On-vehicle system and driving control device

Abstract

An on-vehicle system (1) is provided with a foot motion sensor (225) and a driving control device (17). The foot motion sensor detects, in a non-contact manner, a foot motion, which is a motion of a foot (D4) of a driver (D) of a vehicle (V). The driving control device that controls driving of the vehicle is provided with a braking system control unit (174). The braking system control unit controls, on the basis of the foot motion detected by using the foot motion sensor, a braking operation of the vehicle so as to improve energy efficiency.

Description

In-vehicle systems and driving control devices CROSS-REFERENCE TO RELATED APPLICATIONS

[0001] This application is based on Japanese Patent Application No. 2023-200004, filed on November 27, 2023, the contents of which are incorporated herein by reference.

[0002] The present disclosure relates to an in-vehicle system mounted on a vehicle, and a driving control device mounted on a vehicle to control driving of the vehicle.

[0003] Patent Document 1 provides a vehicle control device capable of performing vehicle control and driving assistance early and quickly. This vehicle control device includes a determination unit and a control unit. The determination unit determines whether a driver's foot is approaching a vehicle pedal. Specifically, the determination unit determines whether the driver's foot is approaching each of the brake pedal, clutch pedal, and accelerator pedal based on whether communication with an IC tag is established by a radio wave receiver through short-range communication. When it is determined that the driver's foot is approaching a pedal, the control unit controls the vehicle control device to perform a preparatory operation prior to the operation when the pedal is depressed with the foot. The preparatory operation may be, for example, turning on the brake lights, preparing for braking by starting to apply pressure to a brake master cylinder of a brake system, or assisting the stroke of the clutch pedal.

[0004] Japanese Patent Application Laid-Open No. 2014-193665

[0005] In this type of device, the convenience of a vehicle equipped with the device is improved by improving energy efficiency, i.e., fuel economy or electricity consumption, while more accurately reflecting the driver's intentions in driving assistance. In this regard, in the device described in Patent Document 1, the determination unit determines whether the driver's foot is approaching the pedal based on radio waves from an IC tag attached to the driver's shoe. Therefore, the device described in Patent Document 1 still has room for improvement in terms of convenience as described above. The present disclosure has been made in consideration of the circumstances exemplified above. That is, the present disclosure provides, for example, a technology that enables energy efficiency to be improved while more accurately reflecting the driver's intentions in driving assistance.

[0006] In one aspect of the present disclosure, an in-vehicle system mounted on a vehicle includes a foot movement sensor that detects foot movement of a driver of the vehicle in a non-contact manner, and a driving control device that controls driving of the vehicle, wherein the driving control device includes a braking system control unit that controls braking of the vehicle to improve energy efficiency based on the foot movement detected using the foot movement sensor.In another aspect of the present disclosure, a driving control device that is mounted on a vehicle to control driving of the vehicle includes an information acquisition unit that acquires detection results of foot movement that are the foot movement of the driver of the vehicle using a non-contact sensor, and a braking system control unit that controls braking of the vehicle to improve energy efficiency based on the foot movement acquired by the information acquisition unit.

[0007] In addition, in each section of the application documents, each element may be assigned a reference symbol in parentheses. In this case, the reference symbol merely indicates an example of the correspondence between the element and the specific configuration described in the embodiment described below. Therefore, the present disclosure is not limited in any way by the description of the reference symbol.

[0008] Fig. 1 is a schematic diagram showing a state in which the interior of a vehicle cabin in a vehicle equipped with an in-vehicle system according to an embodiment is seen from the side. Fig. 2 is a perspective view showing a state in which the foot space shown in Fig. 1 is seen from diagonally above. Fig. 3 is a block diagram showing a schematic device configuration of an in-vehicle system according to an embodiment. Fig. 4 is a schematic diagram for explaining a state in which a driver's foot movement is detected by a foot movement sensor shown in Fig. 3. Fig. 5 is a schematic diagram for explaining a state in which a driver's foot movement is detected by a foot movement sensor shown in Fig. 3.

[0009] (Embodiments) Hereinafter, embodiments of the present disclosure will be described with reference to the drawings. Note that if a description of various modifications applicable to one embodiment is inserted in the middle of a series of descriptions related to the embodiment, it may hinder understanding of the embodiment. For this reason, the modifications will be described together after the series of descriptions related to the embodiment, rather than in the middle of the series of descriptions related to the embodiment.

[0010] (General Configuration of Vehicle) Referring to FIG. 1 , in this embodiment, the vehicle V is a so-called standard automobile and has a box-shaped vehicle body V1. Hereinafter, for ease of explanation, the directional concepts of "front," "rear," "up," "down," "right," and "left" are defined as shown in FIGS. 1 and 2 . "Down" is the same direction as the direction of gravity when the vehicle V is stably placed on a horizontal surface in a drivable state, and "up" is the opposite direction. That is, the up-down direction is a direction parallel to the direction of gravity when the vehicle V is stably placed on a horizontal surface in a drivable state. "Front" is the traveling direction when the vehicle V travels forward straight on a horizontal surface, and "rear" is the opposite direction. "Right" is the positive X-axis direction in a right-handed XYZ coordinate system, where the positive Z-axis direction is "up" and the positive Y-axis direction is "front," and "left" is the opposite direction.

[0011] A passenger compartment V2, which is the interior space of the vehicle body V1, is provided with a plurality of passenger seats, including a driver's seat V3. The passenger seat V3 will be referred to as the driver D hereinafter. The driver's seat V3 includes a seat cushion V31 that provides a seating surface for the driver D, a seat back V32 that supports the driver D from behind, and a headrest V33. A dashboard V4 is disposed in front of the driver's seat V3. A steering wheel V5 is disposed protruding from the dashboard V4 toward the driver's seat V3. Pedals V7 and a footrest V8 are disposed in a foot space V6, which is a space below the dashboard V4. As shown in FIG. 2 , the pedals V7 include an accelerator pedal V71 and a brake pedal V72. The accelerator pedal V71 is disposed to the right of the brake pedal V72. The footrest V8 is disposed to the left of the brake pedal V72. That is, the accelerator pedal V71, the brake pedal V72, and the footrest V8 are arranged in this order from right to left. A floor mat V10 is laid on a floor V9 at the bottom of the foot space V6.

[0012] FIG. 1 shows a state in which a driver D is seated in a driver's seat V3 in a driving position. The "driving position" refers to an appropriate seating position relative to the driver's seat V3 that allows the driver D to accurately operate the steering wheel V5 and pedals V7. In this driving position, the driver D's head D1 is supported from behind by a headrest V33, and the driver's torso D2 is in close contact with the seatback V32. The driver D's arms D3 are extended forward with their elbows slightly bent, and the driver D grasps the steering wheel V5 with his hands D31. The driver D's feet D4 are the portions of the legs D5 that extend beyond the ankles D6. The driver D's right foot D41 operates the pedals V7, and the driver D's left foot D42 is often placed on a footrest V8. That is, the vehicle V in this embodiment is configured as a so-called automatic or semi-automatic vehicle that does not require the driver D's left foot D42 to operate a clutch. Most of the thigh D52 of the driver D's leg D5, which is closer to the base than the knee D51, is in close contact with the seat cushion V31. The shin D53, which is the portion between the foot D4 and the knee D51, extends diagonally downward and forward from the knee D51 so that the driver D's right foot D41 can easily operate the pedal V7 or change pedals.

[0013] (Overview of In-Vehicle System) A vehicle V is equipped with an in-vehicle system 1 shown in FIG. 3. The vehicle V equipped with the in-vehicle system 1 may hereinafter be referred to as the "host vehicle." In this embodiment, the host vehicle has a driving automation function. That is, the in-vehicle system 1 is configured to function as a driving automation system for the host vehicle when installed in the host vehicle. The "driving automation system" is a system for achieving driving automation levels corresponding to at least one of levels 1 to 5 specified in the standard "SAE J3016" published by SAE International. SAE stands for Society of Automotive Engineers.

[0014] Level X in "SAE J3016" will be referred to simply as "SAE Level X" hereinafter. X is any value between 0 and 5. The larger the value of X in SAE Level X, or the more dynamic driving tasks the driving automation system is responsible for, i.e., performs, the higher the level of driving automation is expressed. A change to a higher level of driving automation is referred to as an "increase" in the level of driving automation. In contrast, the smaller the value of X, or the fewer dynamic driving tasks the driving automation system is responsible for, i.e., performs, the lower the level of driving automation is expressed. A change to a lower level of driving automation is referred to as a "decrease" in the level of driving automation. Therefore, for example, even if there is no level change at SAE Level 1 or 2, the level of driving automation may increase or decrease depending on the increase or decrease in the number of dynamic driving tasks the driving automation system is responsible for, i.e., performs.

[0015] The specific details of SAE Levels 0 to 5 are as follows. In this description, driver D is a vehicle occupant who is responsible for or performs a dynamic driving task. A "dynamic driving task" refers to all operational and tactical functions that must be performed in real time when operating a vehicle in road traffic, excluding strategic functions. Driving behavior in general can be categorized into three types: strategic, tactical, and operational functions. Strategic functions include route planning, route selection, etc., and specifically include determining or selecting a route plan, such as "whether to go or not, when, where, and how to go." Tactical functions involve vehicle operation in traffic situations, such as deciding whether and when to overtake or change lanes, selecting an appropriate speed, and checking mirrors during the route. Operational functions involve instantaneous responses, such as making minor corrections to steering, braking, accelerating, and accelerating to maintain lane position or avoid sudden obstacles or hazards in the vehicle's path.

[0016] "OEDR" stands for Object and Event Detection and Response, and is also referred to as "object and event detection and response." OEDR includes monitoring the driving environment. Monitoring the driving environment includes detecting, recognizing, and classifying objects and events. Monitoring the driving environment also includes preparing to respond to objects and events as needed. A "constrained domain" is a specific condition in which a driving automation system or its functions are designed to operate, and is also referred to as an operational design domain or ODD. ODD stands for Operational Design Domain. A constrained domain includes at least one of multiple constraints, such as geographical, environmental, speed, and time.

[0017] SAE Level 0: Manual driving...Driver D performs all dynamic driving tasks. SAE Level 1: Driving assistance...The driving automation system continuously performs either the longitudinal vehicle motion control subtask or the lateral vehicle motion control subtask of the dynamic driving task in a specific limited area. The longitudinal vehicle motion control subtask is starting, accelerating / decelerating, and stopping. The lateral vehicle motion control subtask is steering. However, the driving automation system does not simultaneously perform both the longitudinal vehicle motion control subtask and the lateral vehicle motion control subtask. Level 2: Advanced driving assistance...The driving automation system continuously performs the longitudinal vehicle motion control subtask and the lateral vehicle motion control subtask of the dynamic driving task in a specific limited area. Driver D is expected to supervise the driving automation system by performing the OEDR, a subtask of the dynamic driving task. SAE Level 3: Conditional automated driving...The driving automation system continuously performs all dynamic driving tasks in a specific limited area. In principle, driver D is not obligated to perform OEDR such as periphery monitoring. Periphery monitoring involves monitoring the traffic environment around the vehicle. However, if it becomes difficult to maintain the driving automation level, the driving automation system will request driver D to take over driving with sufficient time to spare. Driver D must respond appropriately to this request. - SAE Level 4: Highly automated driving...The driving automation system continuously performs all dynamic driving tasks in specific limited areas. If it becomes difficult to maintain the driving automation level in the limited areas, the driving automation system will take action. - SAE Level 5: Fully automated driving...The driving automation system continuously performs all dynamic driving tasks indefinitely, not limited to specific limited areas. If it becomes difficult to maintain the driving automation level, the driving automation system will also take action indefinitely, not limited to specific limited areas.

[0018] Therefore, the larger the numerical value of X in SAE Level X, or the more dynamic driving tasks the driving automation system is responsible for, i.e., performs, the higher the level of driving automation is expressed. A change to a higher level of driving automation is also referred to as an "increase" in the level of driving automation. In contrast, the smaller the numerical value of X, or the fewer dynamic driving tasks the driving automation system is responsible for, i.e., performs, the lower the level of driving automation is expressed. A change to a lower level of driving automation is also referred to as a "decrease" in the level of driving automation. Therefore, for example, even if there is no level change at SAE Level 1 or 2, the level of driving automation may increase or decrease depending on whether the number of dynamic driving tasks the driving automation system is responsible for, i.e., performs is increased or decreased.

[0019] In this embodiment, the host vehicle is configured to be able to implement driving automation levels from SAE Levels 1 to 4 based on the driving situation and a selection operation by the driver D. That is, when installed in the host vehicle, the in-vehicle system 1 is configured to function as a driving automation system for the host vehicle. The in-vehicle system 1 is configured to be able to execute various driving controls while the host vehicle is being driven, and various associated notification or warning operations. Specifically, the in-vehicle system 1 is configured to be able to execute SAE Level 3 or 4 autonomous driving, SAE Level 2 advanced driving assistance, and various ADAS-related controls included in SAE Level 1. ADAS stands for Advanced Driver-Assistance Systems. Therefore, the in-vehicle system 1 according to this embodiment may be referred to as an "autonomous driving system" while executing SAE Level 3 or 4 autonomous driving. Hereinafter, in this specification, SAE Level 3 or 4 autonomous driving will be collectively referred to simply as "autonomous driving" unless otherwise specified.

[0020] The advanced driving assistance that can be performed by the in-vehicle system 1 according to this embodiment includes so-called "hands-off driving." In hands-off driving, the in-vehicle system 1 automatically controls starting, steering, acceleration / deceleration, lane changes, and stopping, provided that the driver D appropriately responds to intervention requests from the in-vehicle system 1. Hands-off driving does not require the driver D to be in a hands-on state, but does require the driver D to monitor road conditions, traffic conditions, the presence of obstacles, and the like around the vehicle. The "hands-on state" refers to a state in which the driver D can interfere with the steering of the vehicle, i.e., the lateral vehicle motion control subtask, and typically refers to a state in which the driver D can instantly operate the steering wheel V5 with his / her hands D31 while sitting in the driver's seat V3 in a driving position. In a hands-on state, the driver D normally holds the steering wheel V5 with his / her hands D31, but a state in which the driver D's hands D31 are placed on the steering wheel V5, i.e., a state in which the driver D's hands D31 are in contact with the steering wheel V5 and can be immediately grasped, can also be considered a "hands-on state." An "obstacle" is an object with which the host vehicle must avoid a collision, and includes other vehicles, pedestrians, lying people, buildings, barricades, poles, cones, etc. An "other vehicle" includes a cyclist, i.e., a two-wheeled or three-wheeled vehicle with a rider.

[0021] During automated driving, or depending on the content of the advanced driving assistance being executed, the leg-on state is not required, and the leg-off state is permitted. The "leg-on state" refers to a state in which the foot D4 of the driver D in a driving posture is positioned so that the pedal V7 can be immediately depressed, typically a state in which the right foot D41 is positioned on the pedal V7. The "leg-on state" includes a state in which the driver D's foot D4 is depressing the pedal V7 and a state in which the driver D's foot D4 is not depressing the pedal V7 but is lightly touching the pedal V7. In contrast, the "leg-off state" refers to a state in which the driver D's foot D4 is not positioned so that the pedal V7 can be immediately depressed, typically a state in which the right foot D41 is not positioned on the pedal V7. Specifically, for example, during ACC operation, hands-off driving, or automated driving, the leg-off state is permitted, and the right foot D41 can be placed, for example, in front of or to the right of the accelerator pedal V71, or raised above it using an ottoman (not shown). ACC is an abbreviation for adaptive cruise control. That is, ACC is a control system that performs constant-speed cruise control to make the host vehicle travel at a constant target speed when there is no preceding vehicle ahead of the host vehicle, and performs follow-up cruise control to make the host vehicle follow the preceding vehicle at a speed equal to or slower than the target speed when there is a preceding vehicle ahead.

[0022] (Configuration of Components of the In-Vehicle System) As shown in FIG. 3 , the in-vehicle system 1 is configured as an in-vehicle network including an in-vehicle communication line 10 and multiple nodes interconnected via the in-vehicle communication line 10. The in-vehicle system 1 is configured to comply with a predetermined communication standard such as CAN (internationally registered trademark: International Registration Number 1048262A). CAN (internationally registered trademark) is an abbreviation for Controller Area Network. The in-vehicle system 1 includes a vehicle condition sensor 11, an external environment condition sensor 12, a perimeter monitoring sensor 13, a locator 14, a communication module 15, a driver condition detection unit 16, a driving control device 17, a navigation device 18, and an HMI device 20. HMI stands for Human Machine Interface. The HMI device 20 includes an output device 21, an input device 22, and an HMI control device 23. The vehicle condition sensor 11 to the navigation device 18 and the HMI control device 23 are connected to the in-vehicle communication line 10. The output device 21 and the input device 22 are connected to an HMI control device 23 .

[0023] (Various Sensors) The vehicle state sensor 11 is configured to generate outputs corresponding to various quantities related to the driving state of the host vehicle. The "various quantities related to the driving state" include, for example, various quantities related to the driving operation state by the driver D or the driving automation system, such as the accelerator opening, braking operation amount, shift position, steering angle, etc. The "various quantities related to the driving state" also include physical quantities related to the behavior of the host vehicle, such as vehicle speed, angular velocity, longitudinal acceleration, lateral acceleration, etc. Specifically, the vehicle state sensor 11 includes, in addition to an accelerator pedal sensor 111 and a brake pedal sensor 112, well-known sensors necessary for vehicle driving control, such as a steering angle sensor, a wheel speed sensor, an angular velocity sensor, and an acceleration sensor. The vehicle state sensor 11 is configured to be able to provide detection outputs to various components, such as the driving control device 17, via the in-vehicle communication line 10.

[0024] The external environment sensor 12 is configured to generate outputs corresponding to various quantities related to the natural environment within the driving environment of the vehicle. The "various quantities related to the natural environment" include physical quantities such as outside air temperature, rainfall, and illuminance. For the sake of simplicity of illustration and explanation, the external environment sensor 12 is a general term for well-known sensors such as an outside air temperature sensor, a raindrop sensor, and an illuminance sensor. The external environment sensor 12 is configured to provide detection outputs to various components, such as the driving control device 17, via the in-vehicle communication line 10.

[0025] The perimeter monitoring sensor 13 is configured to detect the driving environment of the vehicle other than those primarily detectable by the external environment sensor 12. Specifically, the perimeter monitoring sensor 13 is configured to detect moving and stationary objects within a predetermined detection range around the vehicle. "Moving objects" include pedestrians, cyclists, animals, and other moving vehicles. "Stationary objects" include fallen objects on the road, guardrails, curbs, parked vehicles, road signs, road markings, as well as roadside structures (e.g., walls, buildings, etc.). The perimeter monitoring sensor 13 may also be referred to as an "ADAS sensor."

[0026] In this embodiment, the perimeter monitoring sensor 13 includes a camera 131 and an object detection sensor 132 for detecting moving and stationary objects. The camera 131 is configured to capture images of the surroundings of the vehicle. In this embodiment, the camera 131 is a digital camera device equipped with an image sensor such as a CCD or CMOS. CCD stands for Charge Coupled Device. CMOS stands for Complementary Metal-Oxide-Semiconductor. The object detection sensor 132 is a millimeter-wave radar sensor, submillimeter-wave radar sensor, or laser radar sensor that transmits and receives radar waves and is mounted on the front of the vehicle body V1 of the vehicle. The object detection sensor 132 is configured to output signals corresponding to the position and relative velocity of a reflection point. A "reflection point" is a point on the surface of an object around the vehicle that is estimated to have reflected radar waves. The "relative velocity" is the velocity of the reflection point, i.e., the object that reflected the radar waves, relative to the vehicle.

[0027] (Locator) The locator 14 is configured to acquire highly accurate position information of the vehicle by so-called composite positioning. Specifically, the locator 14 has a GNSS receiver 141, an inertial acquisition unit 142, a high-accuracy map DB 143, and a locator ECU 144. GNSS stands for Global Navigation Satellite System. DB stands for database. ECU stands for Electronic Control Unit. "High-accuracy position information" is, for example, position information having a position accuracy that can be used for driving automation levels of SAE Level 2 or higher, specifically, with an error of less than 10 cm.

[0028] The GNSS receiver 141 is configured to receive positioning signals transmitted from a plurality of positioning satellites, i.e., artificial satellites. In this embodiment, the GNSS receiver 141 is configured to be able to receive positioning signals from positioning satellites in at least one of satellite positioning systems such as GPS, QZSS, GLONASS, Galileo, IRNSS, and the Beidou satellite navigation system. GPS is an abbreviation for Global Positioning System. QZSS is an abbreviation for Quasi-Zenith Satellite System. GLONASS is an abbreviation for Global Navigation Satellite System. IRNSS is an abbreviation for Indian Regional Navigation Satellite System.

[0029] The inertia acquisition unit 142 is configured to acquire the acceleration and angular velocity acting on the host vehicle. In this embodiment, the inertia acquisition unit 142 is provided as a three-axis gyro sensor and a three-axis acceleration sensor built into a box-shaped housing of the locator 14.

[0030] The high-precision map DB 143 is primarily composed of non-volatile rewritable memory so that it can rewritably store high-precision map information and retain the stored contents even when the power is turned off. Examples of non-volatile rewritable memory include a hard disk, EEPROM, flash ROM, etc. EEPROM stands for Electronically Erasable and Programmable ROM. ROM stands for Read Only Memory. The high-precision map information may also be referred to as high-precision map data. The high-precision map information includes map information with higher accuracy than map information used in conventional car navigation systems, which can handle position errors of approximately several meters. Specifically, the high-precision map DB 143 stores information that can be used for driving automation levels of SAE Level 2 or higher, such as three-dimensional road shape information, lane number information, and traffic regulation information, in accordance with predetermined standards such as the ADASIS standard. ADASIS stands for Advanced Driver Assistance Systems Interface Specification.

[0031] The locator ECU 144 is configured as a so-called in-vehicle microcomputer equipped with a CPU, ROM, RAM, input / output interface, etc. (not shown). CPU stands for Central Processing Unit. RAM stands for Random Access Memory. The locator ECU 144 is configured to sequentially calculate the position, direction, etc. of the vehicle based on the positioning signal received by the GNSS receiver 141, the acceleration and angular velocity acquired by the inertia acquisition unit 142, the vehicle speed acquired from the vehicle state sensor 11, etc. The locator 14 is configured to be able to provide the results of calculations of the position, direction, etc. by the locator ECU 144 to each part of the driving control device 17 and the HMI control device 23 via the in-vehicle communication line 10.

[0032] (Communication Module) The communication module 15 is configured to enable V2X communication in the vehicle using wireless communication compliant with a predetermined communication standard. V2X is an abbreviation for Vehicle to X or Vehicle to Everything. The communication module 15 may also be referred to as a DCM. DCM is an abbreviation for Data Communication Module. Specifically, for example, the communication module 15 is configured to acquire the latest high-precision map information from a probe server on the cloud. The communication module 15 stores the acquired latest high-precision map information in the high-precision map DB 143 by cooperating with the locator ECU 144. The communication module 15 is also configured to acquire traffic information including information on traffic conditions (e.g., congestion information) from the probe server and / or a predetermined database. The communication module 15 is also configured to acquire information such as the lighting status and timing of traffic light changes at intersections ahead of the vehicle from the probe server and / or a predetermined database.

[0033] (Driver State Detection Unit) The driver state detection unit 16 is configured to detect the driver state. The "driver state" refers to the state of the driver D of the vehicle, and includes at least one of the line of sight, posture, behavior, psychological state, etc. Specifically, in this embodiment, the driver state detection unit 16 is configured to detect the face direction, line of sight, seating posture, grip state of the steering wheel V5, etc. of the driver D. In addition, the driver state detection unit 16 is configured to be able to provide the detection results of the driver state to each unit, such as the driving control device 17 and the HMI control device 23, via the in-vehicle communication line 10.

[0034] (Driving Control Device) The driving control device 17 is configured to perform driving control such as acceleration / deceleration and steering of the vehicle based on signals and information acquired from the vehicle state sensor 11, the external environment state sensor 12, the periphery monitoring sensor 13, the locator 14, etc. In this embodiment, the driving control device 17 is configured as an "autonomous driving ECU" or a "driving assistance ECU." That is, the driving control device 17 is configured to realize an autonomous driving function and a driving assistance function by executing predetermined driving control operations. In this embodiment, the "predetermined driving control operations" include vehicle control operations, i.e., dynamic driving task execution operations, corresponding to SAE Levels 1 to 4.

[0035] The driving control device 17 has a configuration as a so-called in-vehicle microcomputer, including a CPU, ROM, non-volatile rewritable memory, RAM, an input / output interface, etc. (not shown). Specifically, the driving control device 17 has, as functional configurations or functional units realized on the in-vehicle microcomputer, an information acquisition unit 170, an automation level determination unit 171, a detection system control unit 172, a drive system control unit 173, and a braking system control unit 174.

[0036] The information acquisition unit 170 acquires signals and information output from the vehicle state sensor 11, the external environment state sensor 12, the periphery monitoring sensor 13, the locator 14, the communication module 15, and the driver state detection unit 16. The information acquisition unit 170 also exchanges signals and information with the HMI control unit 23. That is, the driving control unit 17 operates the automation level determination unit 171, the detection system control unit 172, the drive system control unit 173, and the braking system control unit 174 based on the signals and information acquired by the information acquisition unit 170 from these respective units.

[0037] The automation level determination unit 171 is configured to set the driving automation level of the host vehicle to one of SAE levels 0 to 4 based on the signals and information acquired by the information acquisition unit 170. Furthermore, the automation level determination unit 171 is configured to switch between activation and deactivation of driving assistance functions such as ACC when the vehicle is at SAE level 2 or lower. In other words, the automation level determination unit 171 is configured to determine a driving mode related to driving automation. The driving control device 17 is configured to be able to provide the driving mode determination result by the automation level determination unit 171 to each component such as the HMI control device 23 via the in-vehicle communication line 10.

[0038] The detection system control unit 172 controls the object detection operation by the periphery monitoring sensor 13 and recognizes the presence of objects around the vehicle based on the object detection results using the periphery monitoring sensor 13. The drive system control unit 173 controls the operation of the drive system, i.e., the powertrain, of the vehicle. That is, the drive system control unit 173 controls the operation of the drive source, which is the engine and / or motor, and the operation of the power transmission mechanism (e.g., a transmission mechanism) between the drive source and the wheels. The brake system control unit 174 controls the operation of the brake mechanism of the vehicle. That is, the brake system control unit 174 controls the brake pressure, which is the pressure of the working fluid in the friction brake mechanism, and the braking force. The brake system control unit 174 also controls the operating state of the regenerative brake provided on the vehicle, i.e., whether it is on or off and how effective it is.

[0039] (Navigation Device) The navigation device 18 is configured to acquire a planned driving route from the current location of the vehicle to a destination. Specifically, the navigation device 18 is configured to calculate a planned driving route based on a destination set by the driver D of the vehicle or the like, high-precision map information acquired from the locator 14, and position information and direction information of the vehicle acquired from the locator 14. The navigation device 18 is also configured to provide various information, including the calculated route information, to each component, such as the driving control device 17 and the HMI control device 23, via the in-vehicle communication line 10. That is, in this embodiment, the navigation device 18 causes the HMI device 20 to display a navigation screen and output audio for displaying a map, a route, and the like.

[0040] (HMI Device) The HMI device 20 is configured to accept input operations from occupants such as the driver D, other than accelerator and brake operations using the pedals V7, and to output various information or content audiovisually to the occupant. Specifically, the output device 21 includes an instrument panel 211, a console display device 212, a HUD device 213, an AV device 214, and a speaker 215. HUD stands for head-up display. The input device 22 includes a meter switch 221, a console switch 222, a handlebar switch 223, a microphone 224, and a foot motion sensor 225.

[0041] The instrument panel 211 is provided on the dashboard V4 and includes a meter display that displays vehicle driving conditions such as vehicle speed and coolant temperature, and an information display that displays various information such as radio stations and mileage. The console display device 212 is provided on a center console (not shown) and is configured to display a navigation map display and a second task display for the navigation device 18. A second task is a task other than driving performed by the driver D, and includes, for example, reading, operating a mobile communication terminal, and watching video content. Examples of "video content" include movies, concert footage, music videos, and television broadcasts. A second task is also called a "non-driving task" or a "secondary activity."

[0042] The HUD device 213 is configured to display a display image including letters and / or symbols in front of the driver D. That is, the HUD device 213 is configured to form a virtual display image in front of the driver D using AR technology, thereby superimposing the display image on the foreground including the road surface ahead of the vehicle. AR stands for Augmented Reality. The AV device 214 is configured to be able to output music content and / or video content using the console display device 212 and the speaker 215. The speaker 215 not only performs the audio output function of the AV device 214, but also performs the audio output function for various guidance, notifications, or warnings while driving. In this way, the output device 21 is configured as an in-vehicle device that affects the vision and / or hearing of the driver D.

[0043] The meter switch 221 is provided to be able to accept various operations related to the display state or content of the instrument panel 211, such as an operation to reset the trip meter. The console switch 222 is arranged around the console display device 212 and is provided to be able to accept operations for the navigation device 18, the AV device 214, etc. The handlebar switch 223 is provided on a spoke portion of the handlebar V5, etc. The handlebar switch 223 is provided to be able to accept various operations related to the display state or content of the instrument panel 211 (for example, changing the display items, etc.) and various operations such as volume control for the AV device 214. The microphone 224 is provided to enable voice input by the driver D.

[0044] The foot motion sensor 225 is a non-contact sensor for detecting the foot motion of the driver D's foot D4, and is provided at the top of the foot space V6. In this embodiment, the foot motion sensor 225 is a so-called foot camera that captures the foot space V6 from above, and is disposed so that its field of view includes at least the pedal V7 and its surroundings. Specifically, the foot motion sensor 225 is provided so as to be able to detect the position and motion of the foot D4.

[0045] 4 and 5 schematically illustrate the movement directions of the foot D4, which is the detection target. As shown in FIG. 4 , the foot D4 can move in a stepping direction DS along the extension direction of the shin D53 by contracting and extending the leg D5. The foot D4 can also move in a dorsiflexion direction DR along the rotation direction around the ankle D6. That is, the foot D4 can rotate in a dorsiflexion direction in which the toes, which are the distal end of the foot D4, approach the knee D51, and in a plantarflexion direction in which the toes move away from the knee D51. The foot D4 can also move in a foot length direction DL, which is a first direction, by rotating the shin D53 around the knee D51 in the front-to-back direction. The foot length direction DL is a direction from the heel to the toes that defines the length of the foot D4 and is perpendicular to the foot width direction DW. The foot length direction DL is a direction along the front-to-back direction in a plan view seen from vertically above. Specifically, it is parallel to the front-to-back direction or intersects with the front-to-back direction at a small angle of approximately 20 degrees or less. The foot D4 can also move in a foot width direction DW, which is a second direction. The foot width direction DW is the width direction of the foot D4 and is parallel to the left-to-right direction or intersects with the left-to-right direction at a small angle of approximately 20 degrees or less in a plan view seen from vertically above. In other words, the foot width direction DW is a direction along the left-to-right direction. Furthermore, as shown in FIG. 5 , which shows the foot D4 viewed from above or diagonally above with a line of sight along the stepping direction DS, the foot D4 can move in a first inclined direction DD1 and a second inclined direction DD2 that intersect with the foot length direction DL and the foot width direction DW. As shown in Figure 5, in a coordinate system with the foot width direction DW as the horizontal axis and the foot length direction DL as the vertical axis, the first inclination direction DD1 is the direction from the origin toward the first or third quadrant, and the second inclination direction DD2 is the direction from the origin toward the second or fourth quadrant.

[0046] (HMI Control Device) The HMI control device 23 has a configuration as a so-called HCU that controls the operations of the output device 21 and the input device 22 included in the HMI device 20. HCU is an abbreviation for HMI Control Unit. The HMI control device 23 has a configuration as a so-called in-vehicle microcomputer that includes a CPU, ROM, non-volatile rewritable memory, RAM, input / output interface, etc. (not shown). The HMI control device 23 has an input information acquisition unit 231 and a control content determination unit 232 as functional components or functional units realized on the microcomputer.

[0047] The input information acquisition unit 231 is configured to acquire input information from the vehicle state sensor 11, the driving control device 17, etc. That is, the input information acquisition unit 231 is configured to acquire information related to the driving state, such as vehicle speed, information related to the driving environment, such as outside temperature and obstacles, and information related to the driving automation level or driving mode, to be displayed on the instrument panel 211, etc., of the output device 21. The input information acquisition unit 231 is also configured to acquire input information from the input device 22. In this embodiment, the input information acquisition unit 231 has a foot movement detection unit 2311. The foot movement detection unit 2311 is configured to detect the foot movement, which is the movement of the foot D4 of the driver D, using the foot movement sensor 225. That is, the foot movement detection unit 2311 is configured to recognize the position and movement of the foot D4 of the driver D based on the image signal acquired from the foot movement sensor 225.

[0048] The control content determination unit 232 determines the control content of the vehicle based on the result of acquisition of input information by the input information acquisition unit 231. That is, the control content determination unit 232 determines the operation content of the driving control device 17, the navigation device 18, and the output device 21 based on the result of input by the input device 22. Then, the control content determination unit 232 outputs the determined control content to the driving control device 17, the navigation device 18, the output device 21, etc.

[0049] (Outline of Operation) Hereinafter, an outline of the operation of the configuration according to this embodiment and the effects achieved by this configuration will be described with reference to the drawings.

[0050] The driving control device 17 controls the driving of the vehicle based on the signals or information acquired by the information acquisition unit 170. That is, the driving control device 17 determines the amount of acceleration / deceleration and steering amount according to the detection results of the driving state and driving environment of the vehicle and the operation content by the driver D. Then, the driving control device 17 executes motion control of the vehicle based on the determined amount of acceleration / deceleration and steering amount. Specifically, the drive system control unit 173 controls the operation of the drive source and power transmission mechanism. Furthermore, the braking system control unit 174 controls the operation of the braking mechanism.

[0051] Furthermore, the driving control device 17 determines the execution of selectable driving automation levels depending on the current position, vehicle speed, driver state, etc. of the vehicle. For example, when the in-vehicle system 1 is started without any input operation from the driver D and without any initial setting, the driving control device 17 determines the driving automation level to SAE Level 1, which enables automatic emergency braking and collision mitigation control. The "initial setting" here includes the setting state of the driving automation level or driving mode that was saved when the in-vehicle system 1 was last stopped for the next start-up. Therefore, for example, if the in-vehicle system 1 was performing autonomous driving immediately before the last stop of the in-vehicle system 1, the driving control device 17 can determine the driving automation level to autonomous driving at the time of the current start-up. Also, for example, when the vehicle enters the autonomous driving ODD from outside the ODD and the driver D inputs an operation to approve the transition to autonomous driving, the driving control device 17 transitions the driving automation level from the current SAE Level 2 or lower to autonomous driving.

[0052] Incidentally, Patent Document 1 discloses a technology that determines whether or not the foot D4 of the driver D is in proximity to the pedal V7, and, if it is determined that the foot D4 is in proximity to the pedal V7, controls to perform a preparatory operation, which is a step before the operation when the pedal V7 is depressed with the foot D4. However, this technology determines whether or not the foot D4 of the driver D is in proximity to the pedal V7 based on whether or not communication is established by short-range communication with an IC tag using a radio wave receiver. Therefore, while this technology can determine whether or not a predetermined proximity state between the pedal V7 and the foot D4 is achieved, it does not detect or recognize the actual movement of the foot D4 of the driver D.

[0053] In contrast, in this embodiment, the foot movement detection unit 2311 detects the foot movement of the driver D of the vehicle in a non-contact manner using the foot movement sensor 225. Furthermore, the information acquisition unit 170 provided in the driving control device 17 acquires the detection results of the foot movement from the foot movement detection unit 2311. Then, the braking system control unit 174 provided in the driving control device 17 controls the braking operation of the vehicle to improve energy efficiency based on the acquired foot movement. That is, the in-vehicle system 1 detects the movement of the driver D's foot D4, typically the right foot D41, before pedal operation while driving, and reflects the detection result in vehicle control, thereby achieving an early start effect of vehicle control that improves energy efficiency, i.e., fuel economy or electricity cost.

[0054] Energy efficiency is improved by using up the energy used to generate driving force as driving energy through coasting rather than recovering it using regenerative braking. Coasting is inertial driving caused by interrupting the transmission of driving force to the wheels. Therefore, from the perspective of improving energy efficiency, it is preferable to prioritize coasting over regenerative braking whenever possible. In this regard, the driver D's intention to accelerate or brake can be inferred by detecting the actual movement of the driver D's foot D4 toward the pedal V7, for example, the pedal operation between the accelerator pedal V71 and the brake pedal V72. Specifically, for example, the driver D's intention to brake can be inferred by tracking and inferring that the driver D's foot D4 is moving toward the brake pedal V72 immediately after the accelerator pedal V71 is released. Therefore, in this embodiment, the driving control device 17 changes the inter-vehicle distance in inter-vehicle control according to the position or foot movement of the driver D's foot D4. In addition, the braking system control unit 174 controls the operating state of the regenerative brake based on the foot movement detected by the foot movement sensor 225. Hereinafter, a specific example of the energy efficiency improvement control according to the position or foot movement of the foot D4 of the driver D will be described. However, it goes without saying that the present disclosure is not limited to such a specific example.

[0055] (Specific Example 1) When the driver D's foot D4 is moving toward the brake pedal V72, an intention to brake is estimated. Therefore, in this specific example, the braking system control unit 174 strengthens the regenerative braking when the driver D's foot D4 is moving toward the brake pedal V72 compared to the state immediately before that. Specifically, for example, a state in which the driver D's right foot D41 is on the brake pedal V72 is defined as a brake-up state, a state in which the driver D's right foot D41 is away from the brake pedal V72 is defined as a separated state, and a state in which the driver D is moving toward the brake pedal V72 is defined as a brake-transition state. In this case, the braking system control unit 174 strengthens the regenerative braking in the brake-transition state compared to the separated state, and strengthens the regenerative braking in the brake-up state compared to the brake-transition state. Furthermore, if the speed of movement toward the brake pedal V72 is fast, it is estimated that the intention to brake is strong. Therefore, in the brake-transition state, the braking system control unit 174 strengthens the regenerative braking the faster the speed of movement toward the brake pedal V72. In this way, while the regenerative braking is basically kept in a gentle regenerative state, by increasing the regenerative braking in response to braking demand or necessity, it is possible to more accurately and quickly control the vehicle. Also, by reducing the regenerative braking effect at the beginning and gradually increasing it in response to braking demand or necessity, the ride comfort for passengers is improved.

[0056] (Specific Example 2) In a separation state where it is estimated that the driver D has little or no intention of braking, it is preferable from the viewpoint of improving energy efficiency to utilize coasting as much as possible, as described above. Therefore, in this specific example, the braking system control unit 174 switches the vehicle to a coasting running state in which regenerative braking is stopped in the separation state. This makes it possible to further improve energy efficiency while ensuring that the regenerative braking is operating in accordance with the request or necessity for braking.

[0057] Depending on the driving conditions of the vehicle, it may be preferable to switch the regeneration state depending on the situation rather than maintaining the coasting state throughout the separation state. In this regard, a state in which the driver D's right foot D41 is on the accelerator pedal V71 is referred to as an accelerator up state, a state in which the driver D's right foot D41 is moving toward the accelerator pedal V71 is referred to as an accelerator transition state, and a state different from the accelerator up state and the accelerator transition state is referred to as an intermediate state. In the intermediate state, the driver D's right foot D41 is typically on the floor mat V10 and the left foot D42 is on the footrest V8. In this case, the braking system control unit 174 can differentiate the operating states between the intermediate state, the accelerator up state, and the accelerator transition state within the separation state, and can establish a coasting state at least in the accelerator up state and the accelerator transition state. That is, the braking system control unit 174 can, for example, establish a gentle regeneration state in the intermediate state, while establishing a coasting state in the accelerator up state and the accelerator transition state. This makes it possible to improve energy efficiency while ensuring that the regenerative braking is operating in accordance with braking demand or necessity.

[0058] (Specific Example 3) In this specific example, the braking system control unit 174 controls the operating state of the regenerative brake based on the foot movement detected using the foot movement sensor 225 and the driving situation of the vehicle. That is, the braking system control unit 174 adjusts the effectiveness of the regenerative brake according to the driving situation of the vehicle as well as the demand or necessity for braking estimated from the detection result of the foot movement. This makes it possible to further improve energy efficiency. A more detailed example corresponding to this specific example will be described below.

[0059] In this example, the braking system control unit 174 controls the operating state of the regenerative brakes in accordance with the type, curve curvature, or gradient of the road the vehicle is traveling on. This makes it possible to further improve energy efficiency while ensuring that the operating state of the regenerative brakes is in accordance with the braking demand or necessity.

[0060] Specifically, for example, when the road on which the host vehicle is traveling is a motorway such as an expressway, the demand or necessity for braking is lower than on a general road, allowing for more frequent and longer coasting. On the other hand, on a general road, the host vehicle may need to slow down or stop relatively frequently depending on the vehicle's destination, i.e., the status of traffic lights ahead and the presence of a preceding vehicle. Therefore, the brake system control unit 174 changes operating parameters related to the operation timing and effectiveness of the regenerative brakes between motorway and general road. That is, the brake system control unit 174 sets a wider range of regenerative braking use and a higher level of effectiveness on general roads than on motorway. Furthermore, on general roads, the brake system control unit 174 changes the range of regenerative braking use and the level of effectiveness depending on the road width. More specifically, the narrower the road width or the fewer the number of lanes, the wider the range of regenerative braking use and the higher the level of effectiveness. Furthermore, the lower the speed limit on the road on which the vehicle is currently traveling, the greater the range in which the regenerative brakes are used and the greater the braking effectiveness is set by the braking system control unit 174.

[0061] Alternatively, for example, when the curve curvature is large, i.e., when the curve's curvature radius is small, the deceleration effect during coasting is greater due to road surface resistance. Therefore, the braking system control unit 174 sets the vehicle to use regenerative braking less and coasting to the maximum extent when the curve curvature is large than when it is small. Similarly, for example, on an uphill slope, the deceleration effect during coasting is greater. Therefore, the braking system control unit 174 sets the vehicle to use regenerative braking less and coasting to the maximum extent when the curve curvature is large than when it is small.

[0062] (Specific Example 3-2) Depending on the remaining amount of fuel or electrical energy (i.e., remaining battery charge) in the host vehicle and the planned distance to the destination, it may be advisable to actively use regenerative braking. Therefore, in this specific example, the braking system control unit 174 controls the operating state of the regenerative braking in accordance with the remaining amount of fuel or electrical energy and the planned distance to the destination. Specifically, for example, the braking system control unit 174 is set to use regenerative braking to restore the remaining battery charge and ensure the cruising range as the remaining charge decreases and the planned distance to be traveled increases.

[0063] (Specific Example 3-3) When the number of occupants or the amount of luggage loaded on the host vehicle are large, the propulsive force due to inertia increases, and the coasting range increases, while the braking distance for the same regenerative braking effectiveness increases. Therefore, the braking system control unit 174 controls the operating state according to the load amount, including the number of occupants, on the host vehicle. Specifically, the braking system control unit 174 sets the regenerative braking effectiveness to be stronger the greater the load amount. This makes it possible to achieve appropriate regenerative braking effectiveness and improved energy efficiency.

[0064] (Specific Example 3-4) For example, because the nearest traffic light intersection ahead of the host vehicle has a red light, the driver D may move his / her right foot D41 onto the brake pedal V72 to prepare for braking. However, since the light is actually scheduled to turn green soon, depending on the positional relationship between the intersection and the preceding vehicle, it may be possible to safely pass through the intersection by coasting without braking. Therefore, the brake system control unit 174 controls the operating state of the regenerative brake according to the road traffic conditions ahead of the host vehicle. Specifically, the brake system control unit 174 controls the operating state of the regenerative brake according to the lighting state or change timing of the traffic light at the destination, which are acquired through V2X communication. Furthermore, the brake system control unit 174 controls the operating state of the regenerative brake according to the presence state of the preceding vehicle, which are acquired through V2X communication or the periphery monitoring sensor 13. This makes it possible to further improve energy efficiency while ensuring the operating state of the regenerative brake according to the braking request or necessity.

[0065] (Specific Example 4) In ACC, frequent acceleration and deceleration in response to the acceleration and deceleration of the preceding vehicle reduces energy efficiency. Therefore, the wider the inter-vehicle distance, the more energy-efficient the driving can be. On the other hand, depending on the driver D's preference, he or she may prefer a relatively narrow inter-vehicle distance because he or she does not want to be psychologically stressed by being cut in front of another vehicle if the inter-vehicle distance is too wide. Therefore, in this specific example, the driving control device 17 changes the inter-vehicle distance in ACC according to the position or foot movement of the driver D's right foot D41. Specifically, for example, when the driver D's right foot D41 is on the accelerator pedal V71 or has moved toward the accelerator pedal V71, the driving control device 17 sets the inter-vehicle distance narrower. On the other hand, when the driver D's right foot D41 is on the brake pedal V72 or has moved toward the brake pedal V72, the driving control device 17 sets the inter-vehicle distance wider, prioritizing improved energy efficiency. This improves the convenience of ACC.

[0066] (Modifications) The present disclosure is not limited to the above-described embodiment. Therefore, the above-described embodiment can be modified as appropriate. Representative modifications will be described below. In the following description of the modifications, differences from the above-described embodiment will be mainly described. Furthermore, identical or equivalent parts between the above-described embodiment and the modifications are given the same reference numerals. Therefore, in the following description of the modifications, the description of the above-described embodiment can be used as appropriate for components having the same reference numerals as those in the above-described embodiment, unless there is a technical contradiction or special additional explanation.

[0067] The present disclosure is not limited to the specific device configurations described in the above embodiments. For example, the vehicle V equipped with the in-vehicle system 1 is not limited to a standard automobile. Specifically, the vehicle V may be a large vehicle such as a cargo truck. The number of wheels is not particularly limited, and the vehicle V may be a three-wheeled vehicle, or a six- or eight-wheeled vehicle such as a cargo truck. The type of vehicle V may be a conventional automobile equipped with only an internal combustion engine, an electric vehicle or a fuel cell vehicle without an internal combustion engine, or a so-called hybrid vehicle. The shape and structure of the body V1 of the vehicle V are not limited to a box shape, i.e., a substantially rectangular shape in a plan view. There are also no particular limitations on the use of the vehicle V, the position of the driver's seat V3 and the steering wheel V5 in the vehicle width direction, the number of occupants, etc. That is, for example, the host vehicle may be configured as a so-called "left-hand drive vehicle" that complies with road traffic regulations in the United States and other countries that require right-hand traffic. Alternatively, for example, the host vehicle may be configured with passenger seats on both the left and right sides of the driver's seat V3.

[0068] The communication standard for the in-vehicle system 1 may be other than CAN (internationally registered trademark), such as FlexRay (internationally registered trademark). The communication standard for the in-vehicle system 1 is not limited to one type. For example, the in-vehicle system 1 may have a sub-network line that complies with a communication standard such as LIN. LIN is an abbreviation for Local Interconnect Network.

[0069] The vehicle condition sensor 11, the external environment condition sensor 12, and the perimeter monitoring sensor 13 are not limited to the above examples. For example, the perimeter monitoring sensor 13 may include a sonar, i.e., an ultrasonic sensor. Alternatively, the perimeter monitoring sensor 13 may include two or more types of sensors selected from a millimeter wave radar sensor, a submillimeter wave radar sensor, a laser radar sensor, and an ultrasonic sensor. There is also no particular limitation on the number of sensors to be installed.

[0070] The locator 14 is not limited to the above example. For example, the locator 14 does not need to have a built-in gyro sensor and an acceleration sensor. Specifically, the inertia acquisition unit 142 may receive output signals from an angular velocity sensor and an acceleration sensor provided outside the locator 14 as the vehicle state sensor 11.

[0071] In the above embodiment, the driving control device 17 is configured to be able to execute vehicle control operations corresponding to SAE levels 0 to 4. However, the present disclosure is not limited to such an aspect. That is, for example, the present disclosure may also be suitably applied to cases where vehicle control operations corresponding to SAE levels 1 to 5 can be executed. Furthermore, the levels or categories of driving automation in the present disclosure are not limited to those specified in "SAE J3016." Specifically, "SAE J3016" specifies that the higher the level of driving automation, the larger the level numerical value. However, the present disclosure is not limited to such an aspect. That is, for example, the present disclosure may be similarly applied to standards in which the highest level of driving automation is defined as "Level 1," and the lower the level of driving automation, the larger the level numerical value.

[0072] The output device 21 is not limited to a configuration including the instrument panel 211, the console display device 212, and the HUD device 213. That is, for example, the instrument panel 211 and the console display device 212 may be integrated. Furthermore, the HUD device 213 may be omitted. The input device 22 is also not limited to the above specific example. That is, for example, instead of or in addition to the meter switches 221 and the console switches 222, a touch panel superimposed on the display surface of the instrument panel 211 or the console display device 212 may be used.

[0073] In the above embodiment, a foot camera is used as the foot movement sensor 225. The foot camera may be a visible light camera, an infrared camera, or a combination of both. However, the present disclosure is not limited to this configuration. That is, an ultrasonic sensor or the like may be used as the foot movement sensor 225 instead of or in addition to the foot camera. Furthermore, the mounting position of the foot movement sensor 225 is not limited to the upper part of the foot space V6, but may be to the side, forward, or diagonally forward, or may be in multiple locations.

[0074] The present disclosure is not limited to the specific operational examples shown in the above embodiment. For example, in FIG. 5, the foot length direction DL may be the front-rear direction. The foot width direction DW may be the left-right direction. The brake pedal V72 may also be operated by the left foot D42 of the driver D. That is, the present disclosure may be suitably applied to so-called "left foot braking."

[0075] Similar expressions such as "obtain," "calculate," "estimate," "detect," "sensing," and "determine" may be substituted for each other as appropriate within the scope of technical inconsistency. "Detect" or "detection" and "extract" may also be substituted for each other as appropriate within the scope of technical inconsistency.

[0076] It goes without saying that the elements constituting the above-described embodiments are not necessarily essential unless expressly stated as essential or clearly considered essential in principle. Furthermore, when numerical values ​​such as the number, value, amount, and range of components are mentioned, the present disclosure is not limited to those specific numbers unless expressly stated as essential or clearly limited to a specific number in principle. Similarly, when the shape, direction, positional relationship, etc. of components are mentioned, the present disclosure is not limited to those shapes, directions, positional relationships, etc. unless expressly stated as essential or clearly limited to a specific shape, direction, positional relationship, etc. in principle.

[0077] The modified examples are not limited to the above examples. For example, all or part of one of the multiple specific examples may be combined with all or part of another of the multiple specific examples, provided that there is no technical inconsistency. There is no particular limit to the number of combinations. Similarly, all or part of one of the multiple modified examples may be combined with all or part of another of the multiple modified examples, provided that there is no technical inconsistency. Furthermore, all or part of the above specific example and all or part of the above modified examples may be combined with each other, provided that there is no technical inconsistency.

[0078] (Viewpoint of the Disclosure) As is clear from the above description of the embodiments and modifications, the present specification discloses at least the following matters.

[0079] [Aspect 1-1] An in-vehicle system (1) mounted on a vehicle (V), comprising: a foot motion sensor (225) that detects, in a non-contact manner, a foot motion that is a motion of a foot (D4) of a driver (D) of the vehicle; and a driving control device (17) that controls driving of the vehicle, wherein the driving control device comprises a braking system control unit (174) that controls braking operations of the vehicle so as to improve energy efficiency, based on the foot motion detected using the foot motion sensor. [Aspect 1-2] The in-vehicle system according to Aspect 1-1, wherein the braking system control unit controls the operating state of a regenerative brake based on the foot motion detected using the foot motion sensor. [Aspect 1-3] The in-vehicle system according to Aspect 1-2, wherein, when the foot is moving toward a brake pedal (V72), the braking system control unit strengthens the regenerative brake more than in a state immediately before that state. [Aspect 1-4] The in-vehicle system according to Aspect 1-3, wherein the braking system control unit, when defining a state in which the foot is on the brake pedal as a brake-up state, a state in which the foot is off the brake pedal as a released state, and a state in which the foot is moving toward the brake pedal as a brake-transition state, strengthens the regenerative braking in the brake-transition state more than in the released state and strengthens the regenerative braking in the brake-up state more than in the brake-transition state. [Aspect 1-5] The in-vehicle system according to Aspect 1-4, wherein the braking system control unit, when defining a coasting state in which the regenerative braking is stopped in the released state. [Aspect 1-6] The in-vehicle system according to Aspect 1-5, wherein the braking system control unit, in the separated state, defines a state in which the foot is on the accelerator pedal (V71) as an accelerator up state, defines a state in which the foot is moving toward the accelerator pedal as an accelerator transition state, and defines a state different from the accelerator up state and the accelerator transition state as an intermediate state, makes the operating state different between the intermediate state, the accelerator up state, and the accelerator transition state, and sets the coasting running state at least in the accelerator up state and the accelerator transition state.[Aspect 1-7] The in-vehicle system according to any one of Aspects 1-3 to 1-6, wherein the braking system control unit strengthens the regenerative braking as the moving speed of the foot toward the brake pedal increases. [Aspect 1-8] The in-vehicle system according to any one of Aspects 1-2 to 1-7, wherein the braking system control unit controls the operating state based on the foot movement detected by the foot movement sensor and the driving conditions of the vehicle. [Aspect 1-9] The in-vehicle system according to Aspect 1-8, wherein the braking system control unit controls the operating state depending on the type, curve curvature, or gradient of a road on which the vehicle is traveling. [Aspect 1-10] The in-vehicle system according to Aspect 1-8 or 1-9, wherein the braking system control unit controls the operating state depending on the remaining amount of fuel or electric energy in the vehicle. [Aspect 1-11] The in-vehicle system according to any one of Aspects 1-8 to 1-10, wherein the braking system control unit controls the operating state depending on the load capacity, including the number of occupants, of the vehicle. [Aspect 1-12] The in-vehicle system according to any one of Aspects 1-8 to 1-11, wherein the braking system control unit controls the operating state in accordance with a planned travel distance of the vehicle. [Aspect 1-13] The in-vehicle system according to any one of Aspects 1-8 to 1-12, wherein the braking system control unit controls the operating state in accordance with road traffic conditions ahead of the vehicle. [Aspect 1-14] The in-vehicle system according to Aspect 1-13, wherein the braking system control unit controls the operating state in accordance with a lighting state or a change timing of a traffic light at the ahead of the vehicle. [Aspect 1-15] The in-vehicle system according to any one of Aspects 1-1 to 1-14, wherein the driving control device changes the inter-vehicle distance in inter-vehicle distance control in accordance with the position of the foot or the foot movement. [Aspect 1-16] The in-vehicle system according to any one of Aspects 1-1 to 1-15, wherein the foot is a right foot (D41).

[0080] [Aspect 2-1] A driving control device (17) that is mounted on a vehicle (V) to control driving of the vehicle, the driving control device comprising: an information acquisition unit (170) that acquires detection results of foot movement, which is movement of the foot (D4) of a driver (D) of the vehicle using a non-contact sensor (225); and a braking system control unit (174) that controls braking operation of the vehicle so as to improve energy efficiency, based on the foot movement acquired by the information acquisition unit. [Aspect 2-2] The driving control device according to Aspect 2-1, wherein the braking system control unit controls the operating state of a regenerative brake based on the foot movement detected using the sensor. [Aspect 2-3] The driving control device according to Aspect 2-2, wherein the braking system control unit strengthens the regenerative brake when the foot is moving toward a brake pedal (V72) compared to a state immediately before that. [Aspect 2-4] The driving control device according to Aspect 2-3, wherein the braking system control unit, when defining a state in which the foot is on the brake pedal as a brake-up state, a state in which the foot is off the brake pedal as a released state, and a state in which the foot is moving toward the brake pedal as a brake-transition state, strengthens the regenerative braking in the brake-transition state more than in the released state and strengthens the regenerative braking in the brake-up state more than in the brake-transition state. [Aspect 2-5] The driving control device according to Aspect 2-4, wherein the braking system control unit, when in the released state, establishes a coasting state in which the regenerative braking is stopped. [Aspect 2-6] The driving control device according to Aspect 2-5, wherein the braking system control unit, in the separated state, defines a state in which the foot is on the accelerator pedal (V71) as an accelerator up state, defines a state in which the foot is moving toward the accelerator pedal as an accelerator transition state, and defines a state different from the accelerator up state and the accelerator transition state as an intermediate state, makes the operating state different between the intermediate state, the accelerator up state, and the accelerator transition state, and sets the coasting running state at least in the accelerator up state and the accelerator transition state.[Aspect 2-7] The driving control device according to any one of Aspects 2-3 to 2-6, wherein the braking system control unit strengthens the regenerative braking as the moving speed of the foot toward the brake pedal increases. [Aspect 2-8] The driving control device according to any one of Aspects 2-2 to 2-7, wherein the braking system control unit controls the operating state based on the foot movement detected by the sensor and the driving conditions of the vehicle. [Aspect 2-9] The driving control device according to Aspect 2-8, wherein the braking system control unit controls the operating state depending on the type, curve curvature, or gradient of the road on which the vehicle is traveling. [Aspect 2-10] The driving control device according to Aspect 2-8 or Aspect 2-9, wherein the braking system control unit controls the operating state depending on the remaining amount of fuel or electrical energy in the vehicle. [Aspect 2-11] The driving control device according to any one of Aspects 2-8 to 2-10, wherein the braking system control unit controls the operating state depending on the load capacity, including the number of occupants, of the vehicle. [Aspect 2-12] A driving control device according to any one of Aspects 2-8 to 2-11, wherein the braking system control unit controls the operating state in accordance with a planned travel distance of the vehicle. [Aspect 2-13] A driving control device according to any one of Aspects 2-8 to 2-12, wherein the braking system control unit controls the operating state in accordance with road traffic conditions ahead of the vehicle. [Aspect 2-14] A driving control device according to Aspect 2-13, wherein the braking system control unit controls the operating state in accordance with a lighting state or a change timing of a traffic light at the ahead of the vehicle. [Aspect 2-15] A driving control device according to any one of Aspects 2-1 to 2-14, wherein a following distance in vehicle-to-vehicle distance control is changed in accordance with the position of the foot or the foot movement. [Aspect 2-16] A driving control device according to any one of Aspects 2-1 to 2-15, wherein the foot is a right foot (D41).

Claims

1. An in-vehicle system (1) mounted on a vehicle (V), comprising: a foot motion sensor (225) that detects in a non-contact manner a foot motion, which is the motion of the foot (D4) of a driver (D) of the vehicle; and a driving control device (17) that controls the driving of the vehicle, wherein the driving control device comprises a braking system control unit (174) that controls the braking operation of the vehicle to improve energy efficiency based on the foot motion detected using the foot motion sensor.

2. The in-vehicle system according to claim 1, wherein the braking system control unit controls an operating state of a regenerative brake based on the foot motion detected by the foot motion sensor.

3. The in-vehicle system according to claim 2, wherein the braking control unit, when the foot is moving toward the brake pedal (V72), strengthens the regenerative brake more than in a state immediately before the foot is moving toward the brake pedal (V72).

4. The vehicle-mounted system of claim 3, wherein the braking system control unit defines a brake-up state as a state in which the foot is on the brake pedal, a released state as a state in which the foot is off the brake pedal, and a brake transition state as a state in which the foot is moving toward the brake pedal, and strengthens the regenerative brake in the brake transition state more than in the released state, and strengthens the regenerative brake in the brake-up state more than in the brake transition state.

5. The in-vehicle system according to claim 4, wherein the braking control unit, in the separated state, brings the vehicle into a coasting state with the regenerative brake stopped.

6. The in-vehicle system of claim 5, wherein the braking system control unit, when defining a state in which the foot is on the accelerator pedal (V71) in the separated state as an accelerator up state, a state in which the foot is moving toward the accelerator pedal as an accelerator transition state, and a state different from the accelerator up state and the accelerator transition state as an intermediate state, differentiates the operating state between the intermediate state, the accelerator up state and the accelerator transition state, and defines the coasting state at least in the accelerator up state and the accelerator transition state.

7. The in-vehicle system according to claim 3, wherein the braking control unit strengthens the regenerative brake as the moving speed of the foot toward the brake pedal increases.

8. The in-vehicle system according to claim 2, wherein the braking system control unit controls the operating state based on the foot movement detected by the foot movement sensor and a driving condition of the vehicle.

9. The in-vehicle system according to claim 8, wherein the braking control unit controls the operating state according to the type, curve curvature, or gradient of the road on which the vehicle is traveling.

10. The in-vehicle system according to claim 8, wherein the braking system control unit controls the operating state according to a remaining amount of fuel or electric energy in the vehicle.

11. The in-vehicle system according to claim 8, wherein the braking control unit controls the operating state according to a load including the number of passengers in the vehicle.

12. The in-vehicle system according to claim 8, wherein the braking control unit controls the operating state according to a planned travel distance of the vehicle.

13. The in-vehicle system according to claim 8, wherein the braking control unit controls the operating state according to road traffic conditions in a location ahead of the vehicle.

14. The in-vehicle system according to claim 13, wherein the braking control unit controls the operating state according to a lighting state or a timing of a change in a traffic light at the destination.

15. The in-vehicle system according to claim 1, wherein the driving control device changes the following distance in the vehicle distance control in response to the foot position or the foot movement.

16. The in-vehicle system according to claim 1, wherein the foot is a right foot (D41).

17. A driving control device (17) that is mounted on a vehicle (V) to control the driving of the vehicle, the driving control device comprising: an information acquisition unit (170) that acquires detection results of foot movement, which is the movement of the foot (D4) of a driver (D) of the vehicle, using a non-contact sensor (225); and a braking system control unit (174) that controls the braking operation of the vehicle to improve energy efficiency based on the foot movement acquired by the information acquisition unit.

18. The driving control device according to claim 17, wherein the braking system control unit controls an operating state of a regenerative brake based on the foot movement detected by the sensor.

19. The driving control device according to claim 18, wherein the braking system control unit, when the foot is moving toward the brake pedal (V72), strengthens the regenerative brake more than in a state immediately before the foot is moving toward the brake pedal (V72).

20. The driving control device of claim 19, wherein the braking system control unit defines a state in which the foot is on the brake pedal as a brake up state, a state in which the foot is off the brake pedal as a released state, and a state in which the foot is moving toward the brake pedal as a brake transition state, and strengthens the regenerative brake in the brake transition state more than in the released state, and strengthens the regenerative brake in the brake up state more than in the brake transition state.

21. The driving control device according to claim 20, wherein the braking system control unit, in the separated state, brings the vehicle into a coasting state in which the regenerative brake is stopped.

22. The driving control device of claim 21, wherein the braking system control unit, when defining, in the separated state, a state in which the foot is on the accelerator pedal (V71) as an accelerator up state, a state in which the foot is moving toward the accelerator pedal as an accelerator transition state, and a state different from the accelerator up state and the accelerator transition state as an intermediate state, differentiates the operating state between the intermediate state, the accelerator up state, and the accelerator transition state, and defines the coasting driving state at least in the accelerator up state and the accelerator transition state.

23. The driving control device according to claim 19, wherein the braking system control unit strengthens the regenerative brake as the moving speed of the foot toward the brake pedal increases.

24. A driving control device according to claim 18, wherein the braking system control unit controls the operating state based on the foot action detected by the sensor and the driving conditions of the vehicle.

25. A driving control device according to claim 24, wherein the braking system control unit controls the operating state according to the type, curve curvature, or gradient of the road on which the vehicle is traveling.

26. The driving control device according to claim 24, wherein the braking system control section controls the operating state according to a remaining amount of fuel or electric energy in the vehicle.

27. The driving control device according to claim 24, wherein the braking system control section controls the operating state according to a load including the number of occupants in the vehicle.

28. The driving control device according to claim 24, wherein the braking system control unit controls the operating state in accordance with a planned travel distance of the vehicle.

29. A driving control device according to claim 24, wherein the braking system control unit controls the operating state in accordance with road traffic conditions in a direction ahead of the vehicle.

30. A driving control device as set forth in claim 29, wherein the braking system control unit controls the operating state according to a lighting state or a timing of a change in a traffic light at the destination.

31. The driving control device according to claim 17, wherein the vehicle distance in vehicle distance control is changed in response to the foot position or the foot movement.

32. The driving control device according to claim 17, wherein the foot is a right foot (D41).

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