Vehicle control device, vehicle control method, and program

Abstract

To perform more appropriate deviation suppression control according to a driver's driving conditions.SOLUTION: A vehicle control device comprises: a recognition part that recognizes surrounding conditions of a vehicle; a steering operation detection part that detects a steering operation of the vehicle performed by a driver of the vehicle; a determination part that determines, based on recognition results from the recognition part, whether or not the vehicle may deviate from its travelling lane; and a control part that outputs a deviation warning to the driver when the determination part determines that the vehicle may deviate from the travelling lane. The control part suppresses output of the deviation warning when a lane maintaining steering operation for maintaining a state where the vehicle is within the lane is detected by the steering operation detection part.SELECTED DRAWING: Figure 1

Description

Technical Field

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

Background Art

[0002] In recent years, efforts have been actively made to provide access to a sustainable transportation system that takes into account people in vulnerable positions among traffic participants. In order to achieve this, research and development have focused on further improving traffic safety and convenience through research and development on preventive safety technologies. In this regard, in recent years, when it is determined that the driver is in a curve recognition state where the curve in front of the vehicle is recognized, the steering assist torque is increased compared to the case where it is not determined that the curve recognition state exists, or based on the time until the vehicle reaches the lane boundary line, warning notification, information provision, automatic steering operation of the vehicle, and automatic braking operation for preventing the vehicle from deviating from the lane are performed. Technologies for performing any one of the lane keeping controls have been disclosed (see, for example, Patent Documents 1 and 2).

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Patent Document 2

Summary of the Invention

Problems to be Solved by the Invention

[0004] By the way, in preventive safety technologies, there has been a problem that control against lane departure of a vehicle may be excessively executed, and appropriate departure suppression control may not be executed.

[0005] One of the objectives of this application is to provide a vehicle control device, a vehicle control method, and a program that can perform more appropriate lane departure suppression control according to the driver's driving conditions, in order to solve the above-mentioned problems. Ultimately, this will contribute to the development of a sustainable transportation system. [Means for solving the problem]

[0006] The vehicle control device, vehicle control method, and program according to this invention employ the following configuration. (1) A vehicle control device according to one aspect of the present invention comprises: a recognition unit that recognizes the surrounding conditions of a vehicle; a steering operation detection unit that detects steering operations performed by the driver of the vehicle; a determination unit that determines whether or not the vehicle is likely to deviate from its lane based on the recognition results from the recognition unit; and a control unit that outputs a lane departure warning to the driver when the determination unit determines that the vehicle is likely to deviate from its lane, wherein the control unit suppresses the output of the lane departure warning when the steering operation detection unit detects lane-keeping steering operations to maintain the vehicle within its lane.

[0007] (2) In the embodiment of (1) above, the control unit suppresses the output of the lane departure warning even if it is determined that the vehicle may deviate from the driving lane when the steering operation detection unit detects the lane keeping steering operation within a predetermined distance before the curved road or while the vehicle is driving on the curved road.

[0008] (3) In the embodiment of (1) above, the steering operation detection unit detects the lane-keeping steering operation based on a steering operation in which the torque of the steering control that receives the driver's steering operation falls within a predetermined range.

[0009] (4) In the embodiment of (3) above, the predetermined range is a range in which information relating to the torque of the steering control for the vehicle to turn and the torque of the steering control caused by irregularities in the road surface on which the vehicle is traveling is excluded.

[0010] (5) In the embodiment of (3) above, the lower limit of the predetermined range is a value greater than 0.

[0011] (6) In the embodiment of (3) above, the steering operation detection unit determines that the lane-keeping steering operation has not been performed if a steering operation within the predetermined range has not been detected for a predetermined time or longer.

[0012] (7): Another vehicle control method according to the present invention is a vehicle control method in which a computer recognizes the surrounding conditions of a vehicle, detects steering operations of the vehicle by the driver of the vehicle, determines whether or not the vehicle is likely to deviate from its lane, outputs a departure warning to the driver if it is determined that the vehicle is likely to deviate from its lane, and suppresses the output of the departure warning when lane-keeping steering operations to maintain the vehicle within the lane are detected.

[0013] (8) Another aspect of the present invention is a program that causes a computer to recognize the surrounding conditions of a vehicle, to detect steering operations performed by the driver of the vehicle, to determine whether the vehicle is likely to deviate from its lane, to output a departure warning to the driver if it is determined that the vehicle is likely to deviate from its lane, and to suppress the output of the departure warning if lane-keeping steering operations are detected to maintain the vehicle within its lane. [Effects of the Invention]

[0014] According to the embodiments described in (1) to (8) above, more appropriate lane departure suppression control can be performed according to the driver's driving conditions. [Brief explanation of the drawing]

[0015] [Figure 1] This is a diagram showing the configuration of a vehicle M equipped with the vehicle control device of the embodiment. [Figure 2] This is a diagram illustrating alarm suppression control in an embodiment. [Figure 3] It is a diagram showing an example of the result of performing filter processing on the steering torque and an example of the determination result of the driver's steering operation with respect to the filtered steering torque. [Figure 4] It is a flowchart showing a first embodiment of the warning suppression process. [Figure 5] It is a flowchart showing a second embodiment of the warning suppression process.

Embodiments for Carrying Out the Invention

[0016] Hereinafter, embodiments of the vehicle control device, vehicle control method, and program of the present invention will be described with reference to the drawings.

[0017] [Overall Configuration] FIG. 1 is a configuration diagram of a vehicle M equipped with the vehicle control device of the embodiment. The vehicle M is, for example, a two-wheeled, three-wheeled, or four-wheeled vehicle, and its drive source is an internal combustion engine such as a diesel engine or a gasoline engine, an electric motor, or a combination thereof. The electric motor operates using the electric power generated by a generator connected to the internal combustion engine, or the discharge power of a secondary battery or a fuel cell.

[0018] For example, the vehicle M is equipped with a camera 10, a radar device 12, a LIDAR (Light Detection and Ranging) 14, an object recognition device 16, a communication device 20, an HMI (Human Machine Interface) 30, a vehicle sensor 40, a navigation device 50, a driver monitor camera 70, a driving operator 80, a driving support device 100, a traveling driving force output device 200, a brake device 210, and a steering device 220. These devices and apparatuses are connected to each other by a multiplex communication line such as a CAN (Controller Area Network) communication line, a serial communication line, a wireless communication network, or the like. Note that the configuration shown in FIG. 1 is merely an example, and a part of the configuration may be omitted, or another configuration may be added. The HMI 30 is an example of an "alarm unit" or a "notification unit". The driving support device 100 is an example of a "vehicle control device".

[0019] The camera 10 is a digital camera that uses a solid-state imaging device such as a CCD (Charge Coupled Device) or a CMOS (Complementary Metal Oxide Semiconductor). The camera 10 is attached to an arbitrary location on the vehicle M. When imaging the front, the camera 10 is attached to the upper part of the front windshield or the back surface of the rearview mirror, etc. The camera 10, for example, periodically and repeatedly images the periphery of the vehicle M. The camera 10 may be a stereo camera.

[0020] The radar device 12 emits radio waves such as millimeter waves to the periphery of the vehicle M, and detects radio waves (reflected waves) reflected by an object to detect at least the position (distance and azimuth) of the object. The radar device 12 is attached to an arbitrary location on the vehicle M. The radar device 12 may detect the position and speed of an object by the FM-CW (Frequency Modulated Continuous Wave) method.

[0021] The LIDAR 14 irradiates light (or electromagnetic waves with wavelengths close to light) to the periphery of the vehicle M and measures scattered light. The LIDAR 14 detects the distance to the target based on the time from light emission to light reception. The irradiated light is, for example, pulsed laser light. The LIDAR 14 is attached to an arbitrary location on the vehicle M.

[0022] The object recognition device 16 performs sensor fusion processing on the detection results from some or all of the camera 10, the radar device 12, and the LIDAR 14 to recognize the position, type, speed, etc. of the object. The object recognition device 16 outputs the recognition result to the driving support device 100. The object recognition device 16 may output the detection results of the camera 10, the radar device 12, and the LIDAR 14 to the driving support device 100 as they are. The object recognition device 16 may be omitted from the vehicle M. Some or all of the camera 10, the radar device 12, the LIDAR 14, and the object recognition device 16 are an example of an "external detection device".

[0023] The communication device 20 communicates with other vehicles in the vicinity of vehicle M, or with various server devices via a wireless base station, using networks such as a cellular network, Wi-Fi network, Bluetooth®, or DSRC (Dedicated Short Range Communication).

[0024] The HMI 30 presents various information to the occupants of the vehicle M and accepts input operations from the occupants. The HMI 30 includes, for example, a display unit 32, a speaker 34, and a vibration unit 36. The display unit 32 is, for example, an LCD (Liquid Crystal Display) or an organic EL (Electro Luminescence) display device. The display unit 32 displays various images (including video) in the embodiment. The display unit 32 may be configured integrally with the input unit as a touch panel. The speaker 34 outputs predetermined sounds (e.g., warnings). The vibration unit 36 ​​vibrates at least one of the following, for example, the steering wheel 82 included in the driver control unit 80, the seat on which the occupant is seated, and the seat belt in use, based on instructions from the driver assistance device 100. For example, the vibration unit 36 ​​notifies the driver of the vehicle M (hereinafter referred to as the driver) of a predetermined situation by vibration. Furthermore, the HMI 30 may include (or replace) a microphone, buzzer, touch panel, switch, key, etc., in addition to the display unit 32, speaker 34, and vibration unit 36. For example, the HMI 30 may include a toggle switch that switches the driving state (content of driving control) of the vehicle M by the driver's operation.

[0025] The vehicle sensor 40 includes a vehicle speed sensor for detecting the speed of the vehicle M, an acceleration sensor for detecting acceleration, a yaw rate sensor for detecting yaw rate (for example, the angular velocity of rotation around the vertical axis passing through the center of gravity of the vehicle M), a lateral acceleration sensor (lateral G sensor) for detecting the lateral acceleration (lateral G) of the vehicle M, a compass sensor for detecting the orientation of the vehicle M, and a steering angle sensor for detecting the steering angle of the vehicle M (which may be the angle of the steering wheels or the operating angle of the steering wheel). The vehicle sensor 40 may also be provided with a position sensor for detecting the position of the vehicle M. The position sensor is, for example, a sensor that acquires position information (longitude and latitude information) from a GPS (Global Positioning System) device. Alternatively, the position sensor may be a sensor that acquires position information using a GNSS (Global Navigation Satellite System) receiver 51 of the navigation device 50.

[0026] The navigation device 50 includes, for example, a GNSS receiver 51, a navigation HMI 52, and a route determination unit 53. The navigation device 50 stores map information 54 in a storage device such as an HDD (Hard Disk Drive) or flash memory. The GNSS receiver 51 determines the position of the vehicle M based on signals received from GNSS satellites. The position of the vehicle M may be determined or supplemented by an INS (Inertial Navigation System) that utilizes the output of the vehicle sensor 40. The navigation HMI 52 includes a display device, speaker, touch panel, keys, etc. The navigation HMI 52 may be partially or completely shared with the HMI 30 described above. The route determination unit 53 determines, for example, a route (hereinafter referred to as the route on the map) from the position of the vehicle M determined by the GNSS receiver 51 (or any input position) to the destination input by the occupant using the navigation HMI 52, by referring to the map information 54. The map information 54 is, for example, information in which the road shape is represented by links indicating roads and nodes connected by links. Map information 54 may include POI (Point of Interest) information, etc. Map information 54 may also include lane boundary information such as information on the center of a lane or road markings that demarcate lanes (hereinafter referred to as markings). Map information 54 may also include road information such as the radius of curvature (or curvature), gradient, and width of the road (or each lane included in the road), traffic regulation information, address information (address and postal code), facility information, telephone number information, etc. Map information 54 may be updated as needed by the communication device 20 communicating with other devices. Map information 54 may also be stored in the memory unit of the driver assistance device 100.

[0027] The navigation device 50 may provide route guidance using the navigation HMI 52 based on the route on the map. The navigation device 50 may be implemented, for example, by the functions of a terminal device such as a smartphone or tablet held by an occupant. The navigation device 50 may transmit the current location and destination to the navigation server via the communication device 20 and obtain a route equivalent to the route on the map from the navigation server.

[0028] The driver monitor camera 70 is a digital camera that uses a solid-state image sensor such as a CCD or CMOS. The driver monitor camera 70 is mounted at any location in the vehicle M in a position and orientation that allows it to capture the head and upper body (including the position of the hands) of the driver seated in the driver's seat of the vehicle M from the front (in a direction that captures the face). For example, the driver monitor camera 70 is mounted on top of a display device located in the center of the instrument panel of the vehicle M. The driver monitor camera 70 outputs an image of the interior of the vehicle M, including the driver, taken from its mounted position, to the driver assistance device 100.

[0029] The driver controls 80 include, for example, a steering wheel 82, an accelerator pedal 84, a brake pedal 86, turn signal control switches, a shift lever, and other controls. Sensors are attached to the driver controls 80 to detect the amount of operation or whether or not an operation is performed, and the detection results are output to the driver assistance device 100, or to some or all of the driving force output device 200, the brake device 210, and the steering device 220. The steering wheel 82 is an example of a "steering control". The accelerator pedal 84 and brake pedal 86 are examples of "speed controls".

[0030] For example, the steering wheel 82 is equipped with a steering wheel sensor (SW sensor) 82A and a vibrating part 36 that vibrates the part that the driver grips. The SW sensor 82A detects whether or not the driver is in contact with the steering wheel 82. The SW sensor 82A also detects the amount of operation of the steering wheel 82 (torque (also called steer torque), steering amount, steering rate of change) which changes in response to the driver's operation on the steering wheel 82 (hereinafter referred to as steering operation). The SW sensor 82A may also detect whether or not the driver is gripping the steering wheel 82. The steering wheel 82 does not necessarily have to be ring-shaped, and may take the form of an irregularly shaped steering wheel, a joystick, buttons, etc. In that case, the SW sensor 82A detects the amount of operation corresponding to each form.

[0031] The accelerator pedal 84 is equipped with an accelerator pedal sensor (AP sensor) 84A. The AP sensor 84A detects whether the driver is operating the accelerator pedal 84 (hereinafter referred to as accelerator operation) on or off, and the amount of operation of the accelerator pedal 84 (amount of opening change, rate of opening change) that changes in response to the operation. The brake pedal 86 is equipped with a brake pedal sensor (BP sensor) 86A. The BP sensor 86A detects whether the driver is operating the brake pedal 86 (hereinafter referred to as brake operation) on or off, and the amount of operation of the brake pedal 86 (amount of opening change, rate of opening change) that changes in response to the operation. Accelerator operation and brake operation are examples of "speed operation".

[0032] The driving force output device 200 outputs driving force (torque) to the drive wheels for the vehicle M to move. The driving force output device 200 includes, for example, a combination of an internal combustion engine, an electric motor, and a transmission, and an ECU (Electronic Control Unit) that controls them. The ECU controls the above configuration according to information input from the driver assistance device 100 or information input from the driver control device 80.

[0033] The brake system 210 includes, for example, a brake caliper, a cylinder that transmits hydraulic pressure to the brake caliper, an electric motor that generates hydraulic pressure in the cylinder, and an ECU. The ECU controls the electric motor according to information input from the driver assistance device 100 or from the driver control unit 80, so that brake torque corresponding to the braking operation is output to each wheel. The brake system 210 may also include a backup mechanism that transmits hydraulic pressure generated by the operation of the brake pedal 86 included in the driver control unit 80 to the cylinder via a master cylinder. The brake system 210 is not limited to the configuration described above, and may also be an electronically controlled hydraulic brake system that controls an actuator according to information input from the driver assistance device 100 to transmit hydraulic pressure from the master cylinder to the cylinder.

[0034] The steering device 220 includes, for example, a steering ECU and an electric motor. The electric motor, for example, applies force to a rack and pinion mechanism to change the direction of the steering wheels. The steering ECU drives the electric motor to change the direction of the steering wheels according to information input from the driver assistance device 100 or from the driver control device 80.

[0035] [Driving assistance system] The driver assistance device 100 includes, for example, a recognition unit 110, a driving state detection unit 120, a determination unit 130, a control unit 140, and a storage unit 150. The recognition unit 110, the driving state detection unit 120, the determination unit 130, and the control unit 140 are realized, for example, by a hardware processor such as a CPU (Central Processing Unit) executing a program (software). Furthermore, some or all of these components may be realized by hardware (including circuitry) such as LSI (Large Scale Integration), ASIC (Application Specific Integrated Circuit), FPGA (Field-Programmable Gate Array), GPU (Graphics Processing Unit), and SOC (System On Chip), or by the cooperation of software and hardware. The program may be stored in advance in a storage device such as the HDD or flash memory of the driver assistance device 100 (a storage device equipped with a non-transient storage medium), or it may be stored in a removable storage medium such as a DVD or CD-ROM, and installed in the HDD or flash memory of the driver assistance device 100 when the storage medium (non-transient storage medium) is mounted on the drive device.

[0036] For example, the driving force output device 200, brake device 210, and steering device 220 are configured internally so that instructions from the driving assistance device 100 to the driving force output device 200, brake device 210, and steering device 220 are executed with priority over detection results from the driver control device 80. Regarding braking, if the braking force based on the amount of operation of the brake pedal 86 is greater than the instruction from the driving assistance device 100, the system may be configured to prioritize the latter. Furthermore, communication priority in the in-vehicle LAN (Local Area Network) may be used as a mechanism to prioritize the execution of instructions from the driving assistance device 100.

[0037] The memory unit 150 may be implemented using the various storage devices described above, or an SSD (Solid State Drive), EEPROM (Electrically Erasable Programmable Read Only Memory), ROM (Read Only Memory), or RAM (Random Access Memory), etc. The memory unit 150 stores, for example, programs and other various information. The memory unit 150 may also store the map information 54 described above.

[0038] The recognition unit 110 recognizes the surrounding conditions of the vehicle M based on information input from the external environment detection device. For example, the recognition unit 110 recognizes the position and state, such as speed and acceleration, of objects in the surrounding area (for example, within a predetermined distance (first predetermined distance) from the vehicle M). Objects include, for example, other vehicles, bicycles, pedestrians and other traffic participants, as well as road structures such as curbs, median strips, and guardrails. The position of an object is recognized as a position on an absolute coordinate system with a representative point of the vehicle M (such as the center of gravity or the center of the drive axis) as the origin, and is used for control. The position of an object may be represented by a representative point such as the center of gravity or a corner of the object, or it may be represented by a region. The "state" of an object may include, if the object is a moving object, the acceleration or jerk of the object, or the "action state" (for example, whether or not it is changing lanes or is about to change lanes). The recognition unit 110 also recognizes the relative position and relative speed with respect to objects.

[0039] Furthermore, the recognition unit 110 recognizes, for example, the lane in which the vehicle M is traveling. For example, the recognition unit 110 performs known analysis processing (e.g., edge extraction, feature extraction, pattern matching processing, etc.) on the image captured by the camera 10 (hereinafter referred to as the camera image), and recognizes the position and pattern of the lane markings around the vehicle M (e.g., the arrangement of solid and dashed lines) from the analysis results. Alternatively, the recognition unit 110 may refer to the map information 54 based on the position information of the vehicle M to recognize the position and pattern of the lane markings around the vehicle M. Alternatively, the recognition unit 110 may recognize the driving lane using at least one of the position and pattern of the lane markings obtained from the camera image and the position and pattern of the lane markings obtained from the map information. The recognition unit 110 may also recognize the driving lane by recognizing the road boundary (road boundary) including not only lane markings but also shoulders, curbs, median strips, guardrails, etc. In this recognition, the position of the vehicle M obtained from the navigation device 50 and the processing results by INS may also be taken into consideration. The recognition unit 110 may also recognize adjacent lanes adjacent to the driving lane. The recognition unit 110 may also recognize the radius of curvature (or curvature), gradient, width, etc. of the driving lane (or road) from at least one of the camera image or map information. The recognition unit 110 may also recognize obstacles, stop lines, red lights, toll booths, and other road events from the object recognition results. Obstacles are objects that the vehicle M must avoid contact with, and include, for example, other vehicles.

[0040] The recognition unit 110 may also recognize the position and orientation of vehicle M with respect to the driving lane. For example, the recognition unit 110 may recognize the deviation of the vehicle M's reference point from the center of the lane, and the angle it makes with a line connecting the centerlines of the lanes in the direction of travel, as the relative position and orientation of vehicle M with respect to the driving lane. Alternatively, the recognition unit 110 may recognize the position of the vehicle M's reference point relative to any side edge of the driving lane (road markings or road boundary), etc., as the relative position of vehicle M with respect to the driving lane. The recognition unit 110 may also recognize the position and orientation of other vehicles traveling in the driving lane of vehicle M, or recognize whether other vehicles are located on the center side of the driving lane or on the side of the markings, etc., from the perspective of vehicle M.

[0041] The driving state detection unit 120 detects the driving state of the vehicle M operated by the driver. The driving state includes, for example, the driving state of the vehicle M due to the driver's operation and the driving state of the vehicle M due to the driving control of the control unit 140. The driving state detection unit 120 includes, for example, a steering operation detection unit 122. For example, the steering operation detection unit 122 detects the driver's steering operation (lane-keeping steering operation) to maintain the state in which the vehicle M is in the driving lane (to prevent the vehicle M from deviating from the lane). For example, the steering operation detection unit 122 detects a lane-keeping steering operation by the driver when a steering operation is detected in which the steering torque detected by the SW sensor 82A falls within a predetermined range. The steering operation detection unit 122 may also detect a lane-keeping steering operation by the driver when a steering operation within the predetermined range continues for a predetermined time (first predetermined time) or longer. Furthermore, the steering operation detection unit 122 may, for example, detect lane-keeping steering operations performed by the driver when the vehicle M is traveling in the center of the lane due to steering operations, based on steering operations and changes in the distance between the vehicle M and the left and right lane markings of the vehicle M.

[0042] Furthermore, the driving state detection unit 120 may detect the driver's speed operation of the vehicle M (operation to adjust (change) the speed of the vehicle M). In this case, the driving state detection unit 120 may, for example, detect the start (on state) or end (off state) of the driver's accelerator operation based on the detection result of the AP sensor 84A, or detect the amount of operation of the accelerator pedal 84. Also, the driving state detection unit 120 may detect the start or end of the driver's brake operation based on the detection result of the BP sensor 86A, or detect the amount of operation of the brake pedal 86. Furthermore, the driving state detection unit 120 may detect the amount of change in the vehicle M's speed (acceleration), etc., due to the driver's speed operation, based on the detection result of the vehicle sensor 40.

[0043] Furthermore, the driving state detection unit 120 may detect whether the driver is in a predetermined state based on the image captured by the driver monitor camera 70. A predetermined state may be, for example, a state in which the driver is monitoring the area ahead (or around the vehicle M), or a state in which the vehicle M can be quickly switched from system-side driving control to manual driving by the driver. For example, the driver monitoring the area ahead means that the driver's gaze, based on the analysis results of the image captured by the driver monitor camera 70, is directed towards the front of the vehicle M (direction of travel).

[0044] Furthermore, the driving state detection unit 120 may detect whether the driver is not performing any driving operations (not touching the driver control device 80) or whether the driver's driving operation is reduced (in other words, whether the driver is driving aimlessly) based on the detection results from the SW sensor 82A, AP sensor 84A, and BP sensor 86A, as well as the driver's state included in the image captured by the driver monitor camera 70. The driving state detection unit 120 may also detect the type of automatic driving control performed by the control unit 140.

[0045] The determination unit 130 includes, for example, a road condition determination unit 132 and a deviation determination unit 134. The road condition determination unit 132 determines the road conditions on which the vehicle M is traveling. For example, based on the recognition result of the recognition unit 110, the road condition determination unit 132 determines whether or not a curved road exists within a predetermined distance (second predetermined distance) in the direction of travel of the vehicle M. For example, the road condition determination unit 132 determines that a curved road exists in the driving lane if the radius of curvature within a predetermined distance in the direction of travel of the vehicle M is less than a threshold (first threshold). The road condition determination unit 132 may use curvature instead of radius of curvature in the curved road determination. The road condition determination unit 132 may also determine whether or not the vehicle M is currently traveling on a curved road based on the radius of curvature or curvature of the driving lane obtained by the method described above. The road condition determination unit 132 may also determine whether or not the lane in the direction of travel of the vehicle M is straight based on the radius of curvature or curvature.

[0046] The deviation determination unit 134 determines whether or not there is a possibility that vehicle M will deviate from its lane. For example, the deviation determination unit 134 determines whether or not there is a possibility that vehicle M will deviate from its lane based on the positional relationship between vehicle M and the left and right lane markings that demarcate the vehicle M's lane as recognized by the recognition unit 110, as well as the direction of travel and speed of vehicle M. The deviation determination unit 134 may also determine whether or not vehicle M is currently deviating from its lane.

[0047] The control unit 140 controls various functions and devices of the vehicle M. For example, based on information obtained from the communication device 20, HMI 30, vehicle sensor 40, driver monitor camera 70, etc., information detected by SW sensor 82A, AP sensor 84A, BP sensor 86A, recognition results from the recognition unit 110, detection results from the driving state detection unit 120, and determination results from the determination unit 130, the control unit 140 issues warnings (notifications) to the occupants of the vehicle M (including the driver) or performs driving control that controls at least one of the vehicle M's speed and steering.

[0048] For example, if the departure detection unit 134 determines that the vehicle M may deviate from its driving lane, the control unit 140 controls at least one of the HMI 30 and the steering device 220 to perform control (road departure prevention control) to prevent the vehicle M from deviating from its driving lane. Road departure prevention control is, for example, the execution (activation) of at least one of the following controls (a) to (c). (a) The control unit 140 outputs information (image, sound, etc.) to the HMI 30 indicating that there is a possibility that the vehicle M may deviate, or prompting the driver to perform steering or speed control operations to prevent deviating. (b) The control unit 140 vibrates the steering wheel 82 using the vibration unit 36. (c) The control unit 140 controls the steering device 220 so that the vehicle M returns to the center of the driving lane (maintains its position within the lane) (steer reaction force control).

[0049] Furthermore, the control described in (a) above may include, instead of (or in addition to) outputting images or sounds, control to light up or blink an output unit that outputs a predetermined light. Also, the control described in (b) above may include, instead of (or in addition to) vibrating the steering wheel 82, control to vibrate the seat on which the driver is seated or the seat belt being used. The control unit 140 performing at least one of (a) and (b) above is one example of outputting a "lane departure warning". In addition to the above, the lane departure prevention control may also include control to assist the vehicle M or the driver in preventing the vehicle M from deviating from its lane. Furthermore, the control unit 140 may perform control to suppress the output of the lane departure warning (warning suppression control) depending on the driver's driving conditions, etc. Details of the warning suppression control will be described later.

[0050] Furthermore, the control unit 140 may perform driving controls such as ACC (Adaptive Cruise Control System) control, which causes vehicle M to drive at a preset speed (set speed) in the driving lane; LKAS (Lane Keeping Assistance System) control, which causes vehicle M to drive in the center of the driving lane; and ALC (Auto Lane Change) control, which causes vehicle M to change lanes by operating the steering of at least vehicle M. The control unit 140 may also perform various driving controls such as CMBS (Collision Mitigation Brake System) control, which warns the driver and applies braking control to vehicle M if there is a possibility that vehicle M will come into contact with an obstacle; and emergency stop control, which brings vehicle M to a safe stop. When performing these driving controls, the control unit 140 performs automatic driving control, which automatically controls at least one of the steering and speed of vehicle M.

[0051] Furthermore, the control unit 140 may notify the occupants (including the driver) of predetermined information via the HMI 30. Predetermined information may include, for example, information related to the driving of vehicle M, such as information regarding the status of vehicle M and information regarding driving control. Information regarding the status of vehicle M may include, for example, the speed of vehicle M, engine speed, and shift position. Information regarding driving control may include, for example, the type of driving control (driving state) being performed, the reason for the operation of the driving control, the status of the driving control, and information indicating that the driving control has started or ended. Information regarding driving control may also include warnings to the driver and information prompting predetermined driving operations or attention. Furthermore, predetermined information may include information regarding the current position and destination of vehicle M, the remaining fuel level, etc., and may also include information unrelated to the driving control of vehicle M, such as content stored on a storage medium such as a television program or DVD (for example, a movie).

[0052] For example, the control unit 140 may generate an image containing the predetermined information described above and display the generated image on the display unit 32 of the HMI 30, or it may generate audio indicating the predetermined information and output the generated audio from the speaker 34 of the HMI 30. The timing of the audio output may be, for example, when driving control is started or stopped, when an incoming call is received, when the displayed image is switched, or when the vehicle M reaches a predetermined state. The control unit 140 also vibrates the steering wheel 82, seat, seat belt, etc., using the vibration unit 36.

[0053] [About alarm suppression control] Next, the details of the alarm suppression control in the embodiment will be specifically described. For example, the control unit 140 performs alarm suppression control based on the driver's driving conditions, etc., so that the driver does not feel bothered by excessive output of deviation warnings and thus have their driving impaired.

[0054] Figure 2 is a diagram illustrating the alarm suppression control in an embodiment. In the example in Figure 2, vehicle M is assumed to be traveling at a speed VM in lane L1, which is demarcated by left and right lane lines LN1 and LN2. A portion of lane L1 (the section from point P1 to P2 in the figure) includes a curved road with a radius of curvature less than a threshold (first threshold). In the example in Figure 2, the position of vehicle M at time T* is represented as M(T*) and the speed as VM(T*). In the following explanation, it is assumed that the times T1 and T2 are getting slower in that order. Furthermore, it is assumed that vehicle M is being driven by manual driving operations by a driver using the driver control device 80.

[0055] In the example shown in Figure 2, the vehicle M continuously performs the processing of the driving state detection unit 120 and the determination unit 130 at predetermined cycles or timings while driving. For example, the steering operation detection unit 122 of the driving state detection unit 120 detects lane-keeping steering operations of the vehicle M by the driver. For example, the steering operation detection unit 122 determines whether the driver is performing steering operations so that a predetermined position (e.g., center of gravity, center) of the vehicle M passes over the center CL1 of the lane. For example, the steering operation detection unit 122 detects lane-keeping steering operations based on the amount of steering wheel 82 operated (steer torque). In this embodiment, in order to output lane-keeping steering operations more accurately, filtering is performed to extract only torques within a predetermined range from the steer torque.

[0056] Figure 3 shows an example of the results of filtering the steering torque, and an example of the result of determining the driver's steering operation in relation to the filtered steering torque. In the example in Figure 3, the horizontal axis represents time, and the vertical axis represents the vehicle speed VM, the actual steering torque (steering torque before filtering), the filtered steering torque, and the result of determining the steering operation, respectively.

[0057] The steering operation detection unit 122 detects lane-keeping steering operation when the amount of change in steering torque (the amount of change from a reference position (e.g., 0)) exceeds a threshold (judgment threshold). In the example in Figure 3, the time intervals Ta to Tb, Tc to Td, and Te to Tf are steering operation intervals in which, for example, corrective operations are performed because the vehicle M has moved too close to the lane marking LN1 or LN2, and these are intervals in which lane-keeping steering operation should be detected.

[0058] In this case, when maintaining a lane while driving straight, the change in steering torque is minute, making it difficult to determine whether or not steering is being performed if the torque value is used as is. Therefore, in this embodiment, the steering torque fluctuations that change in small increments during lane maintenance are extracted using a filter, and steering operations are determined by the amplitude of this filtered torque. For example, the steering operation detection unit 122 performs filtering to extract steering torque within a predetermined range (predetermined frequency band) that has been set in advance.

[0059] Here, the predetermined range is defined as a range in which information regarding the steering torque (low frequency side) for turning the vehicle M and the steering torque (high frequency side) caused by the influence of irregularities on the road surface on which the vehicle M travels (disturbances from the road surface, etc.) is excluded. As an example, the filter passband for the predetermined range is approximately 1 to 3 Hz, but at least the lower limit of the predetermined range can be any value greater than 0 (zero). This filtering process excludes information on steering torque other than lane-keeping steering (torque due to turning or road surface component input), thus enabling more accurate acquisition of lane-keeping steering operation information. For example, the steering operation detection unit 122 sets a judgment threshold (upper and lower limit) for the filtered steering torque in advance, and detects that lane-keeping steering operation has been performed when the set threshold is exceeded.

[0060] Furthermore, the filtering process described above results in a slight delay (for example, about 1 second) between the actual generation of steering torque (detection of steering torque by the SW sensor 82A) and the acquisition of the filtered steering torque. In the example shown in Figure 3, the time at which the filtered judgment threshold is exceeded (the time at which lane-keeping steering operation is detected) Tg, Th, and Ti are delayed relative to the start times Ta, Tc, and Te of the steering operation section, respectively. Here, when determining lane-keeping steering operation, for example, if vehicle M is traveling on a straight road, a large steering operation is not required, so a delay of about 1 second is unlikely to cause any discomfort to the driver. Also, comparing this delay time with the detection accuracy of lane-keeping steering operation due to the filtering process, the disadvantage of not performing the filtering process is greater because noise is introduced and the accuracy of determining lane-keeping steering operation decreases. Therefore, in this embodiment, the filtering process described above is implemented to prioritize the accuracy of determining lane-keeping steering operation.

[0061] Furthermore, the steering operation detection unit 122 may detect that the driver is not performing any steering operations (no operation) based on the filtered steering torque information, and may also detect periods of no operation (which may be rephrased as "periods of reduced steering operation" or "periods of aimless driving"). For example, the steering operation detection unit 122 detects no operation when the filtered steering torque does not exceed a judgment threshold, and detects the period during which this state continues as a period of no operation. The steering operation detection unit 122 may also determine that lane-keeping steering operations are not being performed if steering operations within a predetermined range are not detected for a predetermined time (second predetermined time) or longer. The steering operations within a predetermined range here refer to, for example, steering operations in which the steering torque extracted by filtering exceeds a judgment threshold.

[0062] Furthermore, when the steering operation detection unit 122 detects no operation (or no operation period), it takes into account the delay time due to the filtering process described above and sets a time greater than the delay time (for example, about 1 to 2 seconds) as the no-operation confirmation waiting time (waiting time until no operation is detected). As shown in Figure 3, it does not detect no operation until the no-operation confirmation waiting time has elapsed after detecting lane-keeping steering operation. This prevents false detection of no operation, where steering operation is actually being performed (the steering torque is changing), but the steering torque after filtering does not change due to the delay time caused by the filtering process. In addition, when a lane departure warning is permitted to be issued in the event of no operation, the no-operation detection process described above can be performed to suppress excessive lane departure warnings.

[0063] The road condition determination unit 132 of the determination unit 130 determines, based on the recognition result by the recognition unit 110, whether the road shape at the vehicle's current position on the driving lane is a curved road or not, and whether the road shape that the vehicle M will reach in the near future (within a predetermined time (third predetermined time)) is a curved road or not. The road condition determination unit 132 may also derive the distance D1 from the vehicle M to the curved road (start point P1 of the curved road) (in other words, the distance from the curved road).

[0064] The deviation determination unit 134 of the determination unit 130 determines, for example, that there is a possibility that the vehicle M may deviate from the driving lane if the reference position of the vehicle M (e.g., an edge, center of gravity, or center) is such that it may cross (pass over) one of the lane lines that demarcate the driving lane as recognized by the recognition unit 110 and deviate from the driving lane, and determines that there is no possibility that the vehicle M may deviate from the driving lane if there is no possibility that it will deviate from the lane.

[0065] The deviation determination unit 134 may also vary the deviation determination conditions depending on the road conditions around the vehicle M determined by the road condition determination unit 132. For example, if the lane in which the vehicle M is traveling is a straight road (not a curved road), the deviation determination unit 134 determines that there is a possibility that the vehicle M may deviate from its lane if the shortest distance D2 between the lane markings and the vehicle M is less than a predetermined distance (third predetermined distance), and determines that there is no possibility of deviation if the distance is the predetermined distance or greater.

[0066] Furthermore, if the lane in which the vehicle M is traveling is a curved road, the deviation determination unit 134 derives a predicted future path of the vehicle M from the vehicle M's speed VM and yaw rate, and calculates the time to line crossing (TTLC) (=d / VM) until the vehicle M reaches the lane marking based on the distance between the derived predicted path and the lane marking (arc) (deviation path length d) and the speed VM. The deviation determination unit 134 then determines that there is a possibility that the vehicle M will deviate from the driving lane if the time to TTLC is less than a predetermined time (fourth predetermined time), and determines that there is no possibility of deviation if it is equal to or greater than the predetermined time. The deviation determination unit 134 may also make the determination for straight roads using the same determination conditions as for curved roads.

[0067] Here, we will explain the processing at time T1 and T2. For example, suppose at time T1, the steering operation detection unit 122 detects that the driver has performed lane-keeping steering on the vehicle M. In this case, the control unit 140 acquires and stores the position of the vehicle M (distance D1 from the curved road) at the time the lane-keeping steering operation was detected.

[0068] Then, at time T2, for example, the departure detection unit 134 determines that vehicle M may deviate from lane L1. In this case, the control unit 140 determines whether the time T1 at which the lane-keeping steering operation was detected is within a predetermined time (fifth predetermined time) from time T2. If it is within the predetermined time, the control unit 140 suppresses the output of the departure warning. Furthermore, in addition to the above predetermined time condition, the control unit 140 may also include the condition that the position of vehicle M when the speed operation is detected (distance D1 from the curved road) is within a predetermined distance (fourth predetermined distance), or that vehicle M is traveling on the curved road. If this condition is met, the control unit 140 suppresses the output of the departure warning.

[0069] Furthermore, suppressing the output of a lane departure warning means, for example, that if both (a) and (b) described above, which are included in the road departure prevention control, are performed under normal circumstances, at least one of them is not performed. For example, some drivers may adjust the lateral position of the vehicle M by performing lane-keeping steering operations before entering a curved road. If a lane departure warning is output in such a case, the driver may find the warning annoying. Therefore, in this embodiment, if lane-keeping steering operation is performed at a predetermined timing (within the fifth predetermined time) before entering a curved road, it is presumed that the driver was able to recognize the curved road in advance, and even if it is determined that the vehicle M will deviate from the lane on the curved road, the output of the lane departure warning is suppressed. This makes it possible to achieve more appropriate lane departure prevention control according to the driver's driving situation.

[0070] Furthermore, when suppressing the output of the departure warning, the control unit 140 may choose not to perform the reaction force control described in (c) above, or it may choose to perform the reaction force control. By performing reaction force control even when the warning is suppressed, the driver can be made to drive the vehicle M more safely through reaction force control while minimizing the annoyance caused by the warning.

[0071] The predetermined time (fifth predetermined time) may be a fixed time, or it may be a variable time that can be changed according to the road shape (for example, the radius of curvature of a curved road or the lane width) and the speed VM of the vehicle M. Furthermore, if the control unit 140 determines that there is a possibility that the vehicle M may deviate from lane L1 even after the predetermined time (fifth predetermined time) has elapsed, it will execute road departure suppression control, including a departure warning.

[0072] Furthermore, the control unit 140 may also perform warning suppression control under similar conditions if lane-keeping steering is performed while driving on a curved road, and subsequently the departure determination unit 134 determines that there is a possibility that the vehicle M may deviate from lane L1. In addition, the control unit 140 may add no operation (or being in a no-operation section) as a condition for executing a departure warning.

[0073] Furthermore, when the above conditions are met, the control unit 140 suppresses only the warning for road departure, and does not suppress other controls (for example, CMBS control that warns the driver when vehicle M may come into contact with an obstacle). This allows warnings other than road departure to be output in more appropriate situations.

[0074] [Processing flow] Next, an example of the processing performed by the driver assistance device 100 in the embodiment will be explained using a flowchart. In the following example, the processing performed by the driver assistance device 100 will mainly focus on the processing that suppresses the departure warning in the road departure prevention control based on the driver's steering operation. Therefore, the following processing shows the processing in a situation where lane change control, etc., is not performed. The following processing may be executed repeatedly at a predetermined cycle or timing.

[0075] <First Example> Figure 4 is a flowchart of the first embodiment of the alarm suppression process. In the example in Figure 4, the recognition unit 110 recognizes the surrounding conditions of the vehicle M (step S100). Next, the driving state detection unit 120 detects the driving state of the vehicle M and the driver (step S110). Next, the road condition determination unit 132 determines the road conditions in the direction of travel of the vehicle M (step S120). In the process of step S120, the road condition determination unit 132 may, for example, determine whether the road in the direction of travel of the vehicle M is a curved road or not (or a straight road).

[0076] Next, it is determined whether or not vehicle M is likely to deviate from its lane (step S130). If it is determined that there is a possibility of deviating from the lane, the control unit 140 determines whether or not lane-keeping steering operation was detected by the steering operation detection unit 122 within a predetermined time (step S140). If it is determined that lane-keeping steering operation was detected within the predetermined time, the control unit 140 suppresses the output of the departure warning (step S150). If it is determined that lane-keeping steering operation was not detected within the predetermined time, it outputs a departure warning (step S160). This completes the processing of this flowchart.

[0077] <Second Example> Figure 5 is a flowchart of the second embodiment of the warning suppression process. In the second embodiment, compared to the first embodiment described above, additional conditions based on the road conditions of vehicle M performing lane-keeping steering operations are added. The process shown in Figure 5 differs from the process shown in Figure 4 in that, in addition to the processes of steps S100 to S160, there is a process S142 between steps S140 and S150. The following will mainly explain the processes related to the differences.

[0078] In step S140 of Figure 5, if it is determined that lane-keeping steering operation was detected within a predetermined time, the control unit 140 determines whether the detected lane-keeping steering operation was detected while the vehicle M was traveling within a predetermined distance before the curved road or while traveling on the curved road (step S142). If it is determined that the operation was detected while the vehicle M was traveling within a predetermined distance before the curved road or while traveling on the curved road, the control unit 140 suppresses the output of the lane departure warning (step S150). Furthermore, in step S142, if the lane-keeping steering operation was not detected while the vehicle M was traveling within a predetermined distance before the curved road, and also not detected while traveling on the curved road, the control unit 140 outputs a lane departure warning (step S160).

[0079] According to the second embodiment, for example, if the brakes are applied before reaching the curved road, it is presumed that the driver slowed down to drive on the curved road visible ahead (i.e., the driver recognized the curved road). Therefore, by suppressing the departure warning in this case, excessive warnings to the driver can be suppressed.

[0080] [Differentiation] In this embodiment, the control unit 140 may perform lane departure warning suppression control based on speed operation detected by the driving state detection unit 120, in addition to steering operation by the driver. In this case, for example, if the control unit 140 detects steering operation (lane-keeping steering operation) and also detects speed operation while driving within a predetermined distance before a curved road or while driving on a curved road, it will suppress the output of the lane departure warning even if it is determined that the vehicle M may deviate from its lane. By suppressing the lane departure warning when both steering and speed conditions are met in this way, it is possible to more accurately understand that the driver is adjusting the steering and speed to prevent lane departure, and thus the lane departure warning can be suppressed. Therefore, the lane departure warning can be executed (activated) in more appropriate situations.

[0081] Furthermore, in the embodiment, the manner of the warning may differ between a lane departure warning on a road other than a curved road (e.g., a straight road) and a lane departure warning on a curved road. For example, in the case of a straight road, the control unit 140 assumes that the vehicle M is gradually approaching the lane markings, and therefore issues a warning that gradually increases in intensity according to the decreasing distance from the lane markings. In this case, the control unit 140 may, for example, perform only (a) as described above, which is included in the road departure suppression control, the first time, and perform both (a) and (b) the second time. On the other hand, in the case of a curved road, since the lane markings are curvature, there is a high possibility that the vehicle M will quickly deviate from the lane if the steering is not changed. Therefore, when issuing a lane departure warning on a curved road, the control unit 140 performs both (a) and (b) in a single lane departure warning. This makes it possible to provide a more appropriate lane departure warning according to the road conditions.

[0082] As described above, the vehicle control device of this embodiment includes a recognition unit 110 that recognizes the surrounding conditions of the vehicle M, a steering operation detection unit 122 that detects steering operations performed by the driver of the vehicle M, a determination unit 130 that determines whether or not the vehicle M is likely to deviate from its lane based on the recognition results from the recognition unit 110, and a control unit 140 that outputs a lane departure warning to the driver when the determination unit 130 determines that the vehicle M is likely to deviate from its lane. The control unit 140 suppresses the output of the lane departure warning when the steering operation detection unit 122 detects lane-keeping steering operations to maintain the vehicle M within its lane, thereby enabling more appropriate lane departure suppression control according to the driver's driving conditions. Therefore, it can contribute to the development of a sustainable transportation system.

[0083] For example, according to one embodiment, the driver's lane-keeping steering operation near a curved road can be used to estimate that the driver is aware of the curved road, and by suppressing the lane departure warning for a predetermined period of time, the annoyance of warnings for the occupants can be reduced. Furthermore, according to one embodiment, noise from disturbances from the road surface and other sources, as well as noise from the driver's steering, can be removed, and the driver's lane-keeping steering can be detected with high accuracy.

[0084] The embodiments described above can be expressed as follows. A storage medium that stores computer-readable instructions, A processor connected to the storage medium, The processor executes the computer-readable instructions to: Recognize the surrounding conditions of the vehicle, The steering operation of the vehicle by the driver of the vehicle is detected, Determine whether the vehicle is likely to deviate from its lane. If it is determined that the vehicle may deviate from the lane, a lane departure warning is issued to the driver. When lane-keeping steering operations are detected to maintain the vehicle within its lane, the output of the lane departure warning is suppressed. Vehicle control device.

[0085] Although embodiments for carrying out the present invention have been described above using examples, the present invention is not limited in any way to these embodiments, and various modifications and substitutions can be made without departing from the spirit of the present invention. [Explanation of Symbols]

[0086] 10...Camera, 12...Radar device, 14...LIDAR, 16...Object recognition device, 20...Communication device, 30...HMI, 32...Display unit, 34...Speaker, 36...Vibration unit, 40...Vehicle sensor, 50...Navigation device, 70...Driver monitor camera, 80...Driver control unit, 82...Steering wheel, 84...Accelerator pedal, 86...Brake pedal, 100...Driving assistance device, 110...Recognition unit, 120...Driving state detection unit, 122...Steering operation detection unit, 130...Determination unit, 132...Road condition determination unit, 134...Deviation determination unit, 140...Control unit, 150...Storage unit, 200...Driving force output device, 210...Brake device, 220...Steering device, M...Vehicle

Claims

1. A recognition unit that recognizes the surrounding conditions of the vehicle, A steering operation detection unit that detects steering operations performed by the driver of the vehicle, A determination unit that determines whether or not the vehicle is likely to deviate from its lane based on the recognition result from the recognition unit, The system includes a control unit that outputs a lane departure warning to the driver when the determination unit determines that the vehicle may deviate from the lane, The control unit suppresses the output of the lane departure warning when the steering operation detection unit detects a lane-keeping steering operation to maintain the vehicle within the lane. The control unit suppresses the output of the lane departure warning even if it is determined that the vehicle may deviate from the driving lane while driving on the curved road, if the steering operation detection unit detects the lane-keeping steering operation within a predetermined distance before the curved road or before it is determined that the vehicle may deviate from the driving lane while driving on the curved road. Vehicle control device.

2. A recognition unit that recognizes the surrounding conditions of the vehicle, A steering operation detection unit that detects steering operations performed by the driver of the vehicle, A determination unit that determines whether or not the vehicle is likely to deviate from its lane based on the recognition result from the recognition unit, The system includes a control unit that outputs a lane departure warning to the driver when the determination unit determines that the vehicle may deviate from the lane, The control unit suppresses the output of the lane departure warning when the steering operation detection unit detects a lane-keeping steering operation to maintain the vehicle within the lane. The steering operation detection unit detects the lane-keeping steering operation based on a steering operation in which the torque of the steering control element that receives the driver's steering operation falls within a predetermined range. The predetermined range is a range in which information relating to the torque of the steering control for the vehicle to turn and the torque of the steering control generated by the condition of the road surface on which the vehicle is traveling is excluded. Vehicle control device.

3. The lower limit of the predetermined range is a value greater than 0. The vehicle control device according to claim 2.

4. The steering operation detection unit determines that lane-keeping steering operation has not been performed if no steering operation within the predetermined range has been detected for a predetermined period of time or longer. The vehicle control device according to claim 2.

5. Computers Recognize the surrounding conditions of the vehicle, The steering operation of the vehicle by the driver of the vehicle is detected, Determine whether the vehicle is likely to deviate from its lane. If it is determined that the vehicle may deviate from the lane, a lane departure warning is issued to the driver. If lane-keeping steering is detected to maintain the vehicle within a predetermined distance before the curved road or before a predetermined time has passed since the determination that the vehicle may deviate from the driving lane while driving on the curved road, the output of the lane departure warning will be suppressed even if the determination is made that the vehicle may deviate from the driving lane while driving on the curved road. Vehicle control method.

6. On the computer, Allow the vehicle to recognize its surroundings. The steering operation of the vehicle by the driver of the vehicle is detected. The system determines whether the vehicle is likely to deviate from its lane. If it is determined that the vehicle may deviate from the lane, the driver will be given a lane departure warning. If lane-keeping steering operations are detected to maintain the vehicle within a predetermined distance before a curved road or a predetermined time before it is determined that the vehicle may deviate from the driving lane while driving on the curved road, the output of the lane departure warning will be suppressed, even if it is determined that the vehicle may deviate from the driving lane while driving on the curved road. program.

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