Driving assistance device, control method and program

Abstract

To perform appropriate lane control assist.SOLUTION: An operation assist device includes an operation state monitoring unit for monitoring a plurality of operation states including a gripping position of the steering of an occupant of a vehicle, an aggressive value calculation unit for calculating an aggressive value indicating the degree of aggressiveness with respect to the steering of the occupant based on the plurality of operation states monitored by the operation state monitoring unit, and a lane keeping assist control unit for executing lane keeping assist control guiding steering operation of the occupant based on the aggressive value calculated by the aggressive value calculation unit so as not to deviate the vehicle from a traveling lane.SELECTED DRAWING: Figure 1

Description

[Technical Field]

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

[0002] Conventionally, there is a technology in which a pressure sensor is provided on the steering wheel and the strength of lane control assistance is changed according to the driver's grip position (see, for example, Patent Document 1). [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Japanese Patent Application Laid-Open No. 2011-20666 Summary of the Invention [Problem to be solved by the invention]

[0004] In the above-mentioned conventional technology, the strength of the control is determined according to the driver's grip position, so there is a risk that the lane control assist will be strong against the driver's will.

[0005] SUMMARY OF THE INVENTION An object of the present invention is to solve the above-mentioned problems and to provide a driving assistance device, a control method, and a program that can accurately determine the driver's state and provide appropriate lane control assistance. [Means for solving the problem]

[0006] The driving assistance device, the control method, and the program according to the present invention employ the following configuration. (1): A driving assistance device according to one embodiment of the present invention is a driving assistance device that includes a driving state monitoring unit that monitors multiple driving states including the steering wheel grip position of a vehicle occupant; a positive value calculation unit that calculates a positive value indicating the degree of aggressiveness of the occupant in steering based on the multiple driving states monitored by the driving state monitoring unit; and a lane keep assist control unit that performs lane keep assist control to guide the occupant's steering operation so that the vehicle does not deviate from the driving lane based on the positive value calculated by the positive value calculation unit.

[0007] (2): In the above aspect (1), the driving state monitoring unit monitors the forward / backward operation of the steering wheel as the driving state, the positive value calculation unit calculates a positive value that is greater when the steering wheel is being operated toward the driver than when the steering wheel is not being operated toward the driver, and the lane keep assist control unit weakens the lane keep assist control when the positive value is greater than when the positive value is smaller.

[0008] (3): In the above aspect (1) or (2), the driving state monitoring unit monitors the occupant's viewpoint as the driving state, the positive value calculation unit calculates a positive value that is greater when the frequency of the viewpoint in a specified direction is high than when the frequency of the viewpoint in a specified direction is low, and the lane keep assist control unit weakens the lane keep assist control when the positive value is high compared to when the positive value is low.

[0009] (4): In the above aspects (1) to (3), the driving condition monitoring unit monitors the load value acting on the armrest, the positive value calculation unit calculates a positive value that is smaller when the load value is large than when the load value is small, and the lane keep assist control unit weakens the lane keep assist control when the positive value is large than when the positive value is small.

[0010] (5): In the above aspects (1) to (4), when the aggressiveness value is equal to or less than a predetermined value and the vehicle is traveling on a highway, the lane keep assist control unit strengthens the lane keep assist control compared to when the aggressiveness value is equal to or less than the predetermined value and the vehicle is traveling on a general road.

[0011] (6): A control method according to one embodiment of the present invention is a control method in which a computer monitors a plurality of driving conditions including the steering wheel grip position of a vehicle occupant, calculates an aggressiveness value indicating the degree of aggressiveness of the occupant in steering based on the plurality of driving conditions, and executes lane keep assist control based on the aggressiveness value to guide the occupant’s steering operation so that the vehicle does not deviate from the driving lane.

[0012] (7): A program according to one embodiment of the present invention is a program that causes a computer to monitor a plurality of driving conditions including the steering wheel grip position of a vehicle occupant, calculate an aggressiveness value indicating the degree of aggressiveness of the occupant in steering based on the plurality of driving conditions, and execute lane keep assist control based on the aggressiveness value to guide the occupant’s steering operation so that the vehicle does not deviate from the driving lane. [Effects of the Invention]

[0013] According to aspects (1) to (7), accurate lane control assistance can be performed. [Brief explanation of the drawings]

[0014] [Figure 1] 1 is a block diagram showing the overall configuration of a driving assistance system according to an embodiment of the present invention; [Figure 2] FIG. 2 is an explanatory diagram illustrating a steering operation recognition unit of the driving assistance system. [Figure 3] FIG. 2 is an explanatory diagram illustrating a steering operation recognition unit of the driving assistance system. [Figure 4] FIG. 2 is an explanatory diagram illustrating a steering operation recognition unit of the driving assistance system. [Figure 5]FIG. 2 is an explanatory diagram illustrating a steering operation recognition unit of the driving assistance system. [Figure 6] FIG. 2 is an explanatory diagram illustrating a lane keep assist control unit of the driving assistance device. [Figure 7] FIG. 2 is an explanatory diagram illustrating a lane keep assist control unit of the driving assistance device. [Figure 8] FIG. 2 is an explanatory diagram illustrating a lane keep assist control unit of the driving assistance device. [Figure 9] 4 is a flowchart showing the operation of the driving assistance device. DETAILED DESCRIPTION OF THE INVENTION

[0015] Hereinafter, embodiments of a driving assistance device, a control method, and a program according to the present invention will be described with reference to the drawings.

[0016] The following describes a driving assistance device 200 according to an embodiment of the present invention. The driving assistance device 200 is a device that performs lane control assistance based on the driving state. Specifically, the driving assistance device 200 quantifies the aggressiveness of the occupant (driver) toward driving as an aggressive value and performs lane control assistance according to the aggressive value.

[0017] [Driver assistance system configuration] The following describes the configuration of a driving assistance system 1 including the driving assistance device 200. Fig. 1 is a block diagram showing the overall configuration of a driving assistance system 1 according to an embodiment of the present invention.

[0018] The driving assistance system 1 of this embodiment is a system mounted on a vehicle (not shown). The vehicle on which the driving assistance system 1 is mounted is, for example, an electric vehicle, or a vehicle mounted with an internal combustion engine such as a diesel engine or a gasoline engine. The vehicle on which the driving assistance system 1 is mounted may be a hybrid vehicle mounted with an internal combustion engine and a secondary battery that stores electric power for driving supplied to a drive motor, or a vehicle mounted with a fuel cell that supplies electric power for driving to a drive motor. The driving assistance system 1 may also be mounted on a moving body other than a vehicle, such as an airplane or a ship. When the driving assistance system 1 is mounted on a moving body other than a vehicle, the route, etc. of each moving body is controlled based on the driving state.

[0019] The driving assistance system 1 includes a steering operation recognition unit 101, a viewpoint recognition unit 102, an armrest load recognition unit 103, a road determination unit 104, and a driving assistance device 200.

[0020] The steering operation recognition unit 101 recognizes the driver's operation (action) of the steering wheel. Specifically, the steering operation recognition unit 101 recognizes the steering wheel grip position, the steering wheel grip pressure, and the steering wheel position in the front-rear direction.

[0021] 2 to 5 are explanatory diagrams illustrating the steering operation recognition unit 101 of the driving assistance system 1. As shown in FIG. 2, the steering wheel is provided with capacitance sensors 101a, 101b, and 101c, each capable of detecting whether the driver is gripping the steering wheel. For example, as shown in FIG. 3, when the driver grips the steering wheel, capacitance sensor 101c does not react, but capacitance sensors 101a and 101b react. Also, as shown in FIG. 4, when the driver grips the steering wheel, capacitance sensors 101a and 101b do not react, but capacitance sensor 101c reacts. In other words, capacitance sensors 101a, 101b, and 101c detect the position where the driver is gripping the steering wheel. Note that capacitance sensors are not limited to sensors as long as they can detect the position where the driver is gripping the steering wheel (for example, a camera may be used).

[0022] Although not shown, the steering wheel is provided with one or more pressure sensors capable of detecting the driver's grip pressure on the steering wheel. For example, a pressure sensor capable of detecting the left-hand grip pressure may be provided on the left side (6 o'clock to 12 o'clock positions), and a pressure sensor capable of detecting the right-hand grip pressure may be provided on the right side (12 o'clock to 6 o'clock positions).

[0023] As shown in FIG. 5, the steering wheel is configured to move in the longitudinal direction in response to a longitudinal operation by the driver. In other words, the longitudinal position of the steering wheel changes depending on the longitudinal operation by the driver. For example, as shown in FIG. 5, when the driver pulls the steering wheel, the longitudinal position of the steering wheel changes from the rear side (the side farther from the driver's body; position P1 in the figure) to the front side (the side closer to the driver's body; position P2 in the figure), and although not shown, when the driver pushes the steering wheel, the longitudinal position of the steering wheel changes from the front side to the rear side. A pressure sensor (not shown) that can detect the longitudinal position of the steering wheel is provided. In other words, when the driver operates the steering wheel in the longitudinal direction and the longitudinal position of the steering wheel changes, the pressure sensor reacts. Note that a pressure sensor is not required as long as the longitudinal position of the steering wheel can be detected (for example, a camera may be used).

[0024] The steering operation recognition unit 101 outputs the recognition results (steering wheel grip position, steering wheel grip pressure, and steering wheel longitudinal position) from each sensor (a sensor that detects the steering wheel grip position, a sensor that detects the steering wheel grip pressure, and a sensor that detects the steering wheel's longitudinal position) to the driving assistance device 200. Note that the steering operation recognition unit 101 may be composed of each sensor and output the detection results from each sensor as the recognition results to the driving assistance device 200, or the steering operation recognition unit 101 may be separate from each sensor and the steering operation recognition unit 101 may acquire the detection results from each sensor and output them to the driving assistance device 200 as the recognition results.

[0025] The viewpoint recognition unit 102 recognizes the driver's viewpoint (line of sight). Specifically, the viewpoint recognition unit 102 recognizes the driver's viewpoint in a predetermined direction (the direction of the door mirrors, the direction of the rearview mirror). For example, one or more cameras are used to detect whether the driver's viewpoint is in the predetermined direction. The viewpoint recognition unit 102 outputs the recognition result (whether or not the driver is viewpoint in the predetermined direction) to the driving assistance device 200. Note that the viewpoint recognition unit 102 may be composed of one or more cameras, and the detection results from the one or more cameras may be output to the driving assistance device 200 as the recognition result, or the viewpoint recognition unit 102 may be separate from the cameras, and the viewpoint recognition unit 102 may acquire the detection results from the cameras and output them to the driving assistance device 200 as the recognition result.

[0026] The armrest load recognition unit 103 recognizes the load acting on the driver's armrest, i.e., the load placed on the armrest by the driver. For example, one or more load sensors are used to detect the load placed on the armrest by the driver. The armrest load recognition unit 103 outputs the recognition result (the load value placed on the armrest by the driver) to the driving assistance device 200. The armrest load recognition unit 103 may be configured with one or more load sensors and output the detection results from the one or more load sensors to the driving assistance device 200 as the recognition result, or the armrest load recognition unit 103 may be separate from the load sensors and the armrest load recognition unit 103 may acquire the detection results from the load sensors and output them to the driving assistance device 200 as the recognition result.

[0027] The road determination unit 104 determines the type of road (expressway, general road) on which the vehicle is traveling. For example, the type of road on which the vehicle is traveling may be determined using GPS and map information. The road determination unit 104 outputs the recognition result (type of road on which the vehicle is traveling) to the driving assistance device 200.

[0028] The driving assistance device 200 includes a control unit 210 and a storage unit 220. The control unit 210 includes a driving state monitoring unit 211, a positive value calculation unit 212, and a lane keep assist control unit 213.

[0029] These components of the control unit 210 are realized by, for example, a hardware processor such as a CPU (Central Processing Unit) executing a program (software). Some or all of these components may be realized by hardware (including circuitry) such as an LSI (Large Scale Integration), an ASIC (Application Specific Integrated Circuit), an FPGA (Field-Programmable Gate Array), or a GPU (Graphics Processing Unit), or may be realized by a combination of software and hardware. The program may be stored in advance in a storage device (a storage device having a non-transitory storage medium) such as an HDD (Hard Disk Drive) or flash memory, or may be stored in a removable storage medium (a non-transitory storage medium) such as a DVD or CD-ROM, and installed by inserting the storage medium into a drive device.

[0030] The storage unit 220 stores various programs such as control programs and application programs that the control unit 210 uses to control the driving assistance system 1. The storage unit 220 also stores various data that are used by the control programs, application programs, etc. The storage unit 220 is, for example, a storage medium such as an HDD or a flash memory.

[0031] Each component of the control unit will be described below.

[0032] The driving state monitoring unit 211 monitors the driving state of the driver of the vehicle. The driving state includes the driver's grip position on the steering wheel, the driver's grip pressure on the steering wheel, the front-to-rear position of the steering wheel, the driver's viewpoint in a predetermined direction, and the load on the armrest by the driver. Monitoring the driving state means acquiring information about the driving state from each unit (steering operation recognition unit 101, viewpoint recognition unit 102, etc.), as will be described later.

[0033] The driving state monitoring unit 211 acquires the driver's grip position of the steering wheel from the steering operation recognition unit 101. That is, the driving state monitoring unit 211 monitors the driver's grip position of the steering wheel. The driving state monitoring unit 211 may determine whether the grip position is a first grip position (a grip position as shown in FIG. 3, a grip position at approximately 3 o'clock or approximately 9 o'clock) or a second grip position (a grip position as shown in FIG. 4, a grip position at approximately 5 o'clock or approximately 7 o'clock). In addition to acquiring the grip position from the steering operation recognition unit 101, the above-mentioned determination may also be referred to as monitoring the grip position.

[0034] The driving state monitoring unit 211 acquires the grip pressure of the steering wheel by the driver (for example, the grip pressure of the left hand and the grip pressure of the right hand) from the steering operation recognition unit 101. That is, the driving state monitoring unit 211 monitors the grip pressure of the steering wheel by the driver. The driving state monitoring unit 211 may calculate the sum of the grip pressure of the left hand and the grip pressure of the right hand. The driving state monitoring unit 211 may also determine whether the grip pressure (for example, the sum of the grip pressure of the left hand and the grip pressure of the right hand) is equal to or greater than a predetermined reference value. In addition to acquiring the grip pressure from the steering operation recognition unit 101, the above-mentioned determination may also be referred to as monitoring the grip pressure.

[0035] The driving state monitoring unit 211 acquires the longitudinal position of the steering wheel from the steering operation recognition unit 101. That is, the driving state monitoring unit 211 monitors the longitudinal position of the steering wheel. The driving state monitoring unit 211 may determine whether the longitudinal position of the steering wheel is further from or closer to a predetermined reference position. The driving state monitoring unit 211 may also determine whether the longitudinal position of the steering wheel has changed, or whether the longitudinal position of the steering wheel has changed by a reference amount or more (that is, whether the change in the longitudinal position is a reference amount or more). In addition to acquiring the longitudinal position from the steering operation recognition unit 101, the above-mentioned determination may also be referred to as monitoring the longitudinal position.

[0036] The driving state monitoring unit 211 acquires from the viewpoint recognition unit 102 whether or not the driver is looking in a predetermined direction (the direction of the door mirrors or the direction of the rearview mirror). That is, the driving state monitoring unit 211 monitors the driver's viewpoint in the predetermined direction. The driving state monitoring unit 211 may calculate the frequency of the viewpoint in the predetermined direction (the number of times the viewpoint is in the predetermined direction within a unit time). Specifically, the driving state monitoring unit 211 may calculate the proportion of the looking time in the predetermined direction within a predetermined time. The driving state monitoring unit 211 may separately calculate the frequency of the viewpoint in the direction of the door mirrors and the frequency of the viewpoint in the direction of the rearview mirror. In addition to acquiring the presence or absence of the viewpoint in the predetermined direction from the viewpoint recognition unit 102, the calculation as described above may also be referred to as monitoring the viewpoint in the predetermined direction.

[0037] The driving state monitoring unit 211 acquires the load value on the armrest by the driver from the armrest load recognition unit 103. That is, the driving state monitoring unit 211 monitors the load on the armrest by the driver. The driving state monitoring unit 211 may determine whether the load value on the armrest is equal to or greater than a predetermined reference value. In addition to acquiring the load value on the armrest from the armrest load recognition unit 103, the above-mentioned determination may also be referred to as monitoring the load on the armrest.

[0038] The aggressiveness calculation unit 212 calculates an aggressiveness value (also referred to as a steering aggressiveness value) that indicates the degree of aggressiveness of the driver in steering, based on the driving state monitored (acquired, etc.) by the driving state monitoring unit 211.

[0039] The positive value calculation unit 212 calculates a larger positive value when the driver is holding the first gripping position (the gripping position shown in Figure 3) than when the driver is holding the second gripping position (the gripping position shown in Figure 4).

[0040] When the grip pressure by the driver is large, the positive value calculation unit 212 calculates a larger positive value than when the grip pressure by the driver is small.

[0041] When the steering wheel is operated in the front-rear direction (specifically, toward the driver), the aggressiveness calculation unit 212 calculates a larger aggressiveness value than when the steering wheel is not operated in the front-rear direction (specifically, toward the driver). In other words, when the steering wheel is positioned toward the driver (position P2 in FIG. 5), the aggressiveness calculation unit 212 calculates a larger aggressiveness value than when the steering wheel is positioned toward the driver (position P1 in FIG. 5).

[0042] The positive value calculation unit 212 calculates a larger positive value when the frequency of the gaze in a predetermined direction (the direction of the door mirror or the rearview mirror) is high than when the frequency of the gaze in the predetermined direction is low.

[0043] When the load value of the driver on the armrest is large, the positive value calculation unit 212 calculates a smaller positive value than when the load value of the driver on the armrest is small.

[0044] For example, the positive value calculation unit 212 may calculate the positive value f by the following equation (Equation 1).

[0045] f = a1x1+ a2x2+ a3x3+ a4x4+ a5x5… (1)

[0046] In Equation 1, x1 is the load value on the armrest, and a1 is a coefficient of x1. When the load value of the driver on the armrest is large, the positive value calculation unit 212 calculates a smaller positive value than when the load value of the driver on the armrest is small, so a1 is a negative value.

[0047] In Equation 1, x2 is the proportion of the viewing time in a predetermined direction within a predetermined time. a2 is a coefficient of x2. The positive value calculation unit 212 calculates a larger positive value when the frequency of gaze in a predetermined direction is high than when the frequency of gaze in a predetermined direction is low, so a2 is a positive value.

[0048] In Equation 1, x3 is a number based on the steering wheel grip position. Here, x3 is set to a different value when the steering wheel grip position is the first grip position (the grip position shown in FIG. 3) and when the steering wheel grip position is the second grip position (the grip position shown in FIG. 4). For example, when the steering wheel grip position is the first grip position, x3 is set to Number 1 (a positive fixed value), and when the steering wheel grip position is the second grip position, x3 is set to Number 2 (a fixed value different from Number 1). a3 is a coefficient of x3. When the driver grips the steering wheel in the first grip position, the positive value calculation unit 212 calculates a positive value that is larger than when the driver grips the steering wheel in the second grip position, so Number 1 is larger than Number 2 and a3 is a positive value.

[0049] In Equation 1, x4 is the steering grip pressure (for example, the sum of the left hand grip pressure and the right hand grip pressure). a4 is the coefficient of x4. The positive value calculation unit 212 calculates a positive value that is larger when the driver's grip pressure is large than when the driver's grip pressure is small, so a4 is a positive value.

[0050] In Equation 1, x5 is a number based on the position of the steering wheel in the fore-and-aft direction (the steering wheel is operated in the fore-and-aft direction). Here, x5 is set to a different value when the position of the steering wheel in the fore-and-aft direction is closer to you (position P2 in FIG. 5) (when the steering wheel is operated closer to you) than when the position of the steering wheel in the fore-and-aft direction is further away from you (position P1 in FIG. 5) (when the steering wheel is operated farther away from you). For example, when the position is closer to you, x5 is set to Number 3 (a positive fixed value), and when the position is farther away, x5 is set to Number 4. a5 is a coefficient of x5. The positive value calculation unit 212 calculates a positive value that is larger when the position of the steering wheel in the fore-and-aft direction is closer to you than when the position is farther away, so Number 3 is larger than Number 4 and a5 is a positive value.

[0051] The above-mentioned formula 1, or the coefficients (a1 to a5) and fixed values ​​(formulas 1 to 4) are stored in the storage unit 220, for example.

[0052] The lane keep assist control unit 213 executes lane keep assist control to guide the driver's steering operation so that the vehicle does not deviate from the driving lane. The lane keep assist control unit 213 outputs a control value of the lane keep assist control to a driving mechanism (not shown).

[0053] 6 to 8 are explanatory diagrams illustrating the lane keep assist control unit 213 of the driving assistance device 200. FIG. 6 schematically shows lane keep assist control by the lane keep assist control unit 213 when the aggressiveness value acquired from the aggressiveness value calculation unit 212 is small. FIG. 7 schematically shows lane keep assist control by the lane keep assist control unit 213 when the aggressiveness value acquired from the aggressiveness value calculation unit 212 is large. The lane keep assist control by the lane keep assist control unit 213 is performed based on the aggressiveness value calculated by the aggressiveness value calculation unit 212. Specifically, as shown in FIGS. 6 and 7, the lane keep assist control unit 213 weakens the lane keep assist control when the aggressiveness value is large compared to when the aggressiveness value is small. Note that when the aggressiveness value is equal to or greater than a predetermined reference value, the aggressiveness value is referred to as "large," and when the aggressiveness value is less than the predetermined reference value, the aggressiveness value is referred to as "small." The predetermined reference value is stored in the storage unit 220.

[0054] When the positive value is small, lane keep assist control unit 213 controls the vehicle to travel in the center of the lane, as shown in Fig. 6. Specifically, when the vehicle is traveling in the center of the lane (A in the figure), lane keep assist control unit 213 outputs zero as the control torque value to the driving mechanism (or does not output the control torque value to the driving mechanism), and outputs a larger control value to the driving mechanism depending on the degree of deviation from the center. Note that lane keep assist control unit 213 outputs a control value such as that shown in Fig. 6 to the driving mechanism even when the vehicle is deviating from the lane.

[0055] When the positive value is large, as shown in Fig. 7, the lane keep assist control unit 213 does not control the vehicle unless it is traveling in a position where it is likely to deviate from the lane (a position close to the lane) even if it is not traveling in the center of the lane, but controls the vehicle to travel in the center (or a position close to the center) when it is traveling in a position where it is likely to deviate from the lane. Specifically, the lane keep assist control unit 213 outputs zero as the control torque value to the driving mechanism (or does not output the control torque value to the driving mechanism) when the vehicle is traveling in a position where it is likely to deviate from the lane (a position within range B in the figure) other than a position where it is likely to deviate from the lane (a position within range C in the figure), and outputs a large control value as the control torque value to the driving mechanism according to the degree to which it is likely to deviate from the lane when the vehicle is traveling in a position where it is likely to deviate from the lane. Note that the lane keep assist control unit 213 outputs the control value shown in Fig. 7 to the driving mechanism even when the vehicle is deviating from the lane.

[0056] 6 and 7, the control value output when the aggressiveness value is large is smaller than the control value output when the aggressiveness value is small. In other words, it has been explained that lane keep assist control unit 213 weakens the lane keep assist control when the aggressiveness value is large compared to when the aggressiveness value is small, but specifically, when the aggressiveness value is large, the range (range of vehicle position) in which lane keep assist control is not performed is wider than when the aggressiveness value is small, and the control amount of lane keep assist control performed when the aggressiveness value is large is smaller than the control amount of lane keep assist control performed when the aggressiveness value is small.

[0057] 6 and 7, an example has been described in which the lane keep assist control unit 213 executes lane keep assist control based on two levels of aggressiveness, large and small (large aggressiveness, small aggressiveness), but the lane keep assist control may be executed based on any level of aggressiveness of three or more levels. When there are N levels of aggressiveness, N-1 reference values ​​are prepared (stored in the memory unit 220) for determining which of the N levels the aggressiveness is.

[0058] In the following description, it is assumed that the lane keep assist control unit 213 executes lane keep assist control based on three levels of aggressiveness: large, medium, and small (large aggressiveness, medium aggressiveness, and small aggressiveness). That is, two reference values ​​(a first reference value, and a second reference value greater than the first reference value) are prepared. If the aggressiveness acquired from the aggressiveness calculation unit 212 is equal to or greater than the second reference value, the lane keep assist control unit 213 determines that the aggressiveness is large; if the aggressiveness acquired from the aggressiveness calculation unit 212 is equal to or greater than the first reference value and less than the second reference value, the lane keep assist control unit 213 determines that the aggressiveness is medium; and if the aggressiveness acquired from the aggressiveness calculation unit 212 is less than the first reference value, the lane keep assist control unit 213 determines that the aggressiveness is small.

[0059] The lane keep assist control unit 213 weakens the lane keep assist control in the order of "small" aggressiveness, "medium" aggressiveness, and "large" aggressiveness. In other words, the lane keep assist control unit 213 sets the strength of the lane keep assist control to "strong" when the aggressiveness is "small," sets the strength of the lane keep assist control to "medium" when the aggressiveness is "medium," and sets the strength of the lane keep assist control to "weak" when the aggressiveness is "large." When the strength of the lane keep assist control is "strong" (i.e., when the aggressiveness is "small"), the lane keep assist control unit 213 outputs a control value such as that shown in FIG. 6 to the driving mechanism; when the strength of the lane keep assist control is "weak" (i.e., when the aggressiveness is "large"), the lane keep assist control unit 213 outputs a control value such as that shown in FIG. 7 to the driving mechanism; and when the strength of the lane keep assist control is "medium" (i.e., when the aggressiveness is "medium"), the lane keep assist control unit 213 outputs a control value (not shown) between the control value such as that shown in FIG. 6 and the control value such as that shown in FIG. 7 to the driving mechanism.

[0060] The lane keep assist control unit 213 may acquire information indicating the type of road (expressway, general road) on which the vehicle is traveling from the road determination unit 104, and may make the lane keep assist control stronger when the vehicle is traveling on a highway than when the vehicle is traveling on a general road. For example, when the aggressiveness value is equal to or less than a predetermined value, the lane keep assist control unit 213 may make the lane keep assist control stronger when the vehicle is traveling on a highway than when the vehicle is traveling on a general road. For example, when the aggressiveness value is "small," the lane keep assist control unit 213 may set the strength of the lane keep assist control to "medium" when the vehicle is traveling on a highway, and set the strength of the lane keep assist control to "high" when the vehicle is traveling on a highway.

[0061] Lane keep assist control unit 213 may control the output of a warning regarding lane keep assist control. For example, when the aggressiveness value is "small" while traveling on a highway, lane keep assist control unit 213 may output instruction information to an audio output unit (not shown) so as to output an audio message warning the driver to increase the aggressiveness of steering, or may output instruction information to a display unit (not shown) so as to output text or an image warning the driver to increase the aggressiveness of steering.

[0062] To summarize the above, the lane keep assist control unit 213 may execute lane keep assist control, for example, as shown in FIG. 8. According to FIG. 8, when the positive value is "small," the lane keep assist control unit 213 sets the strength of the lane keep assist control to "high" if the road on which the vehicle is traveling is an expressway, and sets the strength of the lane keep assist control to "medium" if the road on which the vehicle is traveling is an ordinary road. Furthermore, the lane keep assist control unit 213 controls the output of a warning regarding the lane keep assist control if the road on which the vehicle is traveling is an ordinary road. When the positive value is "medium," the lane keep assist control unit 213 sets the strength of the lane keep assist control to "medium" whether the road on which the vehicle is traveling is an expressway or an ordinary road. When the positive value is "small," the lane keep assist control unit 213 sets the strength of the lane keep assist control to "strong" whether the road on which the vehicle is traveling is an expressway or an ordinary road. Note that a table such as that shown in FIG. 8 may be stored in the storage unit 220.

[0063] [Operation of driving assistance device] An example of the operation of the driving assistance device 200 will be described below. Fig. 9 is a flowchart showing the operation of the driving assistance device 200. The flowchart in Fig. 9 is started repeatedly while the vehicle is traveling. It is assumed that the lane keep assist control unit 213 executes lane keep assist control as shown in Fig. 8. It is also assumed that the second reference value is greater than the first reference value.

[0064] The driving state monitoring unit 211 acquires the driving state (step S101). Specifically, the driving state monitoring unit 211 acquires the driving state (the driver's grip position on the steering wheel, the driver's grip pressure on the steering wheel, and the front-to-rear position of the steering wheel) from the steering operation recognition unit 101, acquires the driving state (whether the driver has his / her viewpoint in a predetermined direction) from the viewpoint recognition unit 102, and acquires the driving state (the load value on the armrest by the driver) from the armrest load recognition unit 103.

[0065] Following step S101, the positive value calculation unit 212 calculates a positive value based on the operating state monitored (acquired) by the operating state monitoring unit 211 (step S101). For example, the positive value calculation unit 212 calculates the positive value using the above-mentioned formula 1.

[0066] Following step S102, the lane keep assist control unit 213 determines whether the aggressiveness calculated by the aggressiveness calculation unit 212 is equal to or greater than a second reference value (step S103). That is, the lane keep assist control unit 213 determines whether the aggressiveness is "large."

[0067] If the aggressiveness value is not equal to or greater than the second reference value (step S103 (NO)), the lane keep assist control unit 213 determines whether the aggressiveness value calculated by the aggressiveness value calculation unit 212 is equal to or greater than the first reference value (step S104). That is, the lane keep assist control unit 213 determines whether the aggressiveness value is "medium".

[0068] If the positive value is not greater than or equal to the first reference value (step S104 (NO)), the lane keep assist control unit 213 determines whether or not the vehicle is traveling on a highway based on information indicating the type of road obtained from the road determination unit 104 (step S105).

[0069] If the aggressiveness value is equal to or greater than the second reference value (step S103 (YES)), the lane keep assist control unit 213 sets the strength of the control to "weak" (step S106). In other words, if the aggressiveness value is "large", the lane keep assist control unit 213 sets the strength of the lane keep assist control to "weak". In this case, the lane keep assist control unit 213 outputs, for example, a control value such as that shown in FIG. 7 to the driving mechanism. Then, this flowchart ends. After the end, the process is executed again from step S101.

[0070] If the aggressiveness value is equal to or greater than the first reference value (step S104 (YES)), the lane keep assist control unit 213 sets the strength of the control to "medium" (step S107). In other words, when the aggressiveness value is "medium", the lane keep assist control unit 213 sets the strength of the lane keep assist control to "medium". In this case, the lane keep assist control unit 213 outputs, for example, a control value (not shown) between the control value shown in FIG. 6 and the control value shown in FIG. 7 to the driving mechanism. Then, this flowchart ends. After the end, the process is executed again from step S101.

[0071] If the vehicle is traveling on an expressway (step S105 (YES)), the lane keep assist control unit 213 sets the strength of the control to "strong" (step S108). That is, if the positive value is "small" and the vehicle is traveling on an expressway, the lane keep assist control unit 213 sets the strength of the lane keep assist control to "strong." In this case, the lane keep assist control unit 213 outputs, for example, a control value such as that shown in FIG. 6 to the traveling mechanism. Then, this flowchart ends. After the end, the process is executed again from step S101.

[0072] If the vehicle is not traveling on an expressway (step S105 (NO)), the lane keep assist control unit 213 sets the control strength to "medium" (step S109). That is, when the positive value is "small" and the vehicle is traveling on an ordinary road, the lane keep assist control unit 213 sets the strength of the lane keep assist control to "medium." In this case, the lane keep assist control unit 213 outputs, for example, a control value (not shown) between the control value shown in FIG. 6 and the control value shown in FIG. 7 to the traveling mechanism.

[0073] Following step S109, the lane keep assist control unit 213 issues a warning to increase the steering aggressiveness (step S110). For example, the lane keep assist control unit 213 may output instruction information to an audio output unit (not shown) to output a voice message warning to increase the steering aggressiveness, or may output instruction information to a display unit (not shown) to output text or an image warning to increase the steering aggressiveness. This flowchart then ends. After the end, the process is executed again from step S101.

[0074] [Driving conditions that affect lane keep assist control] In the above description, lane keep assist control is performed based on five types of driving conditions (the driver's steering wheel grip position, the driver's steering wheel grip pressure, the front-to-rear position of the steering wheel, the driver's viewpoint in a predetermined direction, and the load placed on the armrest by the driver). Specifically, the driving assistance device 200 calculates the positive value based on the five types of driving conditions so that the five types of driving conditions are reflected in the lane keep assist control. However, it is not necessary to perform lane keep assist control based on all of the above-mentioned five types of driving conditions. The same applies to "Other methods for reflecting driving conditions in lane keep assist control" described below.

[0075] For example, the driving assistance device 200 may execute lane keep assist control based on two or more driving conditions including the driver's grip position on the steering wheel and one or more other driving conditions (one or more of the driver's grip pressure on the steering wheel, the front-to-rear position of the steering wheel, the driver's viewpoint in a predetermined direction, and the driver's load on the armrest). In other words, the driving assistance device 200 may calculate the aggressiveness value based on two or more driving conditions including the driver's grip position on the steering wheel and one or more other driving conditions.

[0076] Further, for example, the driving assistance device 200 may execute lane keep assist control based on one or more of four types of driving conditions excluding the driver's grip position on the steering wheel (the driver's grip pressure on the steering wheel, the front-rear position of the steering wheel, the driver's viewpoint in a predetermined direction, and the load on the armrest by the driver). In other words, the driving assistance device 200 may calculate the aggressiveness value based on the above four types of driving conditions.

[0077] [Other methods for reflecting driving conditions in lane keep assist control] In the above description, the driving assistance device 200 calculates the aggressiveness value based on five types of driving conditions so that the five types of driving conditions are reflected in the lane keep assist control. However, if the five types of driving conditions are ultimately reflected in the lane keep assist control, the driving assistance device 200 does not need to calculate the aggressiveness value based on the five types of driving conditions.

[0078] For example, a positive value may be calculated based on four types of driving conditions excluding the driver's steering wheel grip position, and the control value (reference control value) of the lane keep assist control may be changed (updated, corrected) based on the driver's steering wheel grip position and the positive value calculated based on the four types of driving conditions.

[0079] For example, the control value of the lane keep assist control may be calculated (determined) based on the driver's steering wheel grip position, and a positive value may be calculated based on four types of driving conditions excluding the driver's steering wheel grip position, and the control value of the lane keep assist control calculated based on the driver's steering wheel grip position may be changed by the positive value calculated based on the four types of driving conditions.

[0080] For example, a first positive value may be calculated based on the driver's steering wheel grip position, a second positive value may be calculated based on four types of driving conditions excluding the driver's steering wheel grip position, the first positive value may be changed by the second positive value, and the control value of the lane keep assist control may be calculated (determined) based on the changed first positive value.

[0081] For example, a first positive value may be calculated based on one driving state, a second positive value may be calculated based on another driving state, the first positive value may be changed by the second positive value, and the control value for lane keep assist control may be calculated (determined) based on the changed first positive value. Alternatively, a positive value may be calculated based on one driving state, and the calculated control value may be changed based on another driving state. Alternatively, a positive value may be calculated based on one driving state, and the control value based on the calculated control value may be changed based on another driving state.

[0082] As described above, in the driving assistance device 200 according to the embodiment of the present invention, the driving state monitoring unit 211 monitors a plurality of driving states (the driver's steering wheel grip position, the driver's steering wheel grip pressure, the steering wheel's longitudinal position, the driver's viewpoint in a predetermined direction, and the driver's load on the armrest), the aggressiveness calculation unit 212 calculates an aggressiveness value based on the plurality of driving states, and the lane keep assist control unit 213 executes lane keep assist control based on the aggressiveness value. Alternatively, as the driving assistance device 200 for a vehicle that executes lane keep assist control based on a control value according to the driver's steering wheel grip position, the driving state monitoring unit 211 monitors driving states different from the grip position, the aggressiveness calculation unit 212 calculates an aggressiveness value from the driving state, and the lane keep assist control unit 213 changes the control value according to the aggressiveness value.

[0083] This allows for the control value of the lane keep assist control to be obtained taking into consideration a plurality of driving states, enabling more accurate lane keep assist and allowing the driver to continue driving safely without feeling any discomfort. For example, even when the driver is holding the lower part of the steering wheel, the driver may be concentrating on driving, and in such a case, if the lane keep assist control is strengthened, the driver may feel uncomfortable. However, with the driving support device 200 according to the embodiment of the present invention, such a situation is unlikely to occur.

[0084] The aggressiveness calculation unit 212 calculates a larger aggressiveness when the steering wheel is being operated toward the driver than when it is not being operated toward the driver, and the lane keep assist control unit 213 weakens the lane keep assist control when the aggressiveness is large compared to when the aggressiveness is small. In other words, since it is considered that the steering is more aggressive when the steering wheel is being operated toward the driver than when it is not being operated toward the driver, the driving assistance device 200 respects the driver's aggressiveness in steering and weakens the lane keep assist control when the steering wheel is being operated toward the driver. Alternatively, as the driving assistance device 200 for a vehicle that performs lane keep assist control based on a control value corresponding to the driver's grip position of the steering wheel, the driving state monitoring unit 211 is connected to the steering operation recognition unit 101 that recognizes that the steering wheel has been operated in the forward / backward direction, and when the steering wheel has been operated toward the driver, the aggressiveness calculation unit 212 changes the aggressiveness so as not to actively guide the steering (i.e., increases the aggressiveness).

[0085] This reduces lane-keeping assistance based on the driver's intention (as seen by steering the steering wheel toward the front), allowing the driver to continue driving safely without any discomfort.

[0086] The aggressiveness calculation unit 212 calculates a larger aggressiveness when the frequency of gaze in a predetermined direction is high than when the frequency of gaze in a predetermined direction is low, and the lane keep assist control unit 213 weakens the lane keep assist control when the aggressiveness is high compared to when the aggressiveness is low. In other words, since it is considered that the driver is more aggressive in steering when the frequency of gaze in a predetermined direction is high, the driving assistance device 200 respects the driver's aggressiveness in steering and weakens the lane keep assist control when the frequency of gaze in a predetermined direction is high. Alternatively, as the driving assistance device 200 for a vehicle that performs lane keep assist control based on a control value corresponding to the driver's grip position on the steering wheel, the driving state monitoring unit 211 is connected to the viewpoint recognition unit 102 that recognizes the driver's viewpoint, and the aggressiveness calculation unit 212 changes the aggressiveness according to the viewpoint.

[0087] This reduces lane-keeping assistance based on the driver's intentions (from the driver's perspective), allowing the driver to continue driving safely without feeling uncomfortable. For example, if the driver spends a high proportion of time looking at the door mirrors and rearview mirror, this indicates aggressive driving, so lane-keeping assistance is reduced.

[0088] Furthermore, when the load value on the armrest is large, the aggressiveness calculation unit 212 calculates a smaller aggressiveness than when the load value is small, and the lane keep assist control unit 213 weakens the lane keep assist control when the aggressiveness value is large compared to when the load value is small. In other words, since it is considered that the driver is less aggressive in steering when the load value on the armrest is large than when the load value is small, the driving assistance device 200 strengthens the lane keep assist control when the load value on the armrest is large. Alternatively, as the driving assistance device 200 for a vehicle that executes lane keep assist control based on a control value corresponding to the driver's grip position on the steering wheel, the driving state monitoring unit 211 is connected to the armrest load recognition unit 103 that recognizes the load acting on the armrest, and the aggressiveness calculation unit 212 changes the aggressiveness value according to the load value.

[0089] This allows the system to strengthen lane-keeping assistance based on the driver's intention (as seen in the driver's load on the armrest), allowing the driver to continue driving safely without feeling uncomfortable. For example, if there is load on the armrest, this means the driver is relaxed, so lane-keeping assistance is strengthened.

[0090] Furthermore, when the aggressiveness value is equal to or less than a predetermined value and the vehicle is traveling on a highway, the lane keep assist control unit 213 strengthens the lane keep assist control compared to when the aggressiveness value is equal to or less than a predetermined value and the vehicle is traveling on an ordinary road. In other words, when the driver's steering is relatively low, the driving assistance device 200 strengthens the lane keep assist control when traveling on a highway compared to when traveling on an ordinary road. Alternatively, as the driving assistance device 200 for a vehicle that executes lane keep assist control based on a control value corresponding to the driver's grip position of the steering wheel, the lane keep assist control unit 213 increases the control value to actively guide the steering operation when the aggressiveness value is equal to or less than a predetermined value and the vehicle is traveling on a highway.

[0091] Unlike ordinary roads, highways make it easier for vehicles to deviate from their lane as speed increases, but by increasing the control value, lane deviation can be suppressed, allowing the driver to continue driving without any discomfort.

[0092] As described above, the driving assistance device 200 of the embodiment of the present invention realizes more accurate lane keep assist by appropriately changing the control value of the lane keep assist control based on the driver's proactiveness in driving, allowing the driver to continue driving safely without any discomfort.

[0093] The above describes the form for carrying out the present invention using an embodiment, but the present invention is not limited to such an embodiment, and various modifications and substitutions can be made within the scope that does not deviate from the gist of the present invention. [Explanation of symbols]

[0094] 1. Driving assistance systems 101 Steering operation recognition unit 101a, 101b, 101c Capacitive sensors 102 Viewpoint Recognition Unit 103 Armrest load recognition unit 104 Road judgment section 200 Driving assistance device 210 Control Unit 211 Operation status monitoring unit 212 Positive value calculation unit 213 Lane Keep Assist Control Unit 220 Storage section

Claims

1. a driving state monitoring unit that monitors whether or not a steering wheel is operated in the forward / backward direction by a vehicle occupant, and the position of the steering wheel in the forward / backward direction; an aggressiveness value calculation unit that calculates an aggressiveness value indicating the degree of aggressiveness of the occupant with respect to steering based on the monitoring result of the driving state monitoring unit; a lane keep assist control unit that performs lane keep assist control to guide a steering operation of an occupant based on the positive value calculated by the positive value calculation unit so that the vehicle does not deviate from the driving lane; A driving assistance device comprising:

2. a driving state monitoring unit that monitors the grip of a steering wheel by a vehicle occupant and the line of sight of the occupant; an aggressiveness value calculation unit that calculates an aggressiveness value indicating the degree of aggressiveness of the occupant with respect to steering based on the monitoring result of the driving state monitoring unit; a lane keep assist control unit that performs lane keep assist control to guide a steering operation of an occupant based on the positive value calculated by the positive value calculation unit so that the vehicle does not deviate from the driving lane; A driving assistance device comprising:

3. a driving condition monitoring unit that monitors the grip of the steering wheel by a vehicle occupant and the load value acting on the armrest; an aggressiveness value calculation unit that calculates an aggressiveness value indicating the degree of aggressiveness of the occupant with respect to steering based on the monitoring result of the driving state monitoring unit; a lane keep assist control unit that performs lane keep assist control to guide a steering operation of an occupant based on the positive value calculated by the positive value calculation unit so that the vehicle does not deviate from the driving lane; A driving assistance device comprising:

4. a driving state monitoring unit that monitors a plurality of driving states including a steering grip position of a vehicle occupant; an aggressiveness value calculation unit that calculates an aggressiveness value indicating a degree of aggressiveness of a driver with respect to steering based on the plurality of driving states monitored by the driving state monitoring unit; a lane keep assist control unit that performs lane keep assist control to guide a steering operation of an occupant so that the vehicle does not deviate from a driving lane, based on the positive value calculated by the positive value calculation unit, The lane keep assist control unit When the positive value is equal to or less than a predetermined value and the vehicle is traveling on a highway, the lane keep assist control is strengthened more than when the positive value is equal to or less than the predetermined value and the vehicle is traveling on an ordinary road. Driving assistance device.

5. The operating state monitoring unit monitoring the operation of the steering wheel in the forward and backward directions; The positive value calculation unit When the steering wheel is operated toward the front, a larger positive value is calculated than when the steering wheel is not operated toward the front, The lane keep assist control unit The driving support device according to claim 1 , wherein the lane keep assist control is weakened when the positive value is large compared to when the positive value is small.

6. The positive value calculation unit calculating a positive value that is greater when the frequency of the line of sight in a predetermined direction is high than when the frequency of the line of sight in the predetermined direction is low; The lane keep assist control unit The driving support device according to claim 2 , wherein the lane keep assist control is weakened when the positive value is large compared to when the positive value is small.

7. The positive value calculation unit When the load value is large, a smaller positive value is calculated than when the load value is small; The lane keep assist control unit The driving support device according to claim 3 , wherein the lane keep assist control is weakened when the positive value is large compared to when the positive value is small.

8. The computer Monitor whether or not a vehicle occupant is operating the steering wheel in the forward / backward direction or the position in the forward / backward direction, Calculating an aggressiveness value indicating the degree of aggressiveness of the occupant with respect to steering based on the results of the monitoring; Based on the positive value, lane keep assist control is executed to guide the driver's steering operation so that the vehicle does not deviate from the driving lane. Control method.

9. On the computer, The system monitors whether or not a vehicle occupant operates the steering wheel in the forward / backward direction or the position of the steering wheel in the forward / backward direction, Calculating an aggressiveness value indicating the degree of aggressiveness of the occupant with respect to steering based on the results of the monitoring; Based on the positive value, lane keep assist control is executed to guide the driver's steering operation so that the vehicle does not deviate from the driving lane. program.

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