JP2022178816A - Vehicle control apparatus - Google Patents

Abstract

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

Description

The present invention relates to a vehicle control device, and more particularly to a vehicle control device for driving assistance.

2. Description of the Related Art Conventionally, a system is known that notifies a driver of an evaluation regarding driving of a vehicle. This driving evaluation can include details of the driving operation performed by the driver and more appropriate details of the driving operation. In addition, this driving evaluation is notified to the driver, for example, when the driving operation targeted for evaluation is being performed or when the driving ends. In the report creation system described in Patent Literature 1, when the driver finishes driving the vehicle, the driver is provided with a driving evaluation report for the day's driving.

JP 2019-106041

However, when a driving evaluation is notified at the end of driving as in Patent Document 1, the driver's memory of the driving operation to be evaluated becomes ambiguous. In addition, if the driving evaluation is notified while the driving operation targeted for evaluation is being performed, the driver may be confused while driving. Therefore, the effect of such notification of driving evaluation on improving the driving skill of the driver was low.

SUMMARY OF THE INVENTION The present invention has been made to solve such problems, and it is an object of the present invention to provide a driving assistance device capable of improving the driving skill of a driver.

In order to achieve the above object, the present invention provides a vehicle control device for assisting vehicle operation by a driver of a vehicle, which calculates a target travel route according to the traffic environment and travel environment around the vehicle, is equipped with a controller capable of controlling the vehicle so that it travels along the target travel route. The controller is configured to execute a risk avoidance behavior detection process for detecting a driver's behavior and an information provision process for providing information so that the driver avoids risk using an information notification device, wherein the controller receives information In the providing process, if it is determined that the driver does not perceive the risk based on the behavior of the driver with respect to the risk, the information notification device is used to notify the risk so that the driver perceives the risk. If it is determined that the driver has not performed the vehicle operation that should be performed to avoid the risk based on the support processing and the driver's behavior with respect to the risk, the information reporting device is used after the vehicle is driven to at least the risk. The driver performed the vehicle operation to avoid the risk based on the second support process for notifying information about the vehicle operation to avoid the risk and the driver's behavior against the risk, but the vehicle operation When it is determined that the operation amount of the operation unit cannot avoid the risk, the operation unit is moved so as to avoid the risk, and the operation unit is moved to notify the driver of the appropriate operation amount. It is characterized by

In the present invention configured as described above, when the driver encounters a risk, it is determined whether or not the driver's driving performance (perception performance, judgment performance, and operation performance) is demonstrated, and the driving performance is improved. Assistance processes (first to third assistance processes) relating to functions that are not exhibited are executed. In the first support process, information is provided so that the driver perceives the risk. , the operation amount of the vehicle operation to be executed with respect to the risk is informed by the movement of the operation unit. Thus, in the present invention, the driver can learn the driving operation of each function and improve his driving skill. In addition, since the first and third support processes relating to the perception function and the operation function are executed during the risk encounter, the driver can learn how to operate the vehicle while actually being aware of the risks. On the other hand, if the driver is notified of a vehicle operation that differs from the vehicle operation that the driver is performing during the risk encounter, the driver may become confused. Therefore, the second support process related to the judgment function is executed after the end of driving.

Further, in the present invention, preferably, the controller estimates a driving ability value of the driver for avoiding the risk, and if it is determined that the driver cannot avoid the risk based on the driving ability value, the vehicle returns to the target driving range. The vehicle is controlled to autonomously travel the route, and the first assistance process, the second assistance process, and the third assistance process are not executed. In the present invention configured as described above, when the risk cannot be avoided by the driver's driving ability, the vehicle can avoid the risk by autonomously driving the target travel route.

Further, in the present invention, preferably, the vehicle operation to be performed for risk avoidance is a vehicle operation to be performed to travel the target travel route. In the present invention configured in this manner, it is possible to determine whether or not the driver is taking appropriate actions for risk avoidance by referring to the vehicle operation for traveling the target travel route.

Also, in the present invention, preferably, the controller controls the vehicle so as to correspond to an appropriate amount of operation of the operation unit when executing the third assistance process. In the present invention configured as described above, it is possible to appropriately control the behavior of the vehicle while notifying the driver of the appropriate operating position of the operation unit by the third assistance process.

Further, in the present invention, preferably, the controller has a perceptual function of perceiving the traffic environment and the driving environment in order for the driver to travel the target driving route in the first support process, the second support process, and the third support process. , a judgment function for judging the operation of the operation unit to be executed in the traffic environment and the driving environment, and an operation function to execute the operation of the operation unit to be executed in the traffic environment and the driving environment. . In the present invention configured as described above, it is possible to determine whether or not the driver has the driving ability for each of the plurality of driving functions that the driver should have.

Further, in the present invention, preferably, the information notification device includes a display device and an audio output device that provide information to the driver, and an information transmission device that provides information to information communication equipment outside the vehicle. In the present invention configured as described above, the driver can learn visual information and auditory information from the display device and the audio output device during or after the driver's driving. Further, in the present invention, the driver can learn the information after driving by receiving the information from the information transmitting device by the information communication device.

According to the driving assistance device of the present invention, it is possible to improve the driving skill of the driver.

FIG. 4 is an explanatory diagram of vehicle control according to the embodiment of the present invention; 1 is a block diagram of a vehicle control device according to an embodiment of the invention; FIG. It is an explanatory view showing the flow of processing of the vehicle control device of the embodiment of the present invention. It is a flow chart of driving support control of the embodiment of the present invention. It is a flow chart of delay information processing of an embodiment of the present invention. FIG. 4 is a flow chart of perceptual performance determination of an embodiment of the present invention; FIG. It is a flow chart of judgment performance judgment of the embodiment of the present invention. 4 is a flowchart of operation performance determination according to the embodiment of the present invention;

A vehicle control device according to an embodiment of the present invention will be described below with reference to the accompanying drawings.
First, with reference to FIG. 1, an outline of vehicle control provided by a vehicle control device according to an embodiment of the present invention will be described. FIG. 1 is an explanatory diagram of vehicle control.

The vehicle control device 100 (see FIG. 2) of the present embodiment is configured on the premise that the driver will actively operate the vehicle 1 . Therefore, the vehicle control device 100 supports the vehicle operation of the vehicle 1 at an appropriate level according to the driver's condition. That is, in this embodiment, in principle, the driving support control of the vehicle 1 is provided so as to fill the difference between the vehicle operation that the driver wants to perform and the vehicle operation that the driver can perform. For example, the driver's reduced driving function is primarily assisted. Furthermore, the vehicle control device 100 is configured to automatically switch the vehicle 1 to automatic driving control at a predetermined time.

Specifically, when the driver has normal driving ability, the vehicle control device 100 intervenes in vehicle operation only at specific times to perform driving support control (automatic acceleration, automatic braking, automatic steering, etc.). Specific times include, for example, when the driver's driving ability temporarily declines (for example, fatigue or drowsiness), or when the driving environment is relatively difficult (for example, the surrounding traffic conditions are complicated, the road shape is complicated, is dark). In addition, when the driver (for example, an elderly person, MCI) has partially deteriorated driving ability (for example, the muscle strength to operate the steering wheel 43b is insufficient), the vehicle control device 100 can Complement your abilities. In addition, the vehicle control device 100 performs driving support control so as to further improve the driving ability or maintain or restore the lowered driving ability.

On the other hand, when an abnormality sign is detected in which the driver's consciousness level or driving ability declines rapidly or over a predetermined period of time (several minutes to several tens of minutes) (for example, when an acute illness develops, sleepiness When the level is high), the vehicle control device 100 performs driving support control so as to maintain safe driving. In addition, in the event of an abnormality in which the driver's consciousness or driving ability is lost, the vehicle control device 100 executes automatic driving control and performs processing to notify the outside of the emergency in order to avoid an accident.

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

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

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

The controller 10 is composed of a computer device including a processor 11, a memory 12 for storing various programs and data executed by the processor 11, an input/output device, and the like. The controller 10 is configured to output a control signal for performing vehicle control (driving support control and automatic driving control) to the vehicle control system 40 and the information reporting device 50 based on the signal received from the in-vehicle device 20. .

The in-vehicle camera 21 images the driver of the vehicle 1 and outputs image information. The controller 10 particularly determines the driver's facial expression and upper body posture based on this image information.
The exterior camera 22 photographs the surroundings of the vehicle 1 (typically in front of the vehicle 1) and outputs image information. The controller 10 identifies objects outside the vehicle and their positions based on this image information. Objects include at least traffic participants and roadway boundaries. Specifically, the objects include surrounding moving bodies (vehicles, pedestrians, etc.), non-moving structures (obstacles, parked vehicles, roads, lanes, stop lines, traffic lights, traffic signs, intersections, etc.). including.

The radar 23 measures the position and speed of objects existing around the vehicle 1 (typically in front of the vehicle 1). For example, the radar 23 can use a millimeter wave radar, a laser radar (LIDAR), an ultrasonic sensor, or the like.

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

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

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

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

The brake control system 42 controls the driving force of the braking device of the vehicle 1 . The brake control system 42 includes brake actuators such as hydraulic pumps and valve units. The controller 10 can drive the brake device and decelerate the vehicle 1 by transmitting a control signal to the brake control device 42a based on the input from the brake pedal 42b.

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

The display device 51 can visually display assistance information (visual information) for assisting the driver in operating the vehicle in the display area. Specifically, the display device 51 is a HUD. The display area corresponds to the size of the whole or part of the windshield of the vehicle 1, and the assistance information is displayed within the driver's field of vision. Also, a liquid crystal display may be used instead of the HUD.
The audio output device 52 is, for example, a speaker, and can provide assistance information (auditory information) for assisting vehicle operation to the driver.
The information transmission device 53 can transmit information related to driving support to an external information communication device (for example, a driver's personal digital assistant).

The actuator 54 is configured by an electric motor, a gear mechanism, or the like. The plurality of actuators 54 move the plurality of operation units (for example, the accelerator pedal 41b, the brake pedal 42b, and the steering wheel 43b) operated when the driver drives the vehicle 1 in the operation direction without input from the driver. is configured to The controller 10 can output a control signal to each actuator 54 to cause the corresponding operation unit to perform a desired behavior.

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

Next, with reference to FIG. 3, the processing flow of the vehicle control device according to the embodiment of the present invention will be described. FIG. 3 is an explanatory diagram showing the flow of processing by the vehicle control device. Specifically, FIG. 3 shows various vehicle controls (driving support control, automatic driving control, etc.) using the vehicle control system 40 and the information notification device 50 by the controller 10 processing input information from the in-vehicle device 20. ).

Vehicle control includes ADAS (Advanced Driver Assistance System), automatic acceleration, automatic braking, automatic steering, automatic vehicle attitude stabilization control, automatic driving (level 3 or higher), maintenance support processing and improvement support for driver's driving ability. Including processing. ADAS includes at least support functions (automatic entry avoidance control) for preceding vehicle following, preceding vehicle collision prevention, lane deviation prevention, and the like. The vehicle attitude stabilization control is control for stabilizing the attitude of the vehicle 1, that is, the vehicle dynamics (pitch, roll, yaw), and preventing sideslip, rollover, and the like.

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

In addition, the controller 10 evaluates the physical functions of the driver based on information from the steering angle sensor 27, the steering torque sensor 28, the brake depression amount sensor 30, the in-vehicle camera 21, and the like (physical function evaluation). Specifically, the controller 10 estimates the physical function level of the driver who operates the operation unit with an appropriate operation amount and operation speed and visually perceives visual stimuli outside the vehicle. Whether or not the driver is operating at an appropriate operation amount and operation speed depends on the operation amount and operation speed (steering angle, steering angle speed, amount of depression of the brake pedal 42b) actually input by the driver via the operating unit. , stepping speed or brake hydraulic pressure), and the target operation amount and operation speed when traveling along the target travel route. The target travel route is calculated so that the vehicle 1 travels safely and efficiently based on the driving request (destination, etc.) and using the results of traffic environment evaluation, driving environment evaluation, physical function evaluation, and the like.

The controller 10 also evaluates the driving environment around the vehicle 1 based on information from the exterior camera 22, the vehicle speed sensor 24, the acceleration sensor 25, the positioning device 31, and the like (driving environment evaluation). Specifically, the controller 10 estimates physical quantities that affect vehicle dynamics (eg, curve radius of the road, road surface friction coefficient).
The controller 10 also calculates the current vehicle dynamics of the vehicle 1 based on information from the vehicle speed sensor 24, the acceleration sensor 25, the yaw rate sensor 26, and the like (vehicle dynamics calculation). Vehicle dynamics includes velocity, acceleration, yaw rate, 3-axis rotational moment (pitch, yaw, roll), and the like.

Further, the controller 10 determines the driver's wakefulness based on the image information of the in-vehicle camera 21 (awakening degree determination). For example, the arousal level is evaluated based on the degree of opening of the driver's eyes and/or mouth and the position or posture of the driver's upper body. The awakening level can be evaluated, for example, in four stages (zero, low, middle, and high levels of awakening).

Also, the controller 10 determines whether or not there is a predicted risk in the traffic environment evaluation and the driving environment evaluation. The predicted risks include traffic risks caused by the traffic environment (for example, the vehicle 1 collides with another vehicle) and driving risks caused by the driving environment that affect vehicle dynamics (for example, spinning on a curve). Then, the controller 10 evaluates the risk avoidance behavior of the driver against this predicted risk based on information from the in-vehicle device 20 and the in-vehicle camera 21 (risk avoidance behavior evaluation).

Risks include vehicle accidents, such as collisions of the vehicle 1, and conditions in which the vehicle 1 loses or degrades its attitude stability (spins, rollovers, etc.). Risk objects that cause risks include traffic participants (other vehicles, pedestrians, etc.), guardrails, boundary lines, traffic lights (red lights), stop lines, and the like. Furthermore, the risk object includes a risk-occurring portion on the road (clipping point on a curved road, etc.). These objects are at risk if the continuation of the current vehicle behavior (vehicle dynamics) is likely to pose a risk in the near future (eg, within a predetermined time period, such as 10 seconds). Risk aversion behaviors are behaviors that a driver undertakes in response to predicted risks, in particular vehicle maneuvers (acceleration, braking and/or steering) that are performed in such a way as to reduce the probability of occurrence of predicted risks. For example, when the predicted routes of the vehicle 1 and another vehicle intersect and a collision between these vehicles is predicted, the vehicle is operated to reduce the collision probability, or the closest distance between the vehicle 1 and the other vehicle is set to a predetermined distance or more. It is a vehicle operation to Furthermore, the risk targets may include objects that are not likely to pose a risk at present but should be perceived while driving, or objects that may pose a risk in the future beyond a predetermined time.

The risk avoidance behavior also includes the behavior of perceiving a risk object (for example, another vehicle that may collide, near a clipping point on a curved road) before the driver operates the operation unit. For example, based on the image information of the in-vehicle camera 21, the fact that the driver's line of sight is directed to the risk target or the fact that the driver takes a posture corresponding to the risk (that is, the driver perceives the risk target) is also risk avoidance. included in the action.

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

The controller 10 also stores a vehicle model that defines the physical motion of the vehicle 1 in the storage unit. The vehicle model expresses the relationship between the vehicle 1 specifications (mass, wheelbase, etc.) and the amount of physical change (speed, acceleration, steering angle, etc.) by a motion equation. In addition, the result of the driving environment evaluation (for example, road surface friction coefficient) can also be applied to the vehicle model.

The controller 10 also stores a driver model of a driver who drives the vehicle 1 in the storage unit. The controller 10 analyzes and learns the driver's operation characteristics based on input information from the in-vehicle device 20, and constantly updates the driver model. The driver model represents the operation characteristics of the driver, and includes the operation amount, reaction delay time (time constant), etc. for a specific operation under certain conditions. In addition, the result of cognitive load evaluation (degree of cognitive load) and the result of physical function evaluation can also be applied to the driver model. For example, in situations of high cognitive load, the driver model is corrected so that the driver's manipulative ability is reduced. Further, when it is determined that the pedaling force or the arm strength is low based on the results of the physical function evaluation, it is reflected in the time constant related to the operation amount and the operation speed of the operation unit. The controller 10 can predict the driver's operation by using the driver model. The controller 10 also stores in the storage unit an ideal driver model that represents the operation characteristics of an ideal driver with high driving ability, and can also predict an ideal operation.

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

Further, the controller 10 performs driving ability evaluation. Driving ability represents the degree of the driver's ability to avoid various risks. Based on the result of the risk avoidance behavior evaluation (risk avoidance behavior performed by the driver), the difference between the predicted vehicle dynamics and the actual vehicle dynamics, and the result of the cognitive load evaluation (degree of cognitive load), the controller 10 determines the risk Evaluate or calculate driving ability for The driving ability against risk can be, for example, the required risk avoidance time required for the driver to avoid the predicted risk. The required time for risk avoidance may be the time from the start of the risk avoidance action to the disappearance of the predicted risk, or the time required from the driver's perception of the risk to the completion of the risk avoidance action. In this case, when the driving ability is evaluated as low, the required time for risk avoidance is output as a larger value.

The controller 10 uses a driver model to calculate, for example, a predicted travel route of the vehicle 1 at a future point in time assuming that the current vehicle behavior continues for a predetermined period of time. When the predetermined time reaches a certain time, it becomes impossible to avoid the risk with the predicted travel route at that time. Then, in the predicted travel route calculated at this time, the time until the risk occurs (risk margin time) may be set as the required risk avoidance time.

The controller 10 can update the driving ability data using the calculated driving ability evaluation. A driver's driving ability changes over time. For example, novice drivers tend to improve their driving ability, and elderly people tend to decrease their driving ability. As for the driving ability data, a plurality of driving ability data sets may be set corresponding to a plurality of evaluation periods. For example, short-term (1-6 months from now), medium-term (3-9 months from now), and long-term (1-2 years from now) athletic performance data sets can be created.

The controller 10 performs functional redistribution calculations based on current vehicle dynamics, driving ability evaluation results (current driving ability), cognitive load evaluation results, and physical function evaluation results. The controller 10 executes driving support control or automatic driving control based on this calculation. During normal driving, a driver (for example, a beginner or an elderly person) demonstrates driving performance using his or her own driving functions (perception function, judgment function, physical function). However, if the driver is unable to avoid the predicted risk (i.e., if the driver's driving performance is less than the driving ability required to avoid the predicted risk), the controller 10 will is executed by the vehicle 1 instead. Also, in the event of an abnormality (for example, loss of consciousness), for example, automatic driving control is executed, and the driver's driving function is replaced by a corresponding equivalent function of the vehicle 1 .

In addition, the controller 10 compares the result of the driving ability evaluation (the current driving ability with respect to the predicted risk) and the driving ability data, and if the current driving ability is lower than the past driving ability, the lower Assistance (including automated driving) that supplements the current driving ability. Further, when the driver's arousal level is moderate (for example, mild drowsiness), the controller 10 executes a process to wake up the driver (for example, blowing cool air to the driver). When it is low (e.g. severe drowsiness, unconsciousness), automatic driving is executed.

Next, a processing flow of driving assistance processing of the vehicle control device according to the embodiment of the present invention will be described. 4 is a flowchart of driving support control, FIG. 5 is a flowchart of delay notification processing, FIG. 6 is a flowchart of perception performance determination, FIG. 7 is a flowchart of determination performance determination, and FIG. 8 is a flowchart of operation performance determination. The controller 10 receives a driving request (destination, etc.) from the driver or an external input device (for example, the navigation device 32, the information communication device 33), and then repeatedly performs driving support control over time (for example, every 0.1 seconds).

First, as shown in FIG. 4, the controller 10 acquires information from the in-vehicle device 20 every predetermined time (for example, every 0.1 seconds) (S1). Based on the acquired information, the controller 10 executes processing such as traffic environment evaluation, driving environment evaluation, physical function evaluation, risk avoidance behavior evaluation, and vehicle dynamics calculation.

In addition, the controller 10 executes the awakening level determination process as described above based on the information acquired from the in-vehicle device 20 (S2). Further, the controller 10 determines whether or not the driver is in an awakened state based on the wakefulness determination result (S3). If the driver's wakefulness is lower than the predetermined threshold (S3: No; for example, wakefulness=“low”), the controller 10 executes automatic driving (autonomous driving) (S4).

On the other hand, if the arousal level of the driver is equal to or greater than the predetermined threshold (S3: Yes; for example, arousal level = "medium" or "high"), the controller 10 performs traffic risk evaluation processing (S5) and travel risk evaluation processing. (S6) is executed. Specifically, the controller 10 determines whether or not there is a possibility that the current vehicle behavior (vehicle dynamics) poses a risk within a predetermined period of time, based on the traffic environment evaluation, the driving environment evaluation, and the like. The controller 10 calculates the time from the present time until the predicted risk (traffic risk and driving risk) occurs (that is, the risk margin time TTR (time to risk)). If the risk margin time TTR is less than or equal to a predetermined time (for example, 10 seconds), it is determined that there is a predicted risk. The risk margin time TTR is the estimated time until the vehicle 1 enters the risk area when the vehicle 1 maintains the current vehicle behavior (vehicle dynamics such as speed and acceleration). Entry into a risk area is, for example, a position in a curved road where a collision between the vehicle 1 and another vehicle or a spin of the vehicle 1 is predicted.

The controller 10 also calculates a target travel route based on the acquired information and driving request (S7). The target travel route includes a target travel locus (positional information of a plurality of positions) from the present to a predetermined time (for example, 10 seconds) from now and the speed at each position on the locus. The controller 10 uses the driving request and the results of the traffic environment evaluation, the driving environment evaluation, the physical function evaluation, etc., to calculate a target driving route having predetermined safety and driving efficiency. The controller 10 can calculate a plurality of target travel routes that satisfy predetermined constraints (for example, lateral acceleration equal to or less than a predetermined value). For example, when an obstacle exists in front of the vehicle 1, the controller 10 can set a plurality of target travel routes for avoiding the obstacle. Even if the vehicle 1 deviates from the target travel route, it is possible to travel another travel route. However, other travel routes are less than the predetermined standard, so travel efficiency and ride comfort are poor.

The controller 10 also calculates target vehicle dynamics for traveling the target travel route. The target vehicle dynamics includes velocity, acceleration, yaw rate, 3-axis rotational moment (pitch, yaw, roll), etc. at each position on the target travel route. The target vehicle dynamics is a control target value used when the vehicle 1 executes driving support control and automatic driving control. A plurality of target vehicle dynamics (or control target values) can be set corresponding to a plurality of target travel routes.

Furthermore, the controller 10 controls the operation amount of the target vehicle operation (accelerator opening, brake depression amount, steering angle, etc.) or a control signal for the vehicle control system 40. A plurality of target travel routes establish driving performance requirements having a predetermined range.

The controller 10 also performs cognitive load evaluation (S8) and driving ability evaluation (S9). The controller 10 uses the results of traffic environment evaluation, driving environment evaluation, physical function evaluation, etc. to calculate a predicted driving route based on the driver model. Based on this predicted travel route, the controller 10 calculates the time required for the driver to avoid the predicted risk (required risk avoidance time TER). For example, when an obstacle exists in front of the vehicle 1, the controller 10 predicts the vehicle operation that the driver will perform to avoid the obstacle based on the driver model. Then, the controller 10 sets the time required for the avoidance vehicle operation as the risk avoidance required time TER.

Note that the results of the awakening level determination and the results of the cognitive load evaluation may be used to correct the driving ability evaluation. For example, when the degree of arousal is low or the cognitive load is high, the driving ability evaluation is underestimated. In this case, the driving ability evaluation value (risk avoidance required time TER) is corrected by multiplying it by a predetermined coefficient k (k>1).

Next, the controller 10 determines whether or not the driver has the driving ability to avoid predicted risks (S10). Specifically, it is determined whether or not the required risk avoidance time TER is equal to or less than the risk margin time TTR. If the driver does not have the driving ability to avoid the predicted risk (S10: No), the driver's driving ability cannot avoid the predicted risk, so the controller 10 executes automatic driving (S11). The controller 10 controls the vehicle 1 by automatic driving (autonomous driving) to avoid predicted risks. In step S10, a negative determination is made when the required risk avoidance time TER (eg, 6.0 seconds) is longer than the risk margin time TTR (eg, 5.0 seconds).

Note that the controller 10 can cancel the automatic operation when the predicted risk disappears after shifting to the automatic operation. For example, when entering an intersection, the vehicle switches to automatic driving, and after passing the intersection, automatic driving is canceled.

On the other hand, if the driver has the driving ability to avoid the predicted risk (S10: Yes), at this point in time, it is possible to avoid the predicted risk based on the driver's athletic ability. In other words, if the driver exhibits normal driving ability, the vehicle 1 can be operated so as to avoid predicted risks. In step S10, an affirmative determination is made when the required risk avoidance time TER (for example, 4.0 seconds) is equal to or less than the risk allowance time TTR (for example, 5.0 seconds). If the predicted risk is not estimated, or if the risk margin time TTR is equal to or longer than a predetermined time (for example, TTR>10 seconds), the controller 10 may terminate the process.

Next, the controller 10 determines whether each driving function (perception function, judgment function, operation function) is actually exhibiting the driving performance required for risk avoidance.
First, regarding the perception function, the controller 10 determines whether or not the driver is exhibiting the perception performance so that the vehicle 1 does not deviate from the target travel route (S12: perception performance determination processing). Specifically, based on the result of the risk avoidance behavior evaluation, by a predetermined time (for example, by a predetermined time before the prediction time of occurrence of the predicted risk, or when the vehicle 1 departs from any target travel route) whether or not the driver perceives the risk target (for example, whether or not the driver turned his or her gaze to the risk target, whether or not the driver tilted his or her head or upper body to face the lateral G) judge.

If the driver is not exhibiting perceptual performance (S12: No), the controller 10 executes information providing processing (first support processing) on perceptual performance (S13), and proceeds to step S14. The controller 10 uses the information notification device 50 to bring the driving performance (perceived performance) of the driver closer to the level at which the target travel route can be traveled. Notify the driver of its presence. In this embodiment, vehicle operation includes the act of a driver perceiving a risk object. Specifically, the controller 10 uses the display device 51 to highlight the risk target within the display area. In addition, the controller 10 notifies the appearance of the risk target by voice using the voice output device 52 ("obstacle ahead", etc.). As a result, the driver can learn the perceptual actions that should be taken when traveling the target travel route, and improve the perceptual performance.

On the other hand, if the driver is demonstrating the perceptual performance (S12: Yes), the controller 10 determines whether the driver is demonstrating the judgment performance regarding the judgment function (S14: judgment performance judgment processing). . Specifically, based on the result of the risk avoidance behavior evaluation, the controller 10 determines whether the driver has made an appropriate judgment for risk avoidance and started the recommended risk avoidance behavior by the predetermined time. judge. The recommended risk avoidance actions are target vehicle maneuvers (eg, accelerator, brake, steering maneuvers) for target vehicle dynamics. Risk is avoided when the target vehicle dynamics is achieved. For example, when a braking operation is required to avoid a collision with an obstacle in front, the controller 10 determines whether braking operation has started based on information from the brake depression amount sensor 30 . Further, when a steering operation is required to avoid a collision with an obstacle ahead, the controller 10 determines whether or not the steering operation has started based on information from the steering angle sensor 27 .

If the driver is not demonstrating the judgment performance (S14: No), the controller 10 executes information provision processing (second support processing) regarding the judgment performance (S15). First, the controller 10 stores the driving operation assistance information in the memory 12 and sets the assistance flag F to "1". Then, the controller 10 uses the information notification device 50 after the end of driving to bring the driving performance (judgment performance) of the driver closer to the level at which the target travel route can be traveled, and provides the driving operation support information to the driver. inform. The driving assistance information includes information indicating the vehicle operation that the driver has performed for the risk, and information that indicates the target vehicle operation that the driver should have performed for the risk.

For example, when avoiding an obstacle in front of the vehicle, it is assumed that the driver performs a steering operation so as to pass the side of the obstacle. On the other hand, since an oncoming vehicle is approaching, the target vehicle operation was deceleration by brake operation (that is, the target travel route was set to decelerate in front of the obstacle). In this case, what is stored as the driving operation support information includes the vehicle operation performed by the driver (operation of the steering wheel 43b) and the target vehicle operation (operation of stepping on the brake pedal 42b). This information may include the elapsed time of the operation amount of the operation unit (brake pedal 42b, steering wheel 43b, etc.). Furthermore, this information may include image information from the in-vehicle camera 21 indicating the operation status of the driver and image information including risk targets from the exterior camera 22 .

As shown in FIG. 5, when the driving of the vehicle 1 is finished (S70: Yes), the controller 10 determines whether or not the support flag F is set to "1" (S71). When the assistance flag F is "1" (S71: Yes), the controller 10 uses the information transmission device 53 to transmit the stored driving operation assistance information to the driver's portable information terminal registered in the memory 12. (S72), and the support flag F is set to "0" (S73). Further, the controller 10 may use the display device 51 to display the driving operation assistance information. It should be noted that the controller 10 can determine that driving has ended, for example, when an engine off (IG off) signal of the vehicle 1 is detected and/or when the speed of the vehicle 1 is zero.

Through this processing, the driver compares the vehicle operation that the driver actually performed with the target vehicle operation that the driver should have performed while remembering the driving situation in which the driving judgment was not appropriate. be able to. Thereby, the driver can improve the driving performance at least for the judgment function according to the driving situation.

Although the driving operation assistance information may be notified while the vehicle 1 is running, there is a risk that the driver who has been notified of the assistance information may be confused. Therefore, in the present embodiment, regarding the judgment function, assistance information is notified after the end of driving.

Returning to FIG. 4 again, after step S15, the controller 10 may optionally execute a process (S16) of determining whether or not the risk occurrence probability has increased. The controller 10 determines the time variation of the predicted risk occurrence probability calculated based on the current vehicle dynamics. If the risk occurrence probability is temporally increasing (S16: Yes), the controller 10 executes vehicle control (S17). That is, when the risk cannot be avoided by the vehicle operation determined by the driver, the controller 10 intervenes in vehicle control in addition to or instead of the vehicle operation by the driver.

On the other hand, if the driver is demonstrating the judgment performance (S14: Yes) and if the risk occurrence probability is not increasing (S16: Yes), the controller 10 determines whether the driver is demonstrating the operational performance. It is determined whether or not (S18: operation performance determination processing). Specifically, the controller 10 allows the driver to appropriately operate the vehicle for risk avoidance behavior (including recommended risk avoidance behavior and exception risk avoidance behavior) so that the probability of predicted risk occurrence decreases to zero. It is determined whether or not it has been executed (mainly whether or not the vehicle operation amount is appropriate). For this reason, the controller 10 considers changes in vehicle dynamics due to risk avoidance behavior in addition to the current vehicle dynamics, and uses the vehicle model to calculate the predicted risk occurrence probability.

If the driver is demonstrating the operational performance (S18: Yes), the predicted risk occurrence probability becomes zero within a predetermined period of time, so the controller 10 terminates the process. On the other hand, the driver has performed risk avoidance behavior, but the predicted risk is still not avoided when the amount of vehicle operation is insufficient.

Therefore, when the driver is not demonstrating the operational performance (S18: No), the controller 10 executes information provision processing (third support processing) on the operational performance (S19), and ends the processing. The controller 10 uses the information notification device 50 to bring the driver's driving performance (operating performance) closer to a level at which the target travel route can be traveled. The timing is notified to the driver by the movement of the operation part. Specifically, the controller 10 moves the operation units (for example, the accelerator pedal 41b, the brake pedal 42b, and the steering wheel 43b) operated by the driver to the operation positions corresponding to the appropriate operation amounts. to move. As a result, the driver can grasp the appropriate amount of operation and the appropriate operation timing during actual driving by the movement of the operation unit, thereby improving the operation performance. Also, the driver can grasp the deviation between the appropriate amount of operation and the actual amount of operation.

Further, when executing the third support process, the controller 10 uses the actuator 54 to move the operation unit to an operation position corresponding to an appropriate amount of operation, and outputs a control signal corresponding to the appropriate amount of operation of the operation unit. It generates and outputs to corresponding control devices (for example, engine control device 41a, brake control device 42a, steering control device 43a). As a result, an appropriate control signal for risk avoidance is output to the control device.

In this embodiment, since the vehicle operation system operates in a drive-by-wire system, it is possible to separate the movement (operation amount) of the operation unit and the output of the driving device. Therefore, the controller 10 can move the operating section to the appropriate operating position by the actuator 54 at the same time as outputting the appropriate control signal to the control device or with a slight time delay.

For example, there is an obstacle (risk target) in front of the vehicle 1, and the driver selects the brake operation (target vehicle operation) and depresses the brake pedal 42b. Suppose there was a shortage of In this case, the controller 10 sends an appropriate control signal to the brake control device 42a and causes the actuator 54 to push down the brake pedal 42b to the required depression amount. As a result, the driver can learn that the amount of operation is insufficient and that the amount of operation is appropriate.

As described above, in the present embodiment, the driving ability of the driver can be improved by executing the information providing process (first to third assistance processes) for each driving performance of the driver. In addition, the improved driving ability of the driver enhances the evaluation of driving ability and improves the driver model.

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

If the risk target is a static target (S33: Yes), the controller 10 determines whether or not the driver has turned his/her eyes to the risk target by a predetermined time (S34). The risk in this case is, for example, the deviation of boundaries or the like. If the determination is negative (S34: No), the process proceeds to the first support process (S13). On the other hand, if the determination is affirmative (S34: Yes), the controller 10 sets the perception determination flag F1 to "1" (S35), and proceeds to the determination performance determination process (S14).

On the other hand, if the risk target is not a static target (S33: No), the controller 10 determines whether the risk target is a dynamic target (vehicle, pedestrian, etc.) (S36). If the determination is affirmative (S36: Yes), the controller 10 determines whether or not the driver continuously or frequently looks at the risk target (S37). The risk in this case is, for example, a collision with another vehicle. If the determination is negative (S37: No), the process proceeds to step S13. On the other hand, if the determination is affirmative (S37: Yes), the controller 10 sets the perception determination flag F1 to "1" (S35), and proceeds to the determination performance determination process (S14).

Furthermore, if the risk target is not a static or dynamic target (S36: No), the controller 10 determines whether the driver has changed his or her posture and/or head tilt (S38). Specifically, it is determined whether or not the driver is taking a posture to cope with the risk. The risks in this case are those related to the driving environment or vehicle dynamics, such as spins and rollovers. If the determination is negative (S38: No), the process proceeds to the first support process (S13). On the other hand, if the determination is affirmative (S38: Yes), the controller 10 sets the perception determination flag F1 to "1" (S35), and proceeds to the determination performance determination process (S14).

Next, the judgment performance judgment process (S14) will be described with reference to FIG. First, the controller 10 resets the determination flag F2 to zero (S41). The judgment judgment flag F2 is set to zero when the driver does not judge the vehicle operation appropriate to the risk, and is set to "1" when the driver judges the vehicle operation appropriate to the risk. is set to

Next, the controller 10 determines whether or not the driver has started executing the same vehicle operation (recommended risk avoidance behavior) as the target vehicle operation by a predetermined time during which risk can be avoided by intervening in the vehicle operation of the vehicle 1. and whether a vehicle operation different from the target vehicle operation is started (S42). The vehicle operation different from the target vehicle operation includes unnecessary and useless vehicle operation (for example, whether the vehicle is performing useless meandering driving on a straight road). If the determination is negative (S42: No), the process proceeds to the second support process (S15). On the other hand, if the determination is affirmative (S42: Yes), the controller 10 sets the determination flag F2 to "1" (S43), and proceeds to the operational performance determination process (S18).

Next, the operational performance determination process (S18) will be described with reference to FIG. First, the controller 10 resets the operation determination flag F3 to zero (S51). The operation determination flag F3 is set to zero when the driver does not appropriately operate the vehicle with respect to the risk, and is set to "1" when the driver appropriately operates the vehicle with respect to the risk. is set to Next, the controller 10 calculates the probability that the vehicle 1 will enter the risk area (risk occurrence probability) due to the driver's vehicle operation (risk avoidance behavior) (S52). For example, the controller 10 considers changes in vehicle dynamics that are subject to changes due to vehicle operation by the driver, in addition to the current vehicle dynamics, and uses a vehicle model to predict the future approach distance to the risk object and vehicle dynamics. , to calculate the probability that a risk (collision, spin, rollover, etc.) will occur.

The controller 10 determines whether or not the risk can be avoided by the driver's vehicle operation based on the risk occurrence probability (S53). For example, the controller 10 determines that the risk can be avoided when the risk occurrence probability is equal to or less than a predetermined value (for example, zero). If the determination is negative (S53: No), the process proceeds to the third support process (S19). On the other hand, if the determination is affirmative (S53: Yes), the controller 10 sets the operation determination flag F3 to "1" and terminates the process.

The operation of the vehicle control device 100 according to the embodiment of the present invention will be described below.
In this embodiment, a vehicle control device 100 that assists the vehicle operation by the driver of the vehicle 1 calculates a target travel route according to the traffic environment and travel environment around the vehicle 1, and the vehicle 1 follows the target travel route. A controller 10 capable of controlling the vehicle 1 to travel is provided, and the controller 10 performs risk estimation processing (S5, S6) for estimating risks that may occur to the vehicle 1 due to the traffic environment and the driving environment; A risk avoidance behavior detection process (S12, S14, S18) for detecting the behavior of the driver against risk, and an information provision process (S13, S13, S15, S19), and when the controller 10 determines in the information providing process that the driver does not perceive the risk based on the driver's behavior with respect to the risk (S12: No ), a first support process (S13) for notifying the risk using the information notification device 50 (display device 51, voice output device 52) so as to make the driver perceive the risk, and based on the driver's behavior with respect to the risk If it is determined that the driver has not performed the vehicle operation that should be performed for risk avoidance (S14: No), the information notification device 50 (the information transmission device 53, the display device 51, the voice A second support process (S15) that uses the output device 52) to notify at least information about vehicle operation for risk avoidance, and a driver's execution for risk avoidance based on the driver's behavior with respect to risk. However, if it is determined that the amount of operation of the operation unit in the vehicle operation cannot avoid the risk (S18: No), the operation unit is moved so as to avoid the risk, and the operation is performed by the movement of the operation unit. A third support process (S19) for informing the operator of an appropriate amount of operation is executed.

In this embodiment configured as described above, when the driver encounters a risk, it is determined whether or not the driver's driving performance (perception function, judgment function, and operation function) is exhibited. Assistance processing (first to third assistance processing) relating to the function not being exhibited is executed. In the first support process, information is provided so that the driver perceives the risk. , the operation amount of the vehicle operation to be executed with respect to the risk is informed by the movement of the operation unit. Thus, in the present embodiment, the driver can learn the driving operation of each function and improve the driving skill. In addition, since the first and third support processes relating to the perception function and the operation function are executed during the risk encounter, the driver can learn how to operate the vehicle while actually being aware of the risks. On the other hand, if the driver is notified of a vehicle operation that differs from the vehicle operation that the driver is performing during the risk encounter, the driver may become confused. Therefore, the second support process related to the judgment function is executed after the end of driving.

Further, preferably in the present embodiment, the controller 10 estimates the driver's driving ability value (for example, risk avoidance required time TER) for risk avoidance (S9), and based on the driving ability value, the driver If it is determined that the risk cannot be avoided (S10: No), the vehicle 1 is controlled so that the vehicle 1 autonomously travels the target travel route, the first support process (S13), the second support process (S15), and The third support process (S19) is not executed. In this embodiment configured as described above, when the risk cannot be avoided by the driver's driving ability, the vehicle 1 travels the target travel route by autonomous operation, thereby avoiding the risk.

Further, in this embodiment, preferably, the vehicle operation to be performed for risk avoidance is the vehicle operation to be performed to travel the target travel route. In this embodiment configured as described above, it is possible to determine whether or not the driver is taking appropriate actions to avoid risks by referring to the vehicle operation for traveling the target travel route. .

Further, preferably in the present embodiment, the controller 10 controls the vehicle 1 so as to correspond to an appropriate amount of operation of the operation unit when executing the third assistance process. In the present embodiment configured as described above, the driver can be notified of an appropriate operation position of the operation unit and the behavior of the vehicle 1 can be appropriately controlled by the third assistance process.

Also, in this embodiment, preferably, the controller 10 perceives the traffic environment and the driving environment in order for the driver to travel the target travel route in the first assistance process, the second assistance process, and the third assistance process. Whether or not the driver has the perceptual function, the judgment function to determine the operation of the operation unit to be performed in the traffic environment and driving environment, and the operation function to perform the operation of the operation unit to be performed in the traffic environment and driving environment. judge. In this embodiment configured as described above, it is possible to determine whether or not the driver has the driving ability for each of the plurality of driving functions that the driver should have.

In this embodiment, preferably, the information notification device 50 includes a display device 51 and an audio output device 52 that provide information to the driver, and an information transmission device that provides information to information communication equipment outside the vehicle 1. 53. In this embodiment configured as described above, the driver can learn visual information and auditory information from the display device 51 and the audio output device 52 during or after the driver's driving. In addition, in this embodiment, the driver receives the information from the information transmission device 53 with the information communication device, so that the driver can learn the information after the driving is finished.

Reference Signs List 1 vehicle 10 controller 20 in-vehicle device 40 vehicle control system 50 information notification device 51 display device 52 audio output device 53 information transmission device 54 actuator 100 vehicle control device

Claims (6)

A vehicle control device for assisting a vehicle operation by a vehicle driver,
a controller capable of calculating a target travel route according to the traffic environment and travel environment around the vehicle and controlling the vehicle so that the vehicle travels on the target travel route;
The controller is
a risk estimation process for estimating risks that may occur to the vehicle due to the traffic environment and the driving environment;
a risk avoidance behavior detection process for detecting behavior of the driver with respect to the risk;
and an information providing process for providing information to the driver to avoid the risk using an information notification device,
The controller, in the information providing process,
When it is determined that the driver does not perceive the risk based on the behavior of the driver with respect to the risk, the information notification device is used to perceive the risk to the driver. a first support process to notify;
When it is determined that the driver has not performed the vehicle operation that should be performed to avoid the risk based on the behavior of the driver with respect to the risk, at least a second support process for notifying information about vehicle operation for avoiding the risk;
Based on the behavior of the driver with respect to the risk, the driver performed a vehicle operation that should be performed to avoid the risk, but it was determined that the amount of operation of the operation unit in the vehicle operation could not avoid the risk. a third support process for moving the operation unit so as to avoid the risk and informing the driver of an appropriate amount of operation by the movement of the operation unit. The controller estimates a driving ability value of the driver for avoiding the risk, and if it is determined that the driver cannot avoid the risk based on the driving ability value, the vehicle moves to the target travel distance. 2. The vehicle control device according to claim 1, wherein said vehicle is controlled to autonomously travel a route, and said first assistance process, said second assistance process, and said third assistance process are not executed. 3. The vehicle control device according to claim 1, wherein the vehicle operation to be performed for risk avoidance is a vehicle operation to be performed to travel on the target travel route. The vehicle control according to any one of claims 1 to 3, wherein the controller controls the vehicle so as to correspond to the appropriate operation amount of the operation unit when executing the third support process. Device. The controller, in the first assistance process, the second assistance process, and the third assistance process, has a perceptual function of perceiving the traffic environment and the driving environment so that the driver can travel the target driving route. , a judgment function for judging the operation of the operation unit to be executed in the traffic environment and the driving environment, and an operation function to execute the operation of the operation unit to be executed in the traffic environment and the driving environment. 5. The vehicle control device according to any one of claims 1 to 4, which determines whether or not to have the vehicle control device. Any one of claims 1 to 5, wherein the information notification device includes a display device and an audio output device that provide information to the driver, and an information transmission device that provides information to information communication equipment external to the vehicle. 1. A vehicle control device according to claim 1.

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