurality of vehicle behavior sensors (vehicle speed sensor 24, acceleration sensor 25, yaw rate sensor 26) that detect the behavior of the vehicle 1, a plurality of operation detection sensors (steering angle sensor 27, steering torque sensor 28, accelerator opening sensor 29, brake depression amount sensor 30) that detect the driver's operation, a positioning device 31, a navigation device 32, and an information and communication device 33.

[0021] The vehicle control system 40 includes an engine control system 41, a brake control system 42, and a steering control system 43, which respectively correspond to the vehicle's running, stopping, and turning functions. The information notification device 50 includes a display device 51, an audio output device 52, an information transmission device 53, and a plurality of actuators 54.

[0022] The controller 10 is configured by a computer device including a processor 11, a memory 12 that stores various programs and data executed by the processor 11, an input / output device, etc. The controller 10 is configured to output control signals for performing vehicle control (driving assistance control and automatic driving control) to the vehicle control system 40 and the information notification device 50 based on signals received from the in-vehicle device 20.

[0023] The in-vehicle camera 21 captures an image of the driver of the vehicle 1 and outputs image information. The controller 10 determines, based on this image information, in particular, the facial expression and upper body posture of the driver. The exterior camera 22 captures images of the surroundings of the vehicle 1 (typically, the area in front of the vehicle 1) and outputs image information. Based on this image information, the controller 10 identifies objects outside the vehicle and their positions. The objects include at least traffic participants and boundaries of the roadway. Specifically, the objects include surrounding moving bodies (vehicles, pedestrians, etc.) and stationary structures (obstacles, parked vehicles, roadways, lane markings, stop lines, traffic signals, traffic signs, intersections, etc.).

[0024] The radar 23 measures the position and speed of an object present around the vehicle 1 (typically in front of the vehicle 1). For example, the radar 23 may be a millimeter wave radar, a laser radar (LIDAR), an ultrasonic sensor, or the like.

[0025] The vehicle speed sensor 24 detects the speed (vehicle speed) of the vehicle 1. The acceleration sensor 25 detects the acceleration of the vehicle 1. The yaw rate sensor 26 detects the yaw rate generated in the vehicle 1. The steering angle sensor 27 detects the rotation angle (steering angle) of the steering wheel 43b of the vehicle 1. The steering torque sensor 28 detects the rotation torque associated with the rotation of the steering wheel 43b. The accelerator opening sensor 29 detects the depression amount of the accelerator pedal 41b. The brake depression amount sensor 30 detects the depression amount of the brake pedal 42b.

[0026] The positioning device 31 includes a GPS receiver and / or a gyro sensor, and detects the position (current vehicle position information) of the vehicle 1. The navigation device 32 stores map information internally and can provide the map information to the controller 10. The controller 10 can calculate the entire driving route (including driving lanes, intersections, traffic signals, etc.) to the destination based on the map information and the current vehicle position information.

[0027] The information communication device 33 communicates with external communication devices. For example, the information communication device 33 performs vehicle-to-vehicle communication with other vehicles and road-to-vehicle communication with a communication device outside the vehicle, receives various driving information and traffic information (traffic congestion information, speed limit information, etc.), and provides the information to the controller 10.

[0028] The engine control system 41 controls the driving force of an engine device (internal combustion engine, electric motor, etc.) of the vehicle 1. The controller 10 drives the engine device and can accelerate or decelerate the vehicle 1 by transmitting a control signal to the engine control device 41a based on an input from the accelerator pedal 41b.

[0029] The brake control system 42 controls the driving force of the brake device of the vehicle 1. The brake control system 42 includes brake actuators such as a hydraulic pump and a valve unit. The controller 10 drives the brake device and decelerates the vehicle 1 by sending a control signal to the brake control device 42a based on an input from a brake pedal 42b.

[0030] The steering control system 43 controls the driving force of the steering device of the vehicle 1. The steering control system 43 includes, for example, an electric motor of an electric power steering system. The controller 10 can drive the steering device and change the traveling direction of the vehicle 1 by sending a control signal to the steering control device 43a based on an input from the steering wheel 43b.

[0031] The display device 51 can visually display support information (visual information) for assisting the driver in vehicle operation in a display area. Specifically, the display device 51 is a HUD. The display area corresponds to the size of the entire windshield of the vehicle 1 or a part of it, and the support information is displayed within the field of view of the driver. Also, a liquid crystal display may be used instead of the HUD. The audio output device 52 is, for example, a speaker, and can provide the driver with assistance information (auditory information) to assist the driver in operating the vehicle. The information transmitting device 53 can transmit information relating to driving assistance to an external information communication device (for example, a mobile information terminal of the driver).

[0032] The actuator 54 is configured with an electric motor, a gear mechanism, etc. The multiple actuators 54 are configured to move multiple operating parts (e.g., accelerator pedal 41b, brake pedal 42b, steering wheel 43b) that the driver operates when driving the vehicle 1 in the operating direction without input from the driver. The controller 10 outputs a control signal to each actuator 54, causing the corresponding operating part to perform a desired behavior.

[0033] The vehicle control system (for example, engine control system, brake control system, steering control system) of this embodiment operates by a drive-by-wire system, and is configured such that an operation input from an operation unit is transmitted as a control signal via the controller 10, and a drive device corresponding to the operation unit receives the control signal and drives based on the control signal. Therefore, the controller 10 can output a control signal to the drive device independently of the movement of the operation unit by the actuator 54.

[0034] Next, the processing flow of the vehicle control device according to the embodiment of the present invention will be described with reference to Fig. 3. Fig. 3 is an explanatory diagram showing the processing flow of the vehicle control device. Specifically, Fig. 3 shows that the controller 10 processes input information from the in-vehicle device 20, thereby providing various vehicle controls (driving assistance control, automatic driving control) using the vehicle control system 40 and the information notification device 50.

[0035] Vehicle control includes ADAS (Advanced Driver Assistance System), automatic acceleration, automatic braking, automatic steering, automatic vehicle stabilization control, automated driving (level 3 or higher), and support processes for maintaining and improving the driver's driving ability. ADAS includes at least support functions (automatic entry avoidance control) for following the vehicle ahead, preventing collisions with the vehicle ahead, preventing lane departure, etc. Automatic vehicle stabilization control is a control to stabilize the vehicle 1's attitude, i.e., vehicle dynamics (pitch, roll, yaw), and prevent skidding, rollover, etc.

[0036] The in-vehicle device 20 continuously transmits the acquired information to the controller 10. The controller 10 performs the following calculations or evaluations based on the acquired information. The controller 10 evaluates the traffic environment around the vehicle 1 (traffic environment evaluation) based on input information from the outside camera 22, radar 23, positioning device 31, navigation device 32 (map information), etc. Specifically, the controller 10 calculates the positions, speeds, etc. of objects around the vehicle 1 (vehicles, pedestrians, boundary lines, guardrails, stop lines, traffic signs, etc.).

[0037] The controller 10 also evaluates the driver's physical function (physical function evaluation) based on information from the steering angle sensor 27, steering torque sensor 28, brake depression amount sensor 30, in-vehicle camera 21, etc. Specifically, the controller 10 estimates the level of the driver's physical function, such as operating the operating unit with an appropriate amount of operation and operation speed, and visually perceiving visual stimuli outside the vehicle. Whether the driver is operating with an appropriate amount of operation and operation speed is evaluated based on the difference between the operation amount and operation speed (steering angle, steering angle speed, depression amount of brake pedal 42b, depression speed, brake hydraulic pressure, etc.) actually input by the driver via the operating unit and the target operation amount and operation speed when traveling along the target traveling route. The target traveling route is calculated based on driving requirements (destination, etc.) using the results of a traffic environment evaluation, a traveling environment evaluation, a physical function evaluation, etc., so that the vehicle 1 travels safely and efficiently.

[0038] Furthermore, the controller 10 evaluates the driving environment around the vehicle 1 (driving environment evaluation) based on information from the outside camera 22, the vehicle speed sensor 24, the acceleration sensor 25, the positioning device 31, etc. Specifically, the controller 10 estimates physical quantities that affect the vehicle dynamics (for example, the radius of the curve on the road and the road surface friction coefficient). The controller 10 also calculates the current vehicle dynamics of the vehicle 1 (vehicle dynamics calculation) based on information from the vehicle speed sensor 24, acceleration sensor 25, yaw rate sensor 26, etc. The vehicle dynamics includes speed, acceleration, yaw rate, three-axis rotation moment (pitch, yaw, roll), etc.

[0039] The controller 10 also determines the level of alertness of the driver based on image information from the in-vehicle camera 21 (alertness determination). For example, the level of alertness is evaluated based on the degree to which the driver's eyes and / or mouth are open, and the position or posture of the driver's upper body. The level of alertness can be evaluated, for example, on a four-level scale (zero, low, medium, high alertness).

[0040] Furthermore, the controller 10 determines whether there is a predicted risk in the traffic environment evaluation and the driving environment evaluation. The predicted risk includes a traffic risk caused by the traffic environment (e.g., collision of the vehicle 1 with another vehicle) and a driving risk caused by the driving environment that affects the vehicle dynamics (e.g., spinning out on a curved road). The controller 10 then evaluates the risk avoidance behavior taken by the driver in response to the predicted risk based on information from the on-board device 20, the in-vehicle camera 21, etc. (risk avoidance behavior evaluation).

[0041] Risks include vehicle accidents such as a collision of vehicle 1 and states in which vehicle 1 loses or loses its stability (spins, rollovers, etc.). Risk objects that can cause risk include traffic participants (other vehicles, pedestrians, etc.), guardrails, boundaries, traffic signals (red lights), stop lines, etc. Risk objects also include risk-generating parts of the roadway (such as clipping points on curved roads). These objects are considered risk objects if they are likely to cause a risk in the near future (within a predetermined time, such as 10 seconds) if the current vehicle behavior (vehicle dynamics) continues. Risk avoidance behavior is an action taken by the driver in response to a predicted risk, and is particularly a vehicle operation (acceleration, braking, and / or steering) performed to reduce the probability of the predicted risk occurring. For example, when the predicted paths of vehicle 1 and another vehicle intersect and a collision between the two vehicles is predicted, this is a vehicle operation that reduces the probability of a collision, or a vehicle operation that makes the closest distance between vehicle 1 and another vehicle equal to or greater than a predetermined distance. Furthermore, risk targets may include objects that may not pose a risk at present but should be perceived while driving, or objects that may pose a risk in the future beyond a predetermined time.

[0042] The risk avoidance behavior also includes the driver's behavior of perceiving a risk object (for example, another vehicle with a possibility of collision, or the vicinity of a clipping point on a curved road) before operating the operating unit. For example, the driver's gaze directed toward a risk object based on image information from the in-vehicle camera 21, or the driver's posture in response to the risk (i.e., the driver's perception of a risk object) are also included in the risk avoidance behavior.

[0043] The controller 10 also evaluates the driver's current cognitive load based on the results of the traffic environment evaluation (cognitive load evaluation). For example, the controller 10 evaluates that the greater the number of objects within a predetermined distance from the vehicle 1, the greater the driver's cognitive load, depending on the vehicle speed. The cognitive load can be evaluated, for example, in three stages (low, medium, and high). The controller 10 may also analyze, learn, and update the driver's cognitive ability level based on information about the driver's vehicle operation and line of sight. In this case, the cognitive load evaluation can be calculated as the ratio of the current cognitive load to the driver's cognitive ability level.

[0044] The controller 10 also stores in a storage unit a vehicle model that defines the physical motion of the vehicle 1. The vehicle model uses equations of motion to represent the relationship between the specifications of the vehicle 1 (mass, wheelbase, etc.) and physical variables (speed, acceleration, steering angle, etc.). The vehicle model can also apply the results of a driving environment evaluation (for example, road surface friction coefficient).

[0045] The controller 10 also stores a driver model of the driver who drives the vehicle 1 in a storage unit. The controller 10 analyzes and learns the driver's operating characteristics based on input information from the in-vehicle device 20 and constantly updates the driver model. The driver model represents the driver's operating characteristics, including the amount of operation for a specific operation under certain conditions, a reaction delay time (time constant), and the like. The results of a cognitive load assessment (level of cognitive load) and a physical function assessment can also be applied to the driver model. For example, in a situation where the cognitive load is high, the driver model is corrected so that the driver's operating ability decreases. Furthermore, if the results of the physical function assessment determine that the pedal force or arm strength is low, this is reflected in the time constants related to the amount of operation and the operating speed of the operating parts. The controller 10 can predict the driver's operation by using the driver model. The controller 10 also stores an ideal driver model, which represents the operating characteristics of an ideal driver with high driving ability, in a storage unit, and can therefore predict ideal operations.

[0046] The controller 10 can calculate vehicle dynamics predicted to occur between now and the near future (vehicle dynamics prediction calculation) by applying input information from the in-vehicle device 20 to the vehicle model and the driver model. That is, by inputting current conditions (traffic environment, driving environment, cognitive load, physical function) into the driver model and the vehicle model, the controller 10 can predict vehicle operations (type of operation, amount of operation, operation timing, etc.) performed by the driver between now and a predetermined time period (for example, 10 seconds from now), and calculate predicted vehicle dynamics caused by the predicted vehicle operation.

[0047] Furthermore, the controller 10 performs a driving ability evaluation. The driving ability represents the level of the driver's ability to avoid various risks. The controller 10 evaluates or calculates the driving ability relative to risk based on the results of the risk aversion behavior evaluation (risk aversion behavior performed by the driver), the difference between predicted vehicle dynamics and actual vehicle dynamics, and the results of the cognitive load evaluation (degree of cognitive load). The driving ability relative to risk may be, for example, the required risk aversion time required for the driver to avoid the predicted risk. The required risk aversion time may be the time from the start of the risk aversion behavior to the disappearance of the predicted risk, or the time required from the driver's perception of the risk to the completion of the risk aversion behavior. In this case, if the driving ability is evaluated low, the required risk aversion time is output as a larger value.

[0048] The controller 10 uses a driver model to calculate, for example, a predicted driving route of the vehicle 1 at a future time point, assuming that the current vehicle behavior continues for a predetermined time. When the predetermined time reaches a certain time, the risk cannot be avoided using the predicted driving route at that time. Then, the time until the risk occurs on the predicted driving route calculated at this time (risk margin time) may be set as the risk avoidance required time.

[0049] The controller 10 can update the driving ability data using the calculated driving ability evaluation. A driver's driving ability changes over time. For example, beginner drivers tend to improve their driving ability, while elderly people tend to decline. For the driving ability data, multiple driving ability data sets may be set corresponding to multiple evaluation periods. For example, short-term (1 to 6 months from the present), medium-term (3 to 9 months from the present), and long-term (1 to 2 years from the present) motor ability data sets can be created.

[0050] The controller 10 performs a function reallocation calculation based on the current vehicle dynamics, the results of the driving ability assessment (current driving ability), the results of the cognitive load assessment, and the results of the physical function assessment. The controller 10 executes driving assistance control or automated driving control based on this calculation. During normal driving, a driver (e.g., a beginner or elderly driver) demonstrates driving performance using his or her own driving functions (perceptual function, judgment function, physical function). However, if the driver is unable to avoid a predicted risk (i.e., if the driver's driving performance does not meet the driving ability required to avoid the predicted risk), the controller 10 executes driving assistance control so that the vehicle 1 takes over and performs the driving functions related to the insufficient driving ability. Furthermore, in the event of an abnormality (e.g., loss of consciousness), for example, automated driving control is executed, and the driver's driving functions are replaced by corresponding equivalent functions of the vehicle 1.

[0051] Furthermore, the controller 10 compares the result of the driving ability assessment (current driving ability relative to predicted risk) with the driving ability data, and if the current driving ability is lower than the past driving ability, the controller 10 performs assistance (including automatic driving) to compensate for the lowered driving ability. Furthermore, when the driver's level of alertness is medium (for example, mild drowsiness), the controller 10 performs a process to wake the driver (for example, blow cool air to the driver), and when the driver's level of alertness is low (for example, severe drowsiness or loss of consciousness), the controller 10 performs automatic driving.

[0052] Next, a processing flow of the driving assistance processing of the vehicle control device according to the embodiment of the present invention will be described. Fig. 4 is a flowchart of the driving assistance control, Fig. 5 is a flowchart of the delay notification processing, Fig. 6 is a flowchart of the perception performance determination, Fig. 7 is a flowchart of the judgment performance determination, and Fig. 8 is a flowchart of the operation performance determination. After receiving a driving request (destination, etc.) from the driver or an external device via an input device (e.g., navigation device 32, information communication device 33), the controller 10 repeatedly performs driving assistance control over time (e.g., every 0.1 seconds).

[0053] 4, the controller 10 acquires information from the in-vehicle device 20 at predetermined time intervals (e.g., every 0.1 seconds) (S1). Based on the acquired information, the controller 10 executes processes such as traffic environment evaluation, driving environment evaluation, physical function evaluation, risk avoidance behavior evaluation, and vehicle dynamics calculation.

[0054] The controller 10 also executes the wakefulness determination process as described above based on the information acquired from the in-vehicle device 20 (S2). The controller 10 also determines whether the driver is in an wakeful state based on the result of the wakefulness determination (S3). If the driver's wakefulness is lower than a predetermined threshold (S3: No, for example, wakefulness="low"), the controller 10 executes automatic driving (autonomous driving) (S4).

[0055] On the other hand, if the driver's alertness is equal to or higher than the predetermined threshold (S3: Yes. For example, alertness = "medium" or "high"), the controller 10 executes a traffic risk assessment process (S5) and a driving risk assessment process (S6). Specifically, the controller 10 determines whether or not there is a possibility of a risk occurring within a predetermined time due to the current vehicle behavior (vehicle dynamics) based on the traffic environment assessment, the driving environment assessment, etc. The controller 10 calculates the time from the present until the predicted risk (traffic risk and driving risk) occurs (i.e., the risk margin time TTR (time to risk)). If the risk margin time TTR is equal to or shorter than a predetermined time (for example, 10 seconds), it is determined that there is a predicted risk. The risk margin time TTR is the predicted time until the vehicle 1 enters a risk area if the current vehicle behavior (vehicle dynamics such as speed and acceleration) is maintained. Entering a risk area refers to, for example, a position in a curved road where a collision between the vehicle 1 and another vehicle or a spinout of the vehicle 1 is predicted.

[0056] The controller 10 also calculates a target driving route based on the acquired information and driving requirements (S7). The target driving route includes a target driving trajectory (position information of multiple positions) from the present until a predetermined time (e.g., 10 seconds from now) and the speed at each position on the trajectory. The controller 10 calculates the target driving route so as to achieve predetermined safety and driving efficiency using the driving requirements and the results of traffic environment evaluation, driving environment evaluation, physical function evaluation, etc. The controller 10 can calculate multiple target driving routes that satisfy predetermined constraints (e.g., lateral acceleration being equal to or less than a predetermined value). For example, if an obstacle is present ahead of the vehicle 1, the controller 10 can set multiple target driving routes to avoid the obstacle. Note that even if the vehicle 1 deviates from the target driving route, it can still travel on another driving route. However, since the other driving routes are below predetermined standards, driving efficiency and ride comfort will be poor.

[0057] The controller 10 also calculates target vehicle dynamics for traveling along the target traveling route. The target vehicle dynamics include the speed, acceleration, yaw rate, and three-axis rotation moment (pitch, yaw, roll) at each position on the target traveling route. The target vehicle dynamics are control target values ​​used when the vehicle 1 executes driving assistance control and automatic driving control. A plurality of target vehicle dynamics (or control target values) can be set corresponding to a plurality of target traveling routes.

[0058] Furthermore, the controller 10 calculates target vehicle operation amounts (accelerator opening, brake depression amount, steering angle, etc.) which are driving performance requirements for the driver and the vehicle 1 in order to achieve the physical quantities of the target vehicle dynamics at each position on the target driving route, or control signals for the vehicle control system 40. Driving performance requirements having a predetermined range are set by a plurality of target driving routes.

[0059] The controller 10 also performs a cognitive load assessment (S8) and a driving ability assessment (S9). The controller 10 calculates a predicted driving route based on a driver model using the results of the traffic environment assessment, the driving environment assessment, the physical function assessment, etc. Then, based on this predicted driving route, the controller 10 calculates the time required for the driver to avoid the predicted risk (required risk avoidance time TER). For example, when an obstacle is present ahead of the vehicle 1, the controller 10 predicts the vehicle operation that the driver will perform to avoid the obstacle based on the driver model. Then, the controller 10 sets the time required for this avoidance vehicle operation as the required risk avoidance time TER.

[0060] The results of the alertness determination and the cognitive load assessment may be used to correct the driving ability evaluation. For example, if the alertness is low or the cognitive load is high, the driving ability evaluation is estimated to be low. In this case, the value of the driving ability evaluation (the time required to avoid risk TER) is corrected by multiplying it by a predetermined coefficient k (k>1).

[0061] Next, the controller 10 determines whether the driver has the driving ability to avoid the predicted risk (S10). Specifically, it is determined whether the time required to avoid risk TER is equal to or less than the risk margin time TTR. If the driver does not have the driving ability to avoid the predicted risk (S10: No), the driver's driving ability is not sufficient to avoid the predicted risk, so the controller 10 performs automatic driving (S11). The controller 10 controls the vehicle 1 to avoid the predicted risk through automatic driving (autonomous driving). In step S10, a negative determination is made if the time required to avoid risk TER (e.g., 6.0 seconds) is greater than the risk margin time TTR (e.g., 5.0 seconds).

[0062] After switching to autonomous driving, the controller 10 can cancel the autonomous driving when the predicted risk is eliminated. For example, the controller 10 switches to autonomous driving when entering an intersection, and cancels the autonomous driving after passing the intersection.

[0063] On the other hand, if the driver has the driving ability to avoid the predicted risk (S10: Yes), at this point in time, the predicted risk can be avoided mathematically based on the driver's physical ability. In other words, if the driver demonstrates normal driving ability, he or she can operate the vehicle 1 so as to avoid the predicted risk. In step S10, a positive determination is made if the risk avoidance required time TER (e.g., 4.0 seconds) is equal to or less than the risk margin time TTR (e.g., 5.0 seconds). Note that if the predicted risk is not estimated or the risk margin time TTR is equal to or greater than a predetermined time (e.g., TTR>10 seconds), the controller 10 may end the processing.

[0064] Next, the controller 10 determines whether or not each driving function (perception function, judgment function, operation function) is actually demonstrating the driving performance required for risk avoidance. First, the controller 10 determines whether the driver is demonstrating perceptual performance so that the vehicle 1 does not deviate from the target driving route (S12: perceptual performance determination process). Specifically, based on the result of the risk avoidance behavior evaluation, the controller 10 determines whether the driver has perceived a risk object (for example, whether the driver has directed his / her gaze toward the risk object, or whether the driver has tilted his / her head or upper body to face lateral G) by a predetermined time (for example, by a predetermined time before the predicted occurrence time of the predicted risk, or by the time the vehicle 1 deviates from any of the target driving routes).

[0065] If the driver is not demonstrating perceptual performance (S12: No), the controller 10 executes a process for providing information about the perceptual performance (first support process) (S13) and proceeds to step S14. The controller 10 uses the information notification device 50 to notify the driver of the presence of a risk object that the driver should perceive in order to travel along the target travel route, so as to bring the driver's driving performance (perceptual performance) closer to a level at which the target travel route can be traveled. In this embodiment, the vehicle operation includes the driver's act of perceiving the risk object. Specifically, the controller 10 highlights the risk object in the display area using the display device 51. The controller 10 also notifies the driver of the appearance of the risk object by voice using the audio output device 52 (e.g., "obstacle ahead"). This allows the driver to learn the perceptual behavior that should be performed when traveling along the target travel route and improves their perceptual performance.

[0066] On the other hand, if the driver is demonstrating perceptual performance (S12: Yes), the controller 10 determines whether the driver is demonstrating judgment performance with regard to the judgment function (S14: judgment performance determination process). Specifically, the controller 10 determines whether the driver has made an appropriate decision for risk avoidance and initiated a recommended risk avoidance action by the predetermined time based on the result of the risk avoidance action evaluation. The recommended risk avoidance action is a target vehicle operation (e.g., accelerator, brake, or steering operation) for target vehicle dynamics. When the target vehicle dynamics is achieved, the risk is avoided. For example, if a braking operation is required to avoid a collision with an obstacle ahead, the controller 10 determines whether a braking operation has been initiated based on information from the brake depression amount sensor 30. Furthermore, if a steering operation is required to avoid a collision with an obstacle ahead, the controller 10 determines whether a steering operation has been initiated based on information from the steering angle sensor 27.

[0067] If the driver is not demonstrating good judgment (S14: No), the controller 10 executes a process for providing information about the driver's judgment (second assistance process) (S15). First, the controller 10 stores driving operation assistance information in the memory 12 and sets the assistance flag F to "1." After the end of driving, the controller 10 uses the information notification device 50 to notify the driver of the driving operation assistance information so as to bring the driver's driving performance (judgment performance) closer to a level at which the driver can travel the target driving route. The driving operation assistance information includes information indicating the vehicle operations performed by the driver in response to the risk and information indicating the target vehicle operations that the driver should have performed in response to the risk.

[0068] For example, when avoiding an obstacle ahead, the driver performs a steering operation to pass the side of the obstacle. Meanwhile, because an oncoming vehicle is approaching, the target vehicle operation is to decelerate by braking (i.e., the target driving route is set to a route that decelerates before the obstacle). In this case, the driving operation assistance information stored includes the vehicle operation performed by the driver (operation of the steering wheel 43b) and the target vehicle operation (depression of the brake pedal 42b). This information may also include the amount of operation of the operating parts (brake pedal 42b, steering wheel 43b, etc.) over time. Furthermore, this information may also include image information from the in-vehicle camera 21 that shows the driver's operation status and image information from the outside-vehicle camera 22 that includes risk targets.

[0069] 5, when driving of the vehicle 1 is completed (S70: Yes), the controller 10 determines whether the assistance flag F is set to "1" (S71). When the assistance flag F is set to "1" (S71: Yes), the controller 10 transmits the stored driving operation assistance information to the driver's mobile information terminal registered in the memory 12 using the information transmission device 53 (S72), and sets the assistance flag F to "0" (S73). The controller 10 may also display the driving operation assistance information using the display device 51. The controller 10 can determine that driving has been completed, for example, when it detects an engine-off (IG-off) signal of the vehicle 1 and / or when it detects that the speed of the vehicle 1 is zero.

[0070] This process allows the driver to recall driving situations in which he or she made inappropriate driving decisions while driving and compare the vehicle operations that the driver actually performed with the target vehicle operations that the driver should have performed, thereby enabling the driver to improve driving performance at least in terms of decision-making function according to the driving situation.

[0071] Although the driving operation assistance information may be provided while the vehicle 1 is traveling, there is a risk that the driver may become confused when the assistance information is provided. For this reason, in this embodiment, the assistance information for the determination function is provided after the driver has finished driving.

[0072] Returning to FIG. 4 again, after step S15, the controller 10 may selectively execute a process (S16) of determining whether the risk occurrence probability is increasing. The controller 10 determines the change over time in the occurrence probability of the predicted risk calculated based on the current vehicle dynamics. If the risk occurrence probability is increasing over time (S16: Yes), the controller 10 executes vehicle control (S17). In other words, if the risk cannot be avoided by the vehicle operation determined by the driver, the controller 10 executes vehicle control intervention in addition to or instead of the vehicle operation by the driver.

[0073] On the other hand, if the driver is demonstrating judgment performance (S14: Yes) and the risk occurrence probability has not increased (S16: Yes), the controller 10 determines whether the driver is demonstrating maneuvering performance (S18: maneuvering performance determination process). Specifically, the controller 10 determines whether the driver has appropriately performed vehicle operation of the risk avoidance behavior (including recommended risk avoidance behavior and risk avoidance behaviors other than the recommended risk avoidance behavior) so as to reduce the occurrence probability of the predicted risk to zero (mainly whether the amount of vehicle operation is appropriate). For this reason, the controller 10 takes into account changes in vehicle dynamics due to the risk avoidance behavior in addition to the current vehicle dynamics, and calculates the occurrence probability of the predicted risk using a vehicle model.

[0074] If the driver is demonstrating the operating ability (S18: Yes), the occurrence probability of the predicted risk will become zero within the predetermined time, and the controller 10 ends the processing. On the other hand, if the driver has performed a risk avoidance action but the amount of vehicle operation is insufficient, the predicted risk will still not be avoided.

[0075] Therefore, if the driver is not demonstrating the proper maneuvering performance (S18: No), the controller 10 executes a process for providing information about the maneuvering performance (third assistance process) (S19) and ends the process. The controller 10 uses the information notification device 50 to notify the driver of the appropriate operation amount and operation timing for traveling along the target travel route by the movement of the operation unit so as to bring the driver's driving performance (maneuvering ability) closer to a level at which the target travel route can be traveled. Specifically, the controller 10 uses the actuator 54 to move the operation unit (e.g., the accelerator pedal 41b, the brake pedal 42b, the steering wheel 43b) operated by the driver to an operation position corresponding to the appropriate operation amount at the appropriate operation timing. This allows the driver to understand the appropriate operation amount and operation timing from the movement of the operation unit while actually traveling, thereby improving the maneuvering performance. The driver can also understand the discrepancy between the appropriate operation amount and the actual operation amount.

[0076] Furthermore, when executing the third assistance process, the controller 10 uses the actuator 54 to move the operating unit to an operating position corresponding to an appropriate amount of operation, and generates a control signal corresponding to the appropriate amount of operation of the operating unit, and outputs it to the corresponding control device (for example, the engine control device 41a, the brake control device 42a, or the steering control device 43a). As a result, an appropriate control signal for risk avoidance is output to the control device.

[0077] In this embodiment, the vehicle operation system operates using a drive-by-wire system, which allows the movement (operation amount) of the operation unit to be separated from the output of the drive unit. Therefore, the controller 10 can move the operation unit to the appropriate operation position using the actuator 54 simultaneously with, or with a slight time delay after, outputting an appropriate control signal to the control device.

[0078] For example, suppose there is an obstacle (risk target) ahead of the vehicle 1, the driver selects a brake operation (target vehicle operation) and depresses the brake pedal 42b, but the amount of depression of the brake pedal 42b is insufficient due to insufficient depressing force. In this case, the controller 10 sends an appropriate control signal to the brake control device 42a and causes the actuator 54 to depress the brake pedal 42b to the required amount of depression. This allows the driver to learn that the amount of operation was insufficient and the appropriate amount of operation.

[0079] In this way, in this embodiment, the information provision process (first to third support processes) is executed for each driving performance of the driver, thereby improving the driving ability of the driver. Furthermore, the improvement in the driving ability of the driver leads to an increase in the driving ability evaluation and an improvement in the driver model.

[0080] Next, the perception performance determination process (S12) will be described with reference to Fig. 6. First, the controller 10 identifies a risk object based on the results of the traffic environment evaluation and the driving environment evaluation (S31). The controller 10 resets the perception determination flag F1 to zero (S32). The perception determination flag F1 is set to zero when the driver does not perceive the risk object, and is set to "1" when the driver perceives the risk object. Next, the controller 10 determines whether the risk object is a static object in the traffic environment (boundary line, guardrail, stop line, traffic sign, etc.) (S33).

[0081] If the risk object is a static object (S33: Yes), the controller 10 determines whether the driver has directed his or her gaze toward the risk object by a predetermined time (S34). In this case, the risk is, for example, deviation from a boundary line or the like. If the determination is negative (S34: No), the process proceeds to the first support process (S13). On the other hand, if the determination is positive (S34: Yes), the controller 10 sets the perception determination flag F1 to "1" (S35) and proceeds to the judgment performance determination process (S14).

[0082] On the other hand, if the risk object is not a static object (S33: No), the controller 10 determines whether or not the risk object is a dynamic object (vehicle, pedestrian, etc.) (S36). If the determination is affirmative (S36: Yes), the controller 10 determines whether or not the driver is continuously or frequently directing his or her gaze toward the risk object (S37). In this case, the risk is, for example, a collision with another vehicle. If the determination is negative (S37: No), the process proceeds to step S13. On the other hand, if the determination is affirmative (S37: Yes), the controller 10 sets the perception determination flag F1 to "1" (S35), and proceeds to the judgment performance determination process (S14).

[0083] Furthermore, if the risk object is not a static or dynamic object (S36: No), the controller 10 determines whether the driver has changed his / her posture and / or head tilt (S38). Specifically, it is determined whether the driver is taking a posture to deal with the risk. The risk in this case is a risk related to the driving environment or vehicle dynamics, such as a spin or rollover. If the determination is negative (S38: No), the process proceeds to the first assistance process (S13). On the other hand, if the determination is positive (S38: Yes), the controller 10 sets the perception determination flag F1 to "1" (S35) and proceeds to the judgment performance determination process (S14).

[0084] Next, the judgment performance determination process (S14) will be described with reference to Fig. 7. First, the controller 10 resets the judgment determination flag F2 to zero (S41). The judgment determination flag F2 is set to zero when the driver has not determined that the vehicle operation is appropriate for the risk, and is set to "1" when the driver has determined that the vehicle operation is appropriate for the risk.

[0085] Next, the controller 10 determines whether the driver has started to perform the same vehicle operation as the target vehicle operation (recommended risk avoidance behavior) as the target vehicle operation by the predetermined time when risk can be avoided by intervention in vehicle operation by the vehicle 1, and whether the driver has started to perform a vehicle operation different from the target vehicle operation (S42). Vehicle operations different from the target vehicle operation include unnecessary and wasteful vehicle operations (for example, whether the driver is performing wasteful snaking driving on a straight road). If the determination is negative (S42: No), the process proceeds to the second assistance process (S15). On the other hand, if the determination is positive (S42: Yes), the controller 10 sets the determination flag F2 to "1" (S43) and proceeds to the maneuverability determination process (S18).

[0086] Next, the maneuverability determination process (S18) will be described with reference to FIG. 8. First, the controller 10 resets the operation determination flag F3 to zero (S51). The operation determination flag F3 is set to zero when the driver is not operating the vehicle appropriately for the risk, and is set to "1" when the driver is operating the vehicle appropriately for the risk. Next, the controller 10 calculates the probability (risk occurrence probability) that the vehicle 1 will enter a risk area due to the driver's vehicle operation (risk avoidance behavior) (S52). For example, the controller 10 takes into consideration not only the current vehicle dynamics but also changes in the vehicle dynamics that are affected by the driver's vehicle operation, and predicts the approach distance to a future risk object and vehicle dynamics using a vehicle model to calculate the probability that a risk (collision, spin, rollover, etc.) will occur.

[0087] The controller 10 determines whether the risk can be avoided by the driver's vehicle operation based on the risk occurrence probability (S53). For example, the controller 10 determines that the risk can be avoided when the risk occurrence probability is equal to or less than a predetermined value (e.g., zero). If the determination is negative (S53: No), the process proceeds to the third support process (S19). On the other hand, if the determination is positive (S53: Yes), the controller 10 sets the operation determination flag F3 to "1" and ends the process.

[0088] The operation of the vehicle control device 100 according to the embodiment of the present invention will be described below. In this embodiment, a vehicle control device 100 that assists a driver of a vehicle 1 in operating the vehicle 1 includes a controller 10 that calculates a target driving route in accordance with the traffic environment and driving environment around the vehicle 1 and controls the vehicle 1 so that the vehicle 1 drives on the target driving route. The controller 10 is configured to execute a risk estimation process (S5, S6) that estimates risks that may occur to the vehicle 1 due to the traffic environment and driving environment, a risk avoidance behavior detection process (S12, S14, S18) that detects the driver's behavior regarding the risk, and an information provision process (S13, S15, S19) that uses an information notification device 50 to provide the driver with information to allow them to avoid the risk. In the information provision process, if it is determined that the driver does not perceive the risk based on the driver's behavior regarding the risk (S12: No), the controller 10 notifies the driver of the risk. The first support process (S13) uses the information notification device 50 (display device 51, audio output device 52) to notify the driver of the risk so as to make the driver aware of the risk. If it is determined based on the driver's behavior in response to the risk that the driver has not performed the vehicle operation that should have been performed to avoid the risk (S14: No), the second support process (S15) uses the information notification device 50 (information transmission device 53, display device 51, audio output device 52) to notify the driver of at least the information about the vehicle operation that should have been performed to avoid the risk after the vehicle has finished driving. If it is determined based on the driver's behavior in response to the risk that the driver has performed the vehicle operation that should have been performed to avoid the risk but the risk cannot be avoided with the amount of operation of the operation unit in the vehicle operation (S18: No), the third support process (S19) moves the operation unit so as to avoid the risk and notifies the driver of the appropriate amount of operation by the movement of the operation unit.

[0089] In this embodiment configured as described above, when the driver encounters a risk, it is determined whether the driver's driving performance (perception function, judgment function, and operation function) is being exercised, and assistance processes (first to third assistance processes) related to the functions for which the driver's driving performance is not being exercised are executed. In the first assistance process, a notification is issued to make the driver perceive the risk. In the second assistance process, information about the vehicle operation that should have been performed in response to the risk is notified. In the third assistance process, the amount of vehicle operation that should have been performed in response to the risk is notified by the movement of the operation unit. As a result, in this embodiment, the driver can learn the driving operation of each function and improve his or her driving skills. Furthermore, since the first and third assistance processes related to the perception function and the operation function are executed while the driver is encountering a risk, the driver can learn vehicle operation while actually being aware of the risk. On the other hand, if the driver is notified of a vehicle operation that differs from the vehicle operation the driver is performing while encountering a risk, the driver may become confused. For this reason, the second assistance process related to the judgment function is executed after driving is completed.

[0090] Furthermore, in this embodiment, preferably, the controller 10 estimates the driver's driving ability value for avoiding the risk (for example, the time required to avoid the risk TER) (S9), and if it is determined that the driver cannot avoid the risk based on the driving ability value (S10: No), it controls the vehicle 1 so that the vehicle 1 autonomously drives along the target driving route, and does not execute the first support process (S13), the second support process (S15), and the third support process (S19). In this embodiment configured in this manner, if the driver's driving ability is not sufficient to avoid the risk, the risk can be avoided by having the vehicle 1 autonomously drive along the target driving route.

[0091] In addition, in the present embodiment, preferably, the vehicle operation to be performed for risk avoidance is a vehicle operation to be performed for traveling along the target traveling route. In the present embodiment configured in this manner, by referring to the vehicle operation for traveling along the target traveling route, it is possible to determine whether the driver is taking appropriate action for risk avoidance.

[0092] In this embodiment, preferably, when executing the third assistance process, the controller 10 controls the vehicle 1 so as to correspond to an appropriate operation amount of the operation unit. In this embodiment configured as above, the third assistance process notifies the driver of an appropriate operation position of the operation unit and also makes it possible to appropriately control the behavior of the vehicle 1.

[0093] In the first, second, and third assistance processes, the controller 10 preferably determines whether the driver has a perceptual function for perceiving the traffic environment and the driving environment, a determining function for determining the operation of the operating unit to be performed in the traffic environment and the driving environment, and an operating function for performing the operation of the operating unit to be performed in the traffic environment and the driving environment, in order for the driver to travel along the target driving route. In the present embodiment configured in this manner, it is possible to determine whether the driver has the driving ability for each of the multiple driving functions that the driver should have.

[0094] In addition, in this embodiment, the information notification device 50 preferably includes a display device 51 and an audio output device 52 that provide information to the driver, and an information transmission device 53 that provides information to an information communication device outside the vehicle 1. In this embodiment configured as described above, the driver can learn visual information and audio information while driving or after finishing driving using the display device 51 and the audio output device 52. In this embodiment, the driver can learn the information after finishing driving by receiving the information from the information transmission device 53 using the information communication device. [Explanation of symbols]

[0095] 1 vehicle 10 Controller 20 Onboard equipment 40 Vehicle Control System 50 Information notification device 51 Display device 52 Audio output device 53 Information transmission device 54 Actuator 100 Vehicle control device

Claims

1. A vehicle control device that assists a vehicle driver in operating a vehicle, a controller that calculates a target driving route in accordance with a traffic environment and a driving environment around the vehicle, and controls the vehicle so that the vehicle drives along the target driving route; The controller a risk estimation process for estimating a risk that may occur to the vehicle due to the traffic environment and the driving environment; a risk avoidance behavior detection process for detecting the driver's behavior regarding the risk; and an information provision process for providing information to the driver so as to avoid the risk using an information notification device, In the information providing process, the controller a first support process of notifying the driver of the risk using the information notification device when it is determined that the driver does not perceive the risk based on the driver's behavior regarding the risk; and a second assistance process of using the information notification device to notify at least information about a vehicle operation to avoid the risk after driving the vehicle has finished, when it is determined based on the driver's behavior regarding the risk that the driver has not performed a vehicle operation that should be performed to avoid the risk; and a third assistance process of moving the operation unit so as to avoid the risk and informing the driver of an appropriate amount of operation by the movement of the operation unit when it is determined that the driver has performed a vehicle operation that should be performed to avoid the risk based on the driver's behavior regarding the risk, but the risk cannot be avoided with the amount of operation of an operation unit in the vehicle operation; The controller When the target of the risk is a static object in the traffic environment, if the driver does not turn his / her gaze toward the target of the risk by a predetermined time, it is determined that the driver does not perceive the risk, and the first assistance process is executed; When the target of the risk is a dynamic object in the traffic environment, if the driver does not continuously direct his / her gaze toward the target of the risk, it is determined that the driver does not perceive the risk, and the first assistance process is executed; A vehicle control device that determines that the driver does not perceive the risk and executes the first assistance processing if the risk is neither a static nor a dynamic object in the traffic environment and the driver does not change their posture and / or head tilt.

2. 2. The vehicle control device according to claim 1, wherein the controller estimates a driving ability value of the driver to avoid the risk, and if it determines based on the driving ability value that the driver cannot avoid the risk, the controller controls the vehicle so that the vehicle autonomously drives along the target driving route, and does not execute the first assistance process, the second assistance process, and the third assistance process.

3. The vehicle control device according to claim 1 or 2, wherein the vehicle operation to be executed for risk avoidance is a vehicle operation to be executed for traveling along the target traveling route.

4. The vehicle control device according to any one of claims 1 to 3, wherein the controller controls the vehicle so as to correspond to the appropriate operation amount of the operation unit when executing the third assistance process.

5. The vehicle control device according to any one of claims 1 to 4, wherein the controller determines whether the driver has a perception function to perceive the traffic environment and the driving environment, a judgment function to determine the operation of the operating unit to be performed in the traffic environment and the driving environment, and an operation function to perform the operation of the operating unit to be performed in the traffic environment and the driving environment in order for the driver to drive the target driving route in the first assistance process, the second assistance process, and the third assistance process.

6. The information notification device includes a display device and a voice output device that provide information to the driver, and an information transmission device that provides information to an information communication device outside the vehicle. The vehicle control device according to any one of claims 1 to 5.

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