CN117246324A

CN117246324A - Vehicle control device, vehicle control method, and storage medium

Info

Publication number: CN117246324A
Application number: CN202310665773.0A
Authority: CN
Inventors: 片山博贵; 植浦总一郎
Original assignee: Honda Motor Co Ltd
Current assignee: Honda Motor Co Ltd
Priority date: 2022-06-16
Filing date: 2023-06-06
Publication date: 2023-12-19
Also published as: JP7470739B2; JP2023183585A; DE102023115450A1

Abstract

A vehicle control device, a vehicle control method and a storage medium capable of more appropriately controlling the speed of a vehicle. The vehicle control device is provided with: an identification unit that identifies a situation around the vehicle; an acquisition unit that acquires speed information, which is speed information related to a route along which the vehicle is traveling in the future; a setting unit that sets a correction value for speed correction of the speed information based on an operation of an occupant; and a control unit that automatically controls the speed of the vehicle based on the peripheral condition, the speed information, and the correction value to cause the vehicle to travel, wherein the control unit automatically controls the speed of the vehicle based on the peripheral condition and a second speed, which is a predetermined speed of the second section, to cause the vehicle to travel, when the vehicle travels in a first section in which the predetermined speed is a first speed and is scheduled to travel in a second section connected to the first section in the future, the second speed being smaller than the first speed, without applying the correction value.

Description

Vehicle control device, vehicle control method, and storage medium

Technical Field

The invention relates to a vehicle control device, a vehicle control method, and a storage medium.

Background

Conventionally, a follow-up running control device has been disclosed that controls running of a host vehicle so as to follow a preceding vehicle running within a limited speed on a running road when a driver wishes to follow-up running within a limited speed on the running road, and controls running so as to follow the preceding vehicle running with a current speed exceeding the limited speed on the running road when the driver wishes to follow-up running with a current speed exceeding the limited speed on the running road (japanese patent application laid-open No. 2009-184464).

Disclosure of Invention

However, in the conventional device, the speed of the vehicle may not be properly controlled. Further, since the vehicle speed displayed on the speedometer is generally displayed lower than the actual vehicle speed of the vehicle, when the passenger drives based on the vehicle speed displayed on the speedometer, the passenger may run at a low speed relative to the surrounding traffic flow, and the passenger may feel offensive.

The present invention has been made in view of such circumstances, and an object thereof is to provide a vehicle control device, a vehicle control method, and a storage medium that can more appropriately control the speed of a vehicle. Thereby contributing to the development of sustainable delivery systems.

Means for solving the problems

The vehicle control device, the vehicle control method, and the storage medium according to the present invention employ the following configurations.

(1): a vehicle device according to an aspect of the present invention includes: an identification unit that identifies a situation around the vehicle; an acquisition unit that acquires information on an upcoming speed of the vehicle on a future travel path; a setting unit that sets a correction value for speed correction of the future speed information based on an operation of an occupant; and a control unit that automatically controls the speed of the vehicle to run the vehicle based on the surrounding situation, the future speed information, and the correction value, wherein the control unit automatically controls the speed of the vehicle to run the vehicle based on the surrounding situation and a second speed that is a predetermined speed of the second section, the second speed being a speed smaller than the first speed, without applying the correction value when the vehicle runs in a first section in which the predetermined speed is the first speed and is scheduled to run in a second section connected to the first section.

(2): in the aspect of (1) above, when the correction value is a correction value for reducing the speed of the future speed information, the control unit may apply the correction value during the second section traveling, and automatically control the speed of the vehicle based on the peripheral condition, the second speed, and the correction value to cause the vehicle to travel, and when the correction value is a correction value for increasing the speed of the future speed information, the control unit may not apply the correction value during the second section traveling, and automatically control the speed of the vehicle based on the peripheral condition and the second speed to cause the vehicle to travel so as not to exceed the second speed.

(3): in the aspect of (1) or (2) above, the control unit may apply the correction value when the vehicle travels in a first section of a first speed and travels in a third section of a third speed greater than the first speed connected to the first section, and automatically control the speed of the vehicle based on the peripheral condition, the third speed, and the correction value to travel the vehicle.

(4): in the case of any one of the above-described aspects (1) to (3), the speed related to the route is a target speed obtained based on a limit speed or legal speed set to a road of the route.

(5): in addition to any one of the above (1) to (4), the vehicle control device includes a proposal unit that proposes to adjust the speed of the vehicle based on the future speed information in the second section before the vehicle reaches the second section, and when the correction value is a correction value for increasing the speed of the future speed information and the passenger acknowledges the proposal, the control unit automatically controls the speed of the vehicle based on the peripheral condition and the second speed without applying the correction value during the second section traveling, so that the speed of the vehicle exceeds the second speed, and when the correction value is a correction value for decreasing the speed of the future speed information and the passenger acknowledges the proposal, the control unit automatically controls the speed of the vehicle based on the peripheral acknowledged condition, the second speed, and the correction value during the second section traveling, so that the speed of the vehicle is automatically controlled so that the speed of the vehicle exceeds the second speed, and the passenger acknowledges the speed is automatically controlled so that the speed of the vehicle is not set based on the peripheral acknowledged condition, and the passenger refuses the speed is automatically controlled based on the speed of the passenger.

(6): in addition to any one of the above (1) to (5), the acquiring unit acquires future speed information of the second section by referring to map information in which a road included in a route corresponds to a limited speed or a legal speed of the road, the acquiring unit acquires the future speed information of the second section obtained from an image obtained by capturing a road mark showing the limited speed or the legal speed by the imaging unit, the acquiring unit acquires the future speed information obtained from the image after proposing to adjust the speed of the vehicle based on a second speed of the future speed information obtained by referring to the map information, and the proposing unit proposes to adjust the speed of the vehicle based on a fourth speed of the future speed information obtained from the image when the second speed is different from the fourth speed of the future speed information obtained from the image.

(7): in the case where the fourth speed is a speed smaller than the first speed, the correction value is a correction value for increasing the future speed information, and the occupant acknowledges the proposal, the control unit automatically controls the speed of the vehicle so that the speed of the vehicle does not exceed the fourth speed, based on the peripheral condition and the fourth speed, without applying the correction value when the vehicle travels in the second section.

(8): a vehicle control method according to another aspect of the present invention causes a computer to execute: identifying a condition of the surroundings of the vehicle; acquiring information on a future speed of the vehicle, the information being related to a future path of travel of the vehicle; setting a correction value for speed correction of the future speed information based on an operation of an occupant; automatically controlling the speed of the vehicle based on the surrounding situation, the future speed information, and the correction value to cause the vehicle to travel; and when the vehicle travels in a first section in which a predetermined speed is a first speed and is scheduled to travel in a second section connected to the first section, automatically controlling the speed of the vehicle to travel at a speed lower than the first speed based on the surrounding situation and a second speed which is a predetermined speed of the second section, without applying the correction value.

(9): a storage medium according to another aspect of the present invention stores a program that causes a computer to execute: identifying a condition of the surroundings of the vehicle; acquiring information on a future speed of the vehicle, the information being related to a future path of travel of the vehicle; setting a correction value for speed correction of the future speed information based on an operation of an occupant; automatically controlling the speed of the vehicle based on the surrounding situation, the future speed information, and the correction value to cause the vehicle to travel; and when the vehicle travels in a first section in which a predetermined speed is a first speed and is scheduled to travel in a second section connected to the first section, automatically controlling the speed of the vehicle to travel at a speed lower than the first speed based on the surrounding situation and a second speed which is a predetermined speed of the second section, without applying the correction value.

Effects of the invention

According to the aspects of (1) to (9), the vehicle control device controls the speed of the vehicle without applying the correction value when entering the section where the speed becomes small, whereby the speed of the vehicle can be controlled more appropriately. This allows the occupant to travel with more consideration of the surrounding area.

According to the aspect of (2), the vehicle control device automatically controls the speed of the vehicle so as to avoid the speed of the vehicle exceeding the second speed, thereby enabling the vehicle to travel in conformity with the environment of the road.

According to the aspect of (3), the vehicle control device controls the vehicle by applying the correction value when the speed in the second section is greater than the speed in the first section, thereby enabling traveling more compliant with the surrounding traffic flow.

According to the aspects (6) and (7), the vehicle control device can appropriately propose or control the vehicle to an appropriate speed even when the future speed information obtained from the map information is different from the future speed information obtained from the image.

Drawings

Fig. 1 is a configuration diagram of a vehicle system using a vehicle control device according to an embodiment.

Fig. 2 is a diagram for explaining the first operation unit, the second operation unit, and the third operation unit.

Fig. 3 is a diagram for explaining the behavior of the host vehicle based on the proposal and the operation of the driver.

Fig. 4 is a diagram for explaining a specific example of the processing of the proposal section.

Fig. 5 is a flowchart showing an example of the flow of the process executed by the driving support apparatus.

Fig. 6 is a diagram for explaining an instruction received by the second operation unit.

Fig. 7 is a diagram showing an example of an item displayed on the display unit.

Fig. 8 is a diagram for explaining a specific example (1) in the case where the offset speed is set.

Fig. 9 is a diagram for explaining a specific example (2) in the case where the offset speed is set.

Fig. 10 is a diagram for explaining specific example (3) in the case where the offset speed is set.

Fig. 11 is a diagram for explaining a specific example (4) in the case where the offset speed is set.

Fig. 12 is a flowchart showing an example of the flow of the process executed by the driving support apparatus.

Fig. 13 is a diagram for explaining a process of the driving support apparatus according to the second embodiment.

Fig. 14 is a flowchart showing an example of the flow of the process executed by the driving support apparatus.

Detailed Description

< first embodiment >

[ integral Structure ]

Fig. 1 is a block diagram of a vehicle system 1 using a vehicle control device according to an embodiment. The vehicle on which the vehicle system 1 is mounted is, for example, a two-wheeled, three-wheeled, four-wheeled or the like vehicle, and the driving source thereof is an internal combustion engine such as a diesel engine or a gasoline engine, an electric motor, or a combination thereof. The motor operates using generated power generated by a generator connected to the internal combustion engine or discharge power of the secondary battery or the fuel cell.

The vehicle system 1 includes, for example, a camera 10, radar devices 12 and LIDAR (Light Detection and Ranging), an object recognition device 16, communication devices 20 and HMI (Human Machine Interface), a vehicle sensor 40, a navigation device 50, an operation unit 80, a driving support device 100, a running driving force output device 200, a brake device 210, and a steering device 220. These devices and apparatuses are connected to each other via a multi-way communication line such as CAN (Controller Area Network) communication line, a serial communication line, a wireless communication network, or the like. The configuration shown in fig. 1 is merely an example, and a part of the configuration may be omitted or another configuration may be added. The driving support device 100 is an example of a "control device".

The camera 10 is, for example, a digital camera using a solid-state imaging device such as CCD (Charge Coupled Device) or CMOS (Complementary Metal Oxide Semiconductor). The camera 10 is mounted on an arbitrary portion of a vehicle (hereinafter referred to as the host vehicle M) on which the vehicle system 1 is mounted. When photographing the front, the camera 10 is mounted on the upper part of the front windshield, the rear view mirror of the vehicle interior, or the like. The camera 10, for example, periodically and repeatedly photographs the periphery of the host vehicle M. The camera 10 may also be a stereoscopic camera.

The radar device 12 emits radio waves such as millimeter waves to the periphery of the host vehicle M, and detects at least the position (distance and azimuth) of the object by detecting the radio waves (reflected waves) reflected by the object. The radar device 12 is mounted on an arbitrary portion of the host vehicle M. The radar device 12 may also detect the position and velocity of an object by the FM-CW (Frequency Modulated Continuous Wave) method.

The LIDAR14 irradiates light (or electromagnetic waves having a wavelength close to that of light) to the periphery of the host vehicle M, and measures scattered light. The LIDAR14 detects the distance to the object based on the time from light emission to light reception. The irradiated light is, for example, pulsed laser light. The LIDAR14 is mounted on any portion of the host vehicle M.

The object recognition device 16 performs sensor fusion processing on detection results detected by some or all of the camera 10, the radar device 12, and the LIDAR14, and recognizes the position, type, speed, and the like of the object. The object recognition device 16 outputs the recognition result to the driving support device 100. The object recognition device 16 may directly output the detection results of the camera 10, the radar device 12, and the LIDAR14 to the driving support device 100. The object recognition device 16 may also be omitted from the vehicle system 1.

The communication device 20 communicates with other vehicles existing in the vicinity of the host vehicle M, for example, by using a cellular network, wi-Fi network, bluetooth (registered trademark), DSRC (Dedicated Short Range Communication), or the like, or communicates with various server devices via a wireless base station.

The HMI30 presents various information to the occupant of the own vehicle M, and accepts an input operation by the occupant. HMI30 includes various display devices, speakers, buzzers, touch panels, switches, buttons, and the like. The HMI30 is provided with a display device. The display device (display unit) is, for example, a so-called multi-information display device that is provided in a central portion of an instrument panel of the host vehicle M and displays various information in the host vehicle M, such as a speed meter (speed meter) that indicates a running speed of the host vehicle M or a rotational speed meter (revolution speed meter) that indicates a rotational speed (rotational speed) of an internal combustion engine provided in the host vehicle M.

The vehicle sensor 40 includes a vehicle speed sensor that detects the speed of the host vehicle M, an acceleration sensor that detects acceleration, a yaw rate sensor that detects the angular velocity about the vertical axis, an azimuth sensor that detects the direction of the host vehicle M, and the like.

The navigation device 50 includes, for example, a GNSS (Global Navigation Satellite System) receiver 51, a navigation HMI52, and a route determination unit 53. The navigation device 50 holds map information 54 in a storage device such as HDD (Hard Disk Drive) or a flash memory. The GNSS receiver 51 determines the position of the own vehicle M based on the signals received from the GNSS satellites. The position of the host vehicle M may be determined or supplemented by INS (Inertial Navigation System) using the output of the vehicle sensor 40. The navigation HMI52 includes a display device, a speaker, a touch panel, buttons, and the like. The navigation HMI52 may be partially or entirely shared with the HMI30 described above. The route determination unit 53 determines a route (hereinafter referred to as a route on a map) from the position of the host vehicle M (or an arbitrary position inputted thereto) specified by the GNSS receiver 51 to a destination inputted by the occupant using the navigation HMI52, for example, with reference to the map information 54. The map information 54 is, for example, information representing the shape of a road by a link representing the road and a node connected by the link. The map information 54 may also include curvature of the road, POI (Point Of Interest) information, and the like. The map information 54 includes, for example, information showing a speed limit for each link representing a road. The speed limit is information indicating a speed limit displayed on a road, a billboard provided on a road, or the like, for example.

The navigation device 50 may perform route guidance using the navigation HMI52 based on the route on the map. The navigation device 50 may be realized by the functions of a terminal device such as a smart phone or a tablet terminal held by an occupant. The navigation device 50 may transmit the current position and the destination to the navigation server via the communication device 20, and acquire a route equivalent to the route on the map from the navigation server.

The operation unit 80 includes, for example, a steering wheel, operation switches for a direction indicator, an accelerator pedal, a brake pedal, a shift lever, and other operation elements (not shown). A sensor for detecting the amount of operation or the presence or absence of operation is attached to the operation element, and the detection result is output to the driving support device 100, or to some or all of the running driving force output device 200, the brake device 210, and the steering device 220. The steering wheel is not necessarily annular, and may be shaped like a special-shaped steering wheel, a joystick, a button, or the like. A steering wheel grip sensor is attached to the steering wheel.

The steering wheel gripping sensor is implemented by, for example, a capacitance sensor, a piezoelectric element, or the like. The steering wheel grip sensor detects whether the driver grips the steering wheel. The grip means a state in which the driver grips the steering wheel, a state in which the driver touches the steering wheel with his or her hand and applies a force to the steering wheel to a predetermined extent or more, and the like. The steering wheel grip sensor may detect grip based on an image captured by a camera or detect grip by an optical method such as a radar device (a method that does not require contact with the sensor).

The operation unit 80 further includes a first operation unit 82, a second operation unit 84, and a third operation unit 86 (details will be described later).

The driving support device 100 includes, for example, a recognition unit 110, a setting unit 112, an information acquisition unit 120, a proposal unit 130, and a speed control unit 140. Some or all of these functional units are realized by a hardware processor such as CPU (Central Processing Unit) executing a program (software), for example. Some or all of these components may be realized by hardware (including a circuit unit) such as LSI (Large Scale Integration), ASIC (Application Specific Integrated Circuit), FPGA (Field-Programmable Gate Array), GPU (Graphics Processing Unit), or by cooperation of software and hardware. The program may be stored in advance in a storage device such as an HDD or a flash memory of the driving support device 100 (a storage device including a non-transitory storage medium), or may be stored in a removable storage medium such as a DVD or a CD-ROM, and installed in the HDD or the flash memory of the driving support device 100 by being mounted on a drive device via the storage medium (the non-transitory storage medium).

The recognition unit 110 recognizes the position, speed, acceleration, and other states of the object located in the vicinity of the host vehicle M based on the information input from the camera 10, the radar device 12, and the LIDAR14 via the object recognition device 16. The position of the object is identified as a position on absolute coordinates with the representative point (center of gravity, drive shaft center, etc.) of the host vehicle M as an origin, for example, and is used for control. The position of the object may be represented by a representative point such as a center of gravity or a corner of the object, or may be represented by a region. The "state" of the object may also include acceleration, jerk, or "behavior state" of the object (e.g., whether a lane change is in progress or is going to be made).

The identifying unit 110 identifies a driving lane based on, for example, a road dividing line around the host vehicle M. The identifying unit 110 may identify the driving lane by identifying not only the road dividing line but also the driving road boundary (road boundary) including a road shoulder, a curb, a center isolation belt, a guardrail, and the like. In this identification, the position of the host vehicle M acquired from the navigation device 50 and the processing result of the INS processing may be considered. The identification unit 110 identifies a temporary stop line, an obstacle, a red light, a toll station, other road phenomenon, a mark (speed limit) marked on a road, and a road mark marking a speed limit.

When recognizing the driving lane, the recognition unit 110 recognizes the position and posture of the host vehicle M with respect to the driving lane. The identification unit 110 may identify, for example, a deviation of the reference point of the host vehicle M from the center of the lane and an angle formed by the traveling direction of the host vehicle M with respect to a line connecting the centers of the lanes as a relative position and posture of the host vehicle M with respect to the traveling lane. Instead of this, the recognition unit 110 may recognize the position of the reference point of the host vehicle M with respect to any side end portion (road dividing line or road boundary) of the travel lane as the relative position of the host vehicle M with respect to the travel lane.

The setting unit 112 sets the offset speed set by the occupant performing a predetermined operation. Details of the shift speed will be described later.

The information acquisition unit 120 acquires information indicating a predetermined speed (for example, a restricted speed or a legal speed) in a route in which the host vehicle M is traveling in the future. The information acquisition unit 120 refers to the map information 54 to acquire information indicating a predetermined speed of the route. The predetermined speed is, for example, a limit speed, legal speed, recommended speed, etc. indicated on the sign or road as described above. Instead of (or in addition to) this, the information acquisition unit 120 may acquire information indicating a predetermined speed from the image captured by the camera 10.

The proposal section 130 proposes an adjustment of the speed to the occupant (for example, the driver). For example, when the control is performed to automatically drive the host vehicle M at the set speed independently of the operation of the driver, the proposal unit 130 proposes to drive the host vehicle M at the set speed on the road if the set speed is different from the limit speed of the road on which the vehicle is to be driven in the future. Details of this process will be described later.

The speed control unit 140 automatically controls the traveling driving force output device 200 and the brake device 210 independently of the operation of the driver, and automatically controls the speed of the host vehicle M. The speed control unit 140 executes a so-called ACC (Adaptive Cruise Contro 1).

For example, when no other vehicle is present within a predetermined distance from the host vehicle M in front of the host vehicle M, the speed control unit 140 automatically controls the driving force output device 200 and the brake device 210 so that the host vehicle M travels at the speed set by the driver and the speed (limited speed) set by the set unit 130, independently of the operation of the driver.

For example, when another vehicle is present in front of the host vehicle M and at a predetermined distance from the host vehicle M, the speed control unit 140 automatically controls the traveling driving force output device 200 and the brake device 210 so as to follow the other vehicle, regardless of the operation of the driver. The following means that the host vehicle M travels while being maintained at a position behind the other vehicle and at a predetermined distance from the other vehicle.

The control performed by the speed control unit 140 may be performed on condition that the driver grips the steering wheel, or may be performed in a state that the driver does not grip the steering wheel. The control performed by the speed control unit 140 may be performed on the condition that the driver monitors the surroundings, or may be performed in a state that the driver does not monitor the surroundings. For example, the control performed by the speed control unit 140 may be performed under the condition that the driver monitors the surroundings and the driver grips the steering wheel, or may be performed when one of the conditions set in advance is satisfied. Whether the driver is monitoring the surroundings or not may be determined by the driving support device 100 based on the captured image of the driver. The image of the driver is an image captured by a camera that captures an image of the interior of a vehicle cabin, not shown.

The driving support device 100 may execute, in addition to the ACC described above, lane keeping control for causing the host vehicle M to travel in the center of the lane, and control for automatically causing the host vehicle M to make a lane change (ALC: automatic lane change) when a driver instructs to make a lane change.

The running driving force output device 200 outputs a running driving force (torque) for running the vehicle to the driving wheels. The running driving force output device 200 includes, for example, a combination of an internal combustion engine, an electric motor, a transmission, and the like, and an ECU that controls these. The ECU controls the above configuration in accordance with information input from the driving support device 100 or information input from the driving operation tool.

The brake device 210 includes, for example, a caliper, a hydraulic cylinder that transmits hydraulic pressure to the caliper, an electric motor that generates hydraulic pressure in the hydraulic cylinder, and a brake ECU. The brake ECU controls the electric motor so that a braking torque corresponding to a braking operation is output to each wheel in accordance with information input from the driving support device 100 or information input from a driving operation tool.

The steering device 220 includes, for example, a steering ECU and an electric motor. The electric motor applies a force to the rack-and-pinion mechanism to change the direction of the steered wheel, for example. The steering ECU drives the electric motor in accordance with information input from the driving support device 100 or information input from the driving operation tool, and changes the direction of the steered wheels.

[ details of the operation section ]

Fig. 2 is a diagram for explaining the first operation unit 82, the second operation unit 84, and the third operation unit 86.

The first operation portion 82, the second operation portion 84, and the third operation portion 86 are provided, for example, on a spoke of the steering wheel.

The first operation unit 82 is, for example, a button for starting ACC.

The second operation unit 84 functions as an operation unit that receives different instructions according to the state of the proposal unit 130. When ACC is executed and an operation is received at the time of proposal by the proposal section 130, the second operation section 84 receives an approval of proposal by the proposal section 130. In this case, the second operation unit 84 functions as a button for acknowledging the proposal. The operation at this time is an operation of lowering the protruding portion in the downward direction. When the ACC is executed and an operation is not received at the time of the proposal by the proposal section 130, the second operation section 84 receives a change of the speed set in the ACC according to the operation. In this case, the second operation unit 84 functions as a button for performing speed adjustment set in the ACC.

The third operation unit 86 functions as an operation unit that receives different instructions according to the state of the proposal unit 130, for example. When ACC is executed and an operation is accepted at the time of proposal by the proposal section 130, the third operation section 86 accepts the situation that proposal by the proposal section 130 is denied. In this case, the third operation unit 86 functions as a button for denying the proposal. When ACC is executed and an operation is not accepted by the proposal section 130 at the time of proposal, the third operation section 86 instructs, for example, to execute a predetermined control. In this case, the third operation unit 86 functions as a button different from the button for denying the proposal. The predetermined control means control for changing the item displayed on the display unit.

[ outline of the processing of proposal section ]

The proposal unit 130 proposes to adjust the speed of the host vehicle M based on future speed information, which is information on the speed of the future route. When the occupant acknowledges the proposal, the speed control unit (control unit) 140 automatically controls the speed of the host vehicle M based on the surrounding situation of the host vehicle M and the future speed information, and causes the host vehicle M to travel. The speed related to the future route means a target speed based on a limit speed or legal speed set to the road of the route, for example, a target speed of a speedometer. The speed control unit 140 controls the host vehicle M so that the host vehicle M travels at the recognized speed when no preceding vehicle is present within a predetermined distance ahead of the host vehicle M, and controls the host vehicle M so that the host vehicle M travels at the recognized speed while maintaining the inter-vehicle distance from the preceding vehicle at the predetermined distance and below the recognized speed when the preceding vehicle is present within the predetermined distance.

The proposal section 130 starts the proposal when reaching a position of a first predetermined distance from the position associated with the future speed information, and ends the proposal when the own vehicle M travels a second predetermined distance from the position of the first predetermined distance toward the near side and a predetermined time has elapsed from the time when reaching the position of the first predetermined distance toward the near side. The position associated with the future speed information refers to, for example, a position where a road sign displaying the future speed information is set, a position where speed is limited, or a position where legal speed is switched.

When the host vehicle M travels on the road in the first section and is scheduled to travel on the road in the second section after passing through the road in the first section, and the speed control unit 140 executes automatic speed control (e.g., ACC) that automatically controls the speed of the host vehicle independently of the operation of the driver based on the situation around the host vehicle M and the set speed set by the driver, the proposal unit 130 starts to propose the speed of the host vehicle M to the driver at the first predetermined distance from the start point of the second section toward the near side when the set speed is different from the second section speed in which the correspondence relation with the second section is established, and the speed of the host vehicle M is controlled independently of the operation of the driver based on the situation around the host vehicle M and the second section speed. The limiting speed of the second section may be different from the limiting speed of the first section, or may be the same as the limiting speed of the first section, for example. For example, the limiting speed in the second section may be different from the limiting speed in the first section. The automatic speed Control is, for example, control such as ACC, cruise Control (Cruise Control) that automatically runs the host vehicle M at a set speed, and the like.

The proposal section 130 ends the proposal when the own vehicle M travels a second predetermined distance from the position of the first predetermined distance toward the near side and a predetermined time has elapsed from when the own vehicle M reaches the position of the first predetermined distance toward the near side. The second predetermined distance is, for example, a distance longer than the first predetermined distance. Alternatively, the second predetermined distance may be, for example, the same distance as the first predetermined distance or a distance shorter than the first predetermined distance.

[ vehicle stop by proposal and driver operation ]

Fig. 3 is a diagram for explaining the behavior of the host vehicle based on the proposal and the operation of the driver. Hereinafter, the vehicle M in the ACC state is set to an example.

[1. Proposal ]

The vehicle system 1 notifies the driver of the identified restriction speed, and proposes to reflect the identified restriction speed to the set speed (set speed) of the ACC. For example, the item C is displayed on a display unit or is presented by sound.

[2-A ] an admission operation ]

When an approval operation by the driver is detected for the proposal, the vehicle system 1 reflects the restriction speed to the ACC set speed and cancels the proposal. Thus, when the host vehicle M enters a section corresponding to the restricted speed, the speed is adjusted to the restricted speed. The speed may be adjusted to the limit speed when the occupant operates the predetermined switch instead of the entering, or the speed may be adjusted to the limit speed when the occupant enters and operates the predetermined switch.

[2-B. Denial of operation ]

When a denial operation by the driver is detected for a proposal, the vehicle system 1 cancels the proposal without reflecting the restriction speed to the ACC set speed. Thus, even if the vehicle M enters a section corresponding to the restricted speed, the speed is not adjusted to the restricted speed, and the vehicle M runs at the set speed.

[2-C no operation ]

When the vehicle system 1 does not detect an approval operation or a denial operation of the driver with respect to the proposal, the vehicle system cancels the proposal without reflecting the restriction speed to the ACC set speed when the condition described later is satisfied (when the predetermined time elapses and the second predetermined distance is travelled). Thus, even if the vehicle M enters a section corresponding to the restricted speed, the speed is not adjusted to the restricted speed, and the vehicle M runs at the set speed.

[ concrete example of start and release of proposal ]

Fig. 4 is a diagram for explaining a specific example of the processing of the proposal section 130. The proposal section 130 proposes to change the setting speed of the ACC from a position (reference position P) where the speed limit is defined to the near side by a first predetermined distance. The reference position is a position where the speed is limited, a position where a mark indicating the speed is provided, a position where a mark indicating the speed is marked, and the like. The position at the first predetermined distance toward the near side is referred to as "proposal start position". The speed of the vehicle M is preferably regulated to a limited speed before the vehicle M reaches the reference position. For example, the position 100m from the reference position toward the front and the position several hundred meters toward the front are preferable.

When the revocation condition is satisfied, the proposal unit 130 revokes the proposal. The revocation condition is (condition 1) that a position at a second predetermined distance (D2) from the proposal start position is reached, and (condition 2) that a first time (T-t+10/"predetermined time" for example) has elapsed from when the proposal start position is reached. When the proposal is acknowledged before the proposal is cancelled, the speed control unit 140 controls the speed of the host vehicle M to be limited at the reference position, and when the proposal is denied before the proposal is cancelled, the proposal is cancelled. When the vehicle is acknowledged after passing the reference position, the speed control unit 140 controls the speed of the vehicle M to a limited speed at a timing specified after the acknowledgement.

The second predetermined distance D2 is set to be longer than the first predetermined distance D1, for example. The second predetermined distance D2 is, for example, a distance obtained by taking into consideration an error in determining the position of the host vehicle M in the map information. The second predetermined distance D2 is, for example, about 2 times the length of the maximum error or about 2 times the length of the first predetermined distance D1. For example, when the first predetermined distance D1 is 100m and the maximum error is positive or negative 100m, the second predetermined distance D2 is set to be about 200m or 200 m.

[ flow sheet (1) thereof ]

Fig. 5 is a flowchart showing an example of the flow of the process executed by the driving support apparatus 100. First, the proposal unit 130 of the driving support device 100 determines whether or not ACC is executing (step S100). If the ACC operation is in progress, the proposal unit 130 determines whether or not there is an update of the speed flag (step S102). When there is an update of the speed flag, the proposal unit 130 determines whether or not the vehicle M is located at the first predetermined distance D1 from the speed flag toward the near side (step S104).

When the vehicle M is located at the first predetermined distance D1 from the speed marker, the proposal unit 130 proposes to adjust the speed (step S106). In the case where the speed of the speed flag matches the current speed of the host vehicle M (in the case of a predetermined difference), this process may be omitted.

Next, the proposal section 130 determines whether or not an approval operation is performed for the proposal (step S108). When the speed control unit 140 performs the acknowledged operation, the speed control unit controls the speed of the host vehicle M to the proposed speed when the host vehicle M reaches the position of the speed flag (step S110).

If no approval operation is performed, the proposal unit 130 determines whether or not a denial operation is performed (step S112). When the denial is made, the proposal section 130 ends the proposal of the speed adjustment (step S118).

If the denial is not performed, the proposal section 130 determines whether or not the first time has elapsed from the start of proposal (step S114). If the first time has not elapsed, the process returns to step S106. When the first time has elapsed, the proposal section 130 determines whether or not the own vehicle M has traveled a second predetermined distance D2 from the proposal start position (step S116). When the host vehicle M does not travel the second predetermined distance D2, the process returns to step S106. When the host vehicle M has traveled the second predetermined distance D2, the proposal section 130 proceeds to the process of step S118. Whereby the routine 1 of the present flowchart ends.

As described above, the vehicle system 1 starts and ends the proposal at appropriate timings, thereby improving convenience for the user.

[ concerning the manner of operation accepted by the second operation section ]

When the second operation unit 84 (operation button) is operated and the own vehicle M reaches or reaches the position associated with the future speed information when the proposal unit 130 makes a proposal, the speed control unit 140 controls the speed of the own vehicle based on the future speed information. The speed control unit 140 ends the proposal when the host vehicle M travels a second predetermined distance from the position at the first predetermined distance toward the near side and a predetermined time elapses from when the host vehicle M reaches the position at the first predetermined distance toward the near side, and thereafter, when the second operation unit 84 is operated, changes the set speed in the automatic speed control according to the operation of the second operation unit 84.

Fig. 6 is a diagram for explaining an instruction received by the second operation unit 84. When the second operation unit 84 is operated at the time of the proposal, the driving support device 100 recognizes that the proposal is acknowledged, and executes the processing related to the acknowledged proposal. When the second operation unit 84 is operated after the completion of the proposal, the driving support apparatus 100 recognizes that the speed set in the ACC is changed, changes the set speed of the ACC, and controls the host vehicle M based on the changed speed.

As described above, the driving support device 100 changes the content of the control based on the operation performed on the second operation unit 84 and the timing of the operation, and thereby realizes appropriate control even when the operation units are shared. Further, since the timing of the end is not excessively long and is not excessively long but is ended at an appropriate timing as described above, the second operation unit 84 can be used as a different operation switch while ensuring operability.

As described above, the driving support device 100 can realize appropriate control based on the state of the proposal by the proposal unit 130 and the operation performed on the second operation unit 84.

[ description of control after admission ]

When the host vehicle M travels in a first section in which the predetermined speed is the first speed and subsequently travels in a second section connected to the first section and having a second speed smaller than the first speed, the speed control unit 140 automatically controls the speed of the host vehicle M based on the peripheral condition and the predetermined speed of the second section, that is, the second speed, without applying the correction value. The first speed and the second speed are predetermined speeds set for roads (first section and second section) of the route. The prescribed speed refers to, for example, a limiting speed or legal speed. For example, ACC is performed in the first section. The above-described processing may also be applied in the case where manual driving is performed in the first section.

As described above, the speed of the host vehicle M may be automatically controlled based on the peripheral condition and the second speed to cause the host vehicle M to travel without applying the correction value in the second section traveling regardless of the magnitude of the correction value. Instead of this, the following control may be performed.

When the correction value is a correction value for reducing the speed of the future speed information, the speed control unit 140 applies the correction value when the vehicle travels in the second section, and automatically controls the speed of the vehicle M based on the peripheral condition, the second speed, and the correction value, thereby causing the vehicle M to travel. When the correction value is a correction value for increasing the speed of the future speed information, the speed control unit 140 automatically controls the speed of the vehicle based on the peripheral condition and the second speed so that the speed of the vehicle does not exceed the second speed, without applying the correction value when the vehicle travels in the second section. When the host vehicle M is traveling in the first section of the first speed and the host vehicle M is traveling in the third section of the third speed, which is larger than the first speed and is connected to the first section, the speed control unit 140 applies the correction value, and automatically controls the speed of the host vehicle M based on the peripheral condition, the third speed, and the correction value, thereby causing the host vehicle M to travel. Hereinafter, specific examples thereof will be described.

The occupant can set the offset speed (correction value) by operating a predetermined operation unit. The offset speed is a speed applied when the host vehicle M runs at the target speed of the speed table based on the limit speed by executing the ACC. I.e. the offset speed is the speed offset relative to the speed shown by the meter. The offset speed is, for example, a speed obtained by adding or subtracting the target speed. The occupant can specify the offset speed within a prescribed speed range. For example, the setting can be made within the error range of the speedometer. Because the speed of the vehicle, which is typically displayed on a speedometer, sometimes appears to be lower than the actual speed of the vehicle. The specified shift speed is managed by the setting unit 112.

Fig. 7 is a diagram showing an example of an item displayed on the display unit. The occupant may set the offset speed to plus 10 kph as shown in D1 of fig. 7, and the occupant may set the offset speed to minus 10 kph as shown in D2 of fig. 7. By this setting, the speed of the host vehicle M is adjusted as will be described later. For example, if the offset speed is positive 10, the passenger is taking the proposal, the vehicle runs at positive 10 kph with respect to the target speed, and if the offset speed is negative 10, the passenger is taking the proposal, the vehicle runs at negative 10 kph with respect to the target speed. Specific examples will be described below.

[ concrete example (1) in the case where the offset speed is set ]

Fig. 8 is a diagram for explaining a specific example (1) in the case where the offset speed is set. For example, the host vehicle M travels in a first section in which the speed is limited by 30 kph, and is scheduled to travel in a second section in which the speed is limited by 50 kph after the first section in the future. The occupant is assumed to make a proposal between the proposal start position RP and the reference position P (the same applies to the following specific examples (2) to (4)). When the vehicle M reaches the reference position P, it runs at 60 kph obtained by adding the offset speed of plus 10 kph to the target speed. As described above, the vehicle M travels at a speed that is obtained by taking into consideration the offset speed set by the occupant.

[ concrete example (2) in the case where the offset speed is set ]

Fig. 9 is a diagram for explaining a specific example (2) in the case where the offset speed is set. The same explanation as that of fig. 8 is omitted. The offset speed is positive 10 kph in fig. 8, but negative 10 kph in fig. 9. In this case, when the vehicle M reaches the reference position P, the vehicle travels at 40 kph obtained by subtracting the offset speed minus 10 kph from the target speed. As described above, the vehicle M travels at a speed that is obtained by taking into consideration the offset speed set by the occupant.

[ concrete example (3) in the case where the offset speed is set ]

Fig. 10 is a diagram for explaining specific example (3) in the case where the offset speed is set. In fig. 8 and 9, the limiting speed is set to increase in the second section, but in fig. 10 and 11, the limiting speed is set to decrease in the second section. For example, the host vehicle M travels in a first section in which the speed is limited by 50 kph, and is scheduled to travel in a second section in which the speed is limited by 40 kph after the first section in the future. When the vehicle M reaches the reference position P, the vehicle is driven at the limiting speed 40 kph instead of adding the offset speed of 10 kph to the limiting speed. As described above, when the limiting speed in the second section is smaller than the limiting speed in the first section, the vehicle M travels at the target speed without taking into consideration the offset speed set by the occupant.

For example, when the limiting speed in the second section is smaller than the limiting speed in the first section, the host vehicle M needs to pay more attention to the surroundings than in other cases when entering the second section and traveling in the second section. Therefore, as described above, the own vehicle M controls the speed regardless of the offset speed, whereby the occupant can pay more attention to the surroundings.

In the example of fig. 10 described above, the offset speed may be considered after the host vehicle M has traveled a predetermined distance from the reference position P. For example, the speed control unit 140 may control the host vehicle M so that the host vehicle M travels at a speed obtained by adding the offset speed of 10 kph to the target speed of 40 kph after the host vehicle M travels a predetermined distance (for example, 1km or 2 km) in the second section. Thus, after exceeding the area around which attention is required, traveling in accordance with the preference of the occupant is realized.

[ concrete example (4) in the case where the offset speed is set ]

Fig. 11 is a diagram for explaining a specific example (4) in the case where the offset speed is set. The same explanation as that of fig. 10 is omitted. The offset speed is positive 10 kph in fig. 10, but negative 10 kph in fig. 11. In this case, when the vehicle M reaches the reference position P, the vehicle travels at 30 kph obtained by subtracting the offset speed minus 10 kph from the target speed. As described above, the vehicle M travels at a speed that is obtained by taking into consideration the offset speed set by the occupant.

For example, even when the limiting speed in the second section is smaller than the limiting speed in the first section and the offset speed is set to be a negative speed, the speed may be controlled regardless of the offset speed. For example, this is because, in a section in which the speed reduction is restricted as shown in fig. 11, another vehicle may feel a burden when the own vehicle M travels at or below the restricted speed of the section. For example, this is because the host vehicle M is not likely to be cared for even if the limiting speed in the second section is smaller than the limiting speed in the first section, but may feel more deceleration when the limiting speed in the second section is smaller than the limiting speed in the first section. In this regard, the offset speed may not be considered.

[ flow sheet ]

Fig. 12 is a flowchart showing an example of the flow of the process executed by the driving support apparatus 100. This process is, for example, a process executed after the proposal of the speed adjustment in step S106 in fig. 5 is made.

First, the speed control unit 140 determines whether or not an approval operation is performed (step S150). When the acknowledged operation is performed, the speed control unit 140 determines whether or not the limiting speed of the second section is smaller than the limiting speed (current speed) of the first section (step S152).

When the limiting speed in the second section is smaller than the limiting speed (current speed) in the first section, the speed control unit 140 determines whether or not the offset speed is set (step S154). When the offset speed is not set, the speed control unit 140 controls the speed to the limit speed in the second section (step S156). When the offset speed is set, the speed control unit 140 determines whether or not the offset speed is set to a positive speed (step S158). When the offset speed is set to be a positive speed, the process of step S156 is performed. That is, in the second section, the speed of the host vehicle M is controlled to the target speed (or the limit speed) regardless of the offset speed.

When the offset speed is not set to the positive speed (when the negative offset speed is set), the speed control unit 140 controls the vehicle M to a speed obtained by subtracting the offset speed from the target speed (or the limit speed) (step S160).

In step SS152, if the limiting speed of the second section is not smaller than the limiting speed of the first section (current speed), the speed control unit 140 determines whether or not the limiting speed of the second section is greater than the limiting speed of the first section (current speed) (step S162). When the limiting speed of the second section is not greater than the limiting speed of the first section (current speed) (when the limiting speed of the second section is the same as the limiting speed of the first section), the process returns to step S150.

When the limiting speed in the second section is greater than the limiting speed (current speed) in the first section, the speed control unit 140 determines whether or not the offset speed is set (step S164). When the offset speed is set, the speed control unit 140 controls the vehicle M in the second section based on the speed obtained by reflecting the offset speed on the target speed (step S166). In the case where the offset speed is a negative speed in this process, the negative offset speed may be reflected in the limit speed. When the offset speed is not set, the speed control unit 140 controls the vehicle M based on the target speed (or the limit speed) in the second section (step S168). Whereby the 1 routine of the present flowchart ends.

The speed may be controlled based on the operation of the occupant after the processing in steps S156, S160, S166, or S168 described above. For example, when the occupant performs an operation of adjusting the offset speed after passing through the reference position P, the vehicle M may be adjusted in speed based on the offset speed, or when the occupant performs an operation of adjusting the set speed of the ACC, the vehicle M may be adjusted in speed based on the set speed. In this way, the speed control unit 140 may change the speed of the vehicle M when the occupant performs an operation to change the speed of the vehicle M by himself/herself after adjusting the speed.

In the above-described processing, the acceleration, deceleration, or jerk may be changed based on a relationship between the first speed in the first section and the second speed in the second section. For example, when the host vehicle M enters the second section from the first section, the degree of acceleration or deceleration may be increased as the difference between the first speed of the first section and the second speed of the second section is increased, and the degree of acceleration or deceleration may be decreased as the difference is decreased. When the second speed is lower than the first speed and deceleration is required in the second section, the degree of change of the host vehicle M (the degree of acceleration in the deceleration direction) may be increased as compared with when the second speed is higher than the first speed and acceleration is required in the second section. For example, the threshold value of the degree of change in the case where the second section needs to be decelerated may be set to be larger than the threshold value of the degree of change in the case where the second section needs to be accelerated. Thus, the host vehicle M is more reliably decelerated when entering the second section, and the host vehicle M is more reliably controlled to a restricted speed. When the proposal is acknowledged at a predetermined distance (several tens of meters) closer to the front side than the reference position P, the control may be performed so that the acceleration or deceleration degree is a predetermined degree (degree that does not put a load on the occupant) and the speed of the host vehicle M at the reference position P becomes the second speed in the second section.

According to the first embodiment described above, the driving support device 100 can more appropriately control the speed of the host vehicle M when the limiting speed in the first section is different from the limiting speed in the second section.

< second embodiment >

Hereinafter, a second embodiment will be described. In the second embodiment, the proposal section 130 proposes based on the information indicating the speed limit (first speed limit information) in the map information, and then proposes again when the information indicating the speed limit in the map information is different from the information indicating the speed limit (second speed limit information) obtained from the image. The following description will focus on differences from the first embodiment.

Fig. 13 is a diagram for explaining the processing of the driving support device 100 according to the second embodiment. For example, the proposal unit 130 is configured to make a proposal based on map information (a speed limit of 50 km). Thereafter, the host vehicle M approaches the road sign. The identification unit 110 identifies a speed limit (speed limit 60 km) of the road sign from the image captured by the camera 10. When the limiting speed based on the map information (first limiting speed information) is different from the limiting speed based on the image (second limiting speed information), the proposal unit 130 proposes speed adjustment to the limiting speed based on the image. When the conditions 1 and 2 are satisfied with reference to the time of the re-proposal, the proposal section 130 ends the re-proposal.

For example, when the position P1 after the proposal and the reference position P are acknowledged, the speed control unit 140 controls the speed of the host vehicle M based on the limiting speed of the first section, the limiting speed of the second section (for example, the limiting speed obtained from the image), and the offset speed as described in the first embodiment. For example, when the limiting speed (fourth speed) in the second section is a speed smaller than the limiting speed (first speed) in the first section, the offset speed (correction value) is an offset speed that increases with respect to the target speed, and the occupant acknowledges the proposal, the speed control unit 140 automatically controls the speed of the host vehicle M so as not to exceed the limiting speed (fourth speed) in the second section, based on the peripheral situation and the limiting speed (fourth speed) in the second section, without applying the offset speed when the host vehicle M is traveling in the second section. This achieves the same effects as those of the first embodiment.

[ flow sheet ]

Fig. 14 is a flowchart showing an example of the flow of the process executed by the driving support apparatus 100. The present process is, for example, a process executed by the proposal unit 130 after the proposal of step S106 in fig. 9 is performed.

First, the driving support device 100 determines whether or not the second limited speed information can be recognized from the image captured by the camera 10 (step S300). Next, the driving support device 100 determines whether or not the speed of the first restriction speed information and the speed of the second restriction speed information match (step S302). When the speed of the first speed limit information matches the speed of the second speed limit information, the driving support apparatus 100 continues the executed process (step S304). For example, if the proposed state is in progress, the proposed state is continued, and if the proposed state is acknowledged, a process corresponding to the acknowledgement is performed. If not, the proposal is withdrawn. When the conditions 1 and 2 are satisfied, the proposal is canceled.

If the speed of the first speed limit information does not match the speed of the second speed limit information, the driving support device 100 determines whether or not adjustment of the speed to the first speed limit information is authorized (step S306). When the vehicle M reaches the identified position or the vicinity thereof, the driving support device 100 adjusts the speed to the first speed limit information (step S308). If not acknowledged, the process proceeds to step S310.

In the process of S310, the driving support device 100 proposes adjustment of the speed to the second limit speed information (step S310). Next, the driving support device 100 determines whether or not the proposed termination condition is satisfied (step S312). In this case, the position at the time of speed adjustment (processing in step S310) is again proposed based on the second limited speed information as a reference in the proposed end condition.

Condition 1: the first time passes from when the proposal was made again. Condition 2: the host vehicle M travels a second predetermined distance D2 from the proposed position. The conditions 1 and 2 may be the same as or different from those described in the first embodiment. One or both of the conditions 1 and 2 may be a condition which is easier to achieve than the condition 1 or 2 of the first embodiment. For example, the second predetermined distance of condition 1 of the second embodiment may be shorter than the second predetermined distance of condition 1 of the first embodiment. For example, the first time of condition 2 of the second embodiment may be shorter than the first time of condition 2 of the first embodiment.

According to the second embodiment described above, the driving support device 100 makes a proposal based on the information indicating the speed limit (first speed limit information) in the map information, and makes a proposal when the information indicating the speed limit in the map information is different from the information indicating the speed limit (second speed limit information) obtained from the image, thereby making it possible to make a more appropriate proposal. As a result, convenience for the user can be improved.

In the first or second embodiment described above, when the time point exceeding the reference position P is acknowledged, the speed of the host vehicle M may be controlled based on the restriction speed of the first section, the restriction speed of the second section, and the offset speed from the time point when the acknowledgement is made.

The embodiments described above can be expressed as follows.

A control device is provided with:

a storage device in which a program is stored; and

a hardware processor is provided with a processor that,

the hardware processor executes the following processing by executing a program stored in the storage device:

identifying a condition of the surroundings of the vehicle;

acquiring information on a future speed of the vehicle, the information being related to a future path of travel of the vehicle;

setting a correction value for speed correction of the future speed information based on an operation of an occupant;

automatically controlling the speed of the vehicle based on the surrounding situation, the future speed information, and the correction value to cause the vehicle to travel;

when the vehicle travels in a first section at a first speed that is a predetermined speed in the first section and is scheduled to travel in a second section connected to the first section, the vehicle is automatically controlled to travel by the speed of the vehicle based on the surrounding situation and a second speed that is a predetermined speed in the second section without applying the correction value,

The second speed is a speed less than the first speed.

The specific embodiments of the present invention have been described above using the embodiments, but the present invention is not limited to such embodiments, and various modifications and substitutions can be made without departing from the scope of the present invention.

Claims

1. A vehicle control apparatus, wherein,

the vehicle control device includes:

an identification unit that identifies a situation around the vehicle;

an acquisition unit that acquires information on an upcoming speed of the vehicle on a future travel path;

a setting unit that sets a correction value for speed correction of the future speed information based on an operation of an occupant; and

a control unit that automatically controls the speed of the vehicle based on the surrounding situation, the future speed information, and the correction value to cause the vehicle to travel,

the control unit automatically controls the speed of the vehicle to run based on the peripheral condition and the second speed which is the predetermined speed of the second section without applying the correction value when the vehicle runs in the first section in which the predetermined speed is the first speed and is scheduled to run in the second section connected to the first section,

The second speed is a speed less than the first speed.

2. The vehicle control apparatus according to claim 1, wherein,

when the correction value is a correction value for reducing the speed of the future speed information, the control unit automatically controls the speed of the vehicle based on the peripheral condition, the second speed, and the correction value by applying the correction value during the second section to drive the vehicle,

when the correction value is a correction value for increasing the speed of the future speed information, the control unit automatically controls the speed of the vehicle based on the peripheral condition and the second speed so that the speed of the vehicle does not exceed the second speed, without applying the correction value during the second section traveling.

3. The vehicle control apparatus according to claim 2, wherein,

the control unit automatically controls the speed of the vehicle based on the peripheral condition, the third speed, and the correction value to cause the vehicle to travel when the vehicle travels in a first section of a first speed and travels in a third section of a third speed that is greater than the first speed and is connected to the first section.

4. The vehicle control apparatus according to any one of claims 1 to 3, wherein,

the speed associated with the path is a target speed based on a limit speed or legal speed set for the road of the path.

5. The vehicle control apparatus according to any one of claims 1 to 3, wherein,

the vehicle control device includes a proposal section that proposes to adjust a speed of the vehicle based on the future speed information of the second section before the vehicle reaches the second section,

when the correction value is a correction value for increasing the speed of the future speed information and the occupant acknowledges the proposal, the control unit automatically controls the speed of the vehicle based on the peripheral condition and the second speed without applying the correction value during the second section traveling so that the speed of the vehicle does not exceed the second speed,

when the correction value is a correction value for reducing the speed of the future speed information and the occupant acknowledges the proposal, the control unit applies the correction value during the second section traveling, and automatically controls the speed of the vehicle based on the peripheral condition, the second speed, and the correction value to cause the vehicle to travel so that the speed of the vehicle does not exceed the second speed,

When the occupant denies the proposal or disregards the proposal, the control unit automatically controls the speed of the vehicle based on a preset speed to cause the vehicle to travel.

6. The vehicle control apparatus according to claim 5, wherein,

the obtaining unit obtains future speed information of the second section by referring to map information in which a road included in a route and a limited speed or legal speed of the road are associated with each other,

the acquisition unit acquires the future speed information of the second section obtained from an image obtained by capturing, by an imaging unit, a road mark showing a limited speed or a legal speed,

the acquiring unit acquires the future speed information obtained from the image after the proposing unit proposes to adjust the speed of the vehicle based on a second speed of the future speed information obtained by referring to the map information, and proposes to adjust the speed of the vehicle based on a fourth speed of the future speed information obtained from the image when the second speed is different from the fourth speed of the future speed information obtained from the image.

7. The vehicle control apparatus according to claim 6, wherein,

when the fourth speed is lower than the first speed, the correction value is a correction value for increasing the future speed information, and the occupant acknowledges the proposal, the control unit automatically controls the speed of the vehicle based on the peripheral condition and the fourth speed without applying the correction value during the second section traveling so that the speed of the vehicle does not exceed the fourth speed.

8. A vehicle control method, wherein,

the vehicle control method causes a computer to execute:

identifying a condition of the surroundings of the vehicle;

automatically controlling the speed of the vehicle based on the surrounding situation, the future speed information, and the correction value to cause the vehicle to travel; and

when the vehicle travels in a first section in which a predetermined speed is a first speed and is scheduled to travel in a second section connected to the first section, the vehicle is automatically controlled to travel by the speed of the vehicle based on the surrounding situation and a second speed which is a predetermined speed in the second section without applying the correction value,

The second speed is a speed less than the first speed.

9. A storage medium storing a program, wherein,

the program causes a computer to execute the following processing:

identifying a condition of the surroundings of the vehicle;

the second speed is a speed less than the first speed.