Vehicle control device, vehicle, and control method of vehicle control device and storage medium

Abstract

The present application provides a kind of vehicle control device and vehicle, and the control method and storage medium of vehicle control device.The present application also inhibits the assistance for entering to the outside of lane to avoid collision with obstacle, and becomes the case of driving that leaves the outside area of this lane.The vehicle control device for controlling vehicle has: first detection unit, which detects the outside area of lane outside lane in driving;Second detection unit, which detects obstacle;Guidance unit, which starts the guidance to the outside area of lane in the case that the outside area of lane is detected by the first detection unit and obstacle is detected by the second detection unit;And steering control unit, which determines the excess or deficiency of the avoidance steering of driver for avoiding collision with the obstacle corresponding to the guidance of this guidance unit, and carries out steering assistance based on the degree of excess or deficiency.

Description

TECHNICAL FIELD

[0001] The present application relates to a vehicle control device and a vehicle, and a control method for a vehicle control device and a storage medium. BACKGROUND

[0002] There is known a technique of controlling a steering in such a manner as to avoid an obstacle in front of a vehicle in running (Patent Documents 1 and 2).

[0003] PRIOR ART DOCUMENTS

[0004] PATENT DOCUMENTS

[0005] Patent Document 1: Japanese Patent Application Publication No. 2017-206040

[0006] Patent Document 2: Japanese Patent Application Publication No. 2019-151207 SUMMARY

[0007] PROBLEMS TO BE SOLVED BY THE INVENTION

[0008] However, the generation of an obstacle hinders the calmness and operation of the driver. Depending on the situation, the steering wheel can be operated excessively, or the vehicle can be separated from an adjacent lane. In the case where there are other obstacles at the position, there is also a possibility of a secondary collision.

[0009] An object of the present application is to provide a technique of suppressing separation into running outside a lane even when entering an outside-of-lane region in order to avoid a collision with an obstacle.

[0010] MEANS FOR SOLVING THE PROBLEMS

[0011] To solve the above problems, for example, a vehicle control device of the present application has the following structure. That is,

[0012] A vehicle control device that controls a vehicle,

[0013] characterized in that

[0014] the vehicle control device has:

[0015] a first detection unit that detects an outside-of-lane region outside a lane in running;

[0016] a second detection unit that detects an obstacle;

[0017] a guidance unit that starts guidance to the outside-of-lane region in the case where the outside-of-lane region is detected by the first detection unit and the obstacle is detected by the second detection unit; and

[0018] a steering control unit that determines excess or deficiency of evasive steering of the driver corresponding to the guidance of the guidance unit for avoiding collision with the obstacle and performs steering assistance based on the degree of the excess or deficiency.

[0019] Further, according to the present application,

[0020] A vehicle having a vehicle control device,

[0021] characterized by

[0022] The vehicle control device includes:

[0023] a first detection unit that detects an outside-of-lane region outside a lane in which a vehicle is traveling;

[0024] a second detection unit that detects an obstacle;

[0025] a guidance unit that starts guidance to the outside-of-lane region when the outside-of-lane region is detected by the first detection unit and the obstacle is detected by the second detection unit; and

[0026] a steering control unit that determines excess or deficiency of evasive steering of the driver corresponding to the guidance of the guidance unit for avoiding collision with the obstacle and performs steering assistance based on the degree of the excess or deficiency.

[0027] Further, according to the present application,

[0028] A control method of a vehicle control device that controls a vehicle,

[0029] characterized by

[0030] The control method of the vehicle control device includes:

[0031] a first detection step in which an outside-of-lane region outside a lane in which a vehicle is traveling is detected;

[0032] a second detection step in which an obstacle is detected;

[0033] a guidance step in which guidance to the outside-of-lane region is started when the outside-of-lane region is detected in the first detection step and the obstacle is detected in the second detection step; and

[0034] a steering control step in which excess or deficiency of evasive steering of the driver corresponding to the guidance of the guidance step for avoiding collision with the obstacle is determined and steering assistance is performed based on the degree of the excess or deficiency.

[0035] Further, according to the present application,

[0036] A storage medium storing a program for a processor in a vehicle control device that controls a vehicle to read and execute,

[0037] characterized in that

[0038] The program causes the processor to execute:

[0039] a first detection step of detecting a lane-out region outside a lane in which the vehicle is traveling;

[0040] a second detection step of detecting an obstacle;

[0041] a guidance step of starting guidance to the lane-out region when the lane-out region is detected in the first detection step and the obstacle is detected in the second detection step; and

[0042] a steering control step of determining excess or deficiency of an avoidance steering of the driver for avoiding collision with the obstacle corresponding to the guidance of the guidance step, and performing steering assistance based on the degree of the excess or deficiency.

[0043] Effects of Invention

[0044] According to the present application, even if the vehicle enters a lane-out region for avoiding collision with an obstacle, it is possible to suppress the vehicle from traveling out of the lane-out region. BRIEF DESCRIPTION OF DRAWINGS

[0045] Figure 1 is a block diagram of a vehicle and a control device according to an embodiment.

[0046] Figure 2 is a flowchart showing a process of a lane maintenance mode executed by the vehicle control device.

[0047] Figure 3 is a flowchart showing a process of a lane maintenance mode executed by the vehicle control device.

[0048] Figure 4 is a flowchart showing details of S308 of Figure 3

[0049] Figure 5 is a diagram for explaining the travel and the process content of the vehicle in the lane maintenance mode in the embodiment.

[0050] Figure 6 is a diagram for explaining the travel and the process content of the vehicle in the lane maintenance mode in the embodiment. ​

[0051] Figure 7 is a diagram for explaining a driving example at the time of obstacle detection.

[0052] Figure 8 (a), (b) in Figure 3 is a diagram for explaining the processing of S308 of

[0053] Figure 9 is a diagram showing an example of a travel trajectory based on the processing result for avoiding collision.

[0054] BRIEF DESCRIPTION OF DRAWINGS

[0055] V: vehicle; 1: control device; 20: ECU. DETAILED DESCRIPTION

[0056] Hereinafter, the embodiments will be described in detail with reference to the drawings. Note that the following embodiments do not limit the technical scope of the invention described in the claims. Note that not all combinations of features described in the embodiments are necessary for the invention. Two or more features from among the features described in the embodiments can be combined. Note that the same portions or similar portions in the drawings are denoted by the same reference numerals, and repeated explanation is omitted.

[0057] <First Embodiment>

[0058] Figure 1 is a block diagram of a vehicle V and a control device 1 thereof according to an embodiment of the present invention. In Figure 1 , an outline of the vehicle V is shown by a plan view and a side view. As one example, the vehicle V is a four-wheeled passenger car of a sedan type.

[0059] The vehicle V of the present embodiment is, for example, a hybrid vehicle of a parallel type. In this case, a travel drive portion, i.e., a power plant 50, which outputs a drive force to rotate a drive wheel of the vehicle V, can include an internal combustion engine, a motor, and an automatic transmission. The motor can be used as a drive source to accelerate the vehicle V, and can also be used as a generator (regenerative brake) at the time of deceleration or the like.

[0060] <Control Device>

[0061] Referring to Figure 1The structure of the control device 1 as an on-vehicle device of the vehicle V will be described. The control device 1 includes an ECU group (control unit group) 2. The ECU group 2 includes a plurality of ECUs 20 to 28 configured to be able to communicate with each other. Each ECU includes a processor typified by a CPU, a storage device such as a semiconductor memory, an interface with an external device, and the like. In the storage device, a program executed by the processor, data used by the processor in processing, and the like are stored. Each ECU can also be provided with a plurality of processors, storage devices, and interfaces, and the like. Note that the number of ECUs, the functions to be responsible for, can be appropriately designed, and can be subdivided or integrated as compared with the present embodiment. Note that in the present embodiment, the names of representative functions of the ECUs 20 to 28 are labeled. For example, in the ECU 20, "driving control ECU" is written. Figure 1

[0062] The ECU 20 performs control related to driving assistance including automatic driving of the vehicle V. In automatic driving, driving (acceleration of the vehicle V based on the power device 50, and the like), steering, and braking of the vehicle V are automatically performed without the operation of the driver. In addition, the ECU 20 can perform, for example, travel assistance control such as collision mitigation braking, lane departure suppression, and the like in manual driving. Collision mitigation braking instructs the operation of the brake device 51 to assist in avoiding a collision in a case where the possibility of a collision with an obstacle ahead is high. Lane departure suppression instructs the operation of the electric power steering device 41 to assist in avoiding lane departure in a case where the possibility of the vehicle V departing from a lane is high. In addition, the ECU 20 can perform automatic following control that causes the vehicle V to automatically follow a preceding vehicle in either of automatic driving and manual driving. In the case of automatic driving, all of the acceleration, deceleration, and steering of the vehicle V can also be automatically performed. In the case of manual driving, the acceleration and deceleration of the vehicle V can also be automatically performed.

[0063] The ECU 21 is an environment recognition unit that recognizes the traveling environment of the vehicle V based on the detection results of detection units 31A, 31B, 32A, 32B that detect the surrounding conditions of the vehicle V. In the present embodiment, the detection units 31A, 31B are cameras (hereinafter, sometimes referred to as camera 31A, camera 31B) that capture the front of the vehicle V, and are installed on the in-cabin side of the front window at the front portion of the roof of the vehicle V. By analyzing the image captured by the camera 31A, the outline of an object, the division line (white line, etc.) of the lane on the road can be extracted.

[0064] ​In the case of the present embodiment, the detection unit 32A is a Light Detection and Ranging (hereinafter, sometimes expressed as an optical radar 32A) that detects an object in the surroundings of the vehicle V or measures the distance to the object. In the case of the present embodiment, the optical radar 32A is provided with five, one is provided at each corner portion of the front portion of the vehicle V, one is provided at the center of the rear portion, and one is provided at each side of the rear portion. The detection unit 32B is a millimeter wave radar (hereinafter, sometimes expressed as a radar 32B) that detects an object in the surroundings of the vehicle V or measures the distance to the object. In the case of the present embodiment, the radar 32B is provided with five, one is provided at the center of the front portion of the vehicle V, one is provided at each corner portion of the front portion, and one is provided at each corner portion of the rear portion.

[0065] The ECU 22 is a steering control unit that controls the electric power steering device 41. The electric power steering device 41 includes a mechanism that steers the front wheels in accordance with the steering operation (steering operation) of the driver on the steering wheel ST. The electric power steering device 41 includes a drive unit 41a that includes a motor that exerts a driving force (sometimes referred to as a steering assist torque) for assisting the steering operation or automatically steering the front wheels, a steering angle sensor 41b, a torque sensor 41c that detects the steering torque (referred to as a steering burden torque, distinguished from the steering assist torque) of the driver, and the like. The ECU 22 can also acquire the detection result of the sensor 36 that detects whether the driver is holding the steering wheel ST, and can monitor the holding state of the driver.

[0066] The direction indicator switch levers 51, 52 are provided in the vicinity of the steering wheel ST. By the operation of the direction indicator switch levers 51, 52 by the passenger, the corresponding left and right direction indicators (not shown) can be operated. In the present embodiment, the passenger can instruct the automatic travel route change of the vehicle V by the operation of the direction indicator switch levers 51, 52. As the instruction of the automatic travel route change, for example, the passenger can instruct the lane change to the left lane by the operation of the direction indicator switch lever 51, and can instruct the lane change to the right lane by the operation of the direction indicator switch lever 52. The instruction of the travel route change by the passenger can also be accepted in automatic driving or automatic follow-up control.

[0067] The ECU 23 is a brake control unit that controls the hydraulic device 42. A brake operation by the driver on the brake pedal BP is converted into hydraulic pressure in the brake master cylinder BM and transmitted to the hydraulic device 42. The hydraulic device 42 is an actuator that is capable of controlling the hydraulic pressure of working oil supplied to brake devices (e.g., disc brake devices) 51 provided to the four wheels, respectively, based on the hydraulic pressure transmitted from the brake master cylinder BM, and the ECU 23 performs drive control of a solenoid valve or the like provided to the hydraulic device 42. In addition, the ECU 23 is capable of illuminating the brake lamp 43B at the time of braking. Thus, it is possible to increase the attention to the vehicle V with respect to a following vehicle.

[0068] The ECU 23 and the hydraulic device 42 can constitute an electric servo brake. The ECU 23 is capable of controlling, for example, the distribution of the braking force of the four brake devices 51 and the braking force of the regenerative braking of the motor provided to the power device 50. The ECU 23 is also capable of realizing an ABS function, a traction control, and a posture control function of the vehicle V based on the detection results of the wheel speed sensors 38, a yaw rate sensor (not shown), and a pressure sensor 35 that detects the pressure in the brake master cylinder BM, which are provided to the four wheels, respectively.

[0069] The ECU 24 is a stop maintenance control unit that controls an electric parking brake device (e.g., a drum brake) 52 provided to the rear wheels. The electric parking brake device 52 has a mechanism that locks the rear wheels. The ECU 24 is capable of controlling the locking and the unlocking of the rear wheels by the electric parking brake device 52.

[0070] The ECU 25 is an in-vehicle report control unit that controls an information output device 43A that reports information to the inside of the vehicle. The information output device 43A includes, for example, a head-up display, a display device provided to an instrument panel, or a sound output device. Also, a vibration device can be included. The ECU 25 causes the information output device 43A to output, for example, various information such as a vehicle speed, an outside air temperature, and the like, information such as a route guide, and information related to the state of the vehicle V.

[0071] The ECU 26 has a communication device 26a for inter-vehicle communication. The communication device 26a performs wireless communication with other vehicles in the vicinity and performs information exchange between vehicles.

[0072] The ECU 27 is a drive control unit that controls the power unit 50. In the present embodiment, one ECU 27 is assigned to the power unit 50, but one ECU can also be assigned to the internal combustion engine, the motor, and the automatic transmission, respectively. The ECU 27 controls the output of the internal combustion engine, the motor, or switches the shift stage of the automatic transmission, for example, in correspondence with the driving operation of the driver detected by the operation detection sensor 34a provided to the accelerator pedal AP, the operation detection sensor 34b provided to the brake pedal BP, the vehicle speed, and the like. Note that, in the automatic transmission, a rotation speed sensor 39 that detects the rotation speed of the output shaft of the automatic transmission is provided as a sensor that detects the running state of the vehicle V. The vehicle speed of the vehicle V can be calculated from the detection result of the rotation speed sensor 39.

[0073] The ECU 28 is a position recognition unit that recognizes the current position, the travel route of the vehicle V. The ECU 28 performs control of the gyro sensor 33, the GPS sensor 28b, the communication device 28c, and information processing of the detection result or the communication result. The gyro sensor 33 detects the rotational movement of the vehicle V. The travel route of the vehicle V can be determined from the detection result of the gyro sensor 33 or the like. The GPS sensor 28b detects the current position of the vehicle V. The communication device 28c performs wireless communication with a server that provides map information, traffic information, and acquires these information. High-precision map information can be stored in the database 28a, and the ECU 28 can determine the position of the vehicle V on the lane more highly precisely on the basis of the map information or the like.

[0074] The input device 45 is disposed in the vehicle in a manner that the driver can operate, and accepts the input of instructions, information from the driver.

[0075] <Control Example>

[0076] The driving control mode of the vehicle 1 has an automatic driving mode and a manual driving mode that can be selected by the operation of the passenger. Also, in the automatic driving mode, there is a lane keep assist system (LKAS) mode in which the vehicle 1 is caused to maintain the lane during running. The driver performs an operation to make the LKAS mode ON by the input device 45, and the ECU 20 performs driving control in accordance with the LKAS mode. The main purpose of the present embodiment is to perform collision avoidance processing at the time of obstacle detection during running in the LKAS mode, and thus the description of the manual driving mode is omitted.

[0077] Next, the processing of the ECU 20 during running in the LKAS mode will be described. Figures 2 to 4 The flowchart indicates the processing sequence of the ECU 20 during running in the LKAS mode in the present embodiment.

[0078] In S201, the ECU 20 determines whether there is an operation of the direction indicator switch lever 51 or 52 by the driver. The operation of the direction indicator switch lever 51 or 52 can be considered as an active right turn, left turn, or change to the adjacent lane by the driver, and therefore the ECU 20 makes the process proceed to S207, sets the LLAS mode to OFF, and ends the process (switches to the manual driving mode).

[0079] In the case where there is no operation of the direction indicator switch lever 51 or 52, in S202, the ECU 20 determines whether the distance from the lane boundary line to the vehicle V (in the embodiment, the central position of the two front wheels of the vehicle V) is equal to or less than a threshold value set in advance. In the case where it becomes equal to or less than the threshold value, in S203, the ECU 20 performs an assisting action for warning the driver. For example, the ECU 20 controls the information output device 43A to display a warning message and generate an alarm sound. In addition, it is also possible to notify the warning by vibrating the steering wheel ST by applying force to a non-illustrated driving portion, or the like.

[0080] In S204, the ECU 20 determines whether the vehicle V has crossed the lane boundary line. The threshold value used in this determination of S204 can use a value smaller than the threshold value used in the above-mentioned S202. In the case where it is determined that the vehicle V has crossed the lane boundary line, the ECU 20 makes the process proceed to S207, sets the LKAS mode to OFF, and ends the process.

[0081] In S205, the ECU 20 identifies the dividing line on both sides of the lane in which the vehicle is traveling based on the information from the ECU 21 (cameras 31A, 31B), calculates a trajectory passing through the center thereof as a target trajectory, and updates the target trajectory calculated previously.

[0082] Then, in S206, the offset amount of the calculated target trajectory from the current vehicle V is found. Then, the ECU 20 controls the ECU 22 so that the deviation amount is within an allowable range. The ECU 22 controls the steering under the control of the ECU 20.

[0083] Next, in S208, the ECU 20 determines whether there is a lane adjacent to the lane in which the vehicle is traveling based on the information from the ECU 21 (cameras 31A, 31B). In the case where it is determined that there is an adjacent lane, in S209, the ECU 20 calculates a traveling trajectory in the adjacent lane, and updates the traveling trajectory of the adjacent lane calculated previously (if any).

[0084] In S210, the ECU 20 determines whether there is an obstacle (typically, a person) in front of the lane in which the vehicle is traveling based on the information from the ECU 21 (cameras 31A, 31B). In the case where it is NO, the ECU 20 makes the process return to S201, and repeats the process of S201.

[0085] Here, reference is made to Figure 5 , Figure 6 The specific control processing of the ECU 20 in the LKAS mode will be described.

[0086] Figure 5 is a diagram showing the relationship between the vehicle V and the road while traveling in the LKAS mode. In this diagram, the ECU 20 of the vehicle V detects the boundary lines 201, 202 of the lane based on the images from the cameras 31A, 31B supplied from the ECU 21. Then, the ECU 20 sequentially performs calculation and update of the trajectory through the center of the boundary lines 201, 202 as the target trajectory 210 (S205). Then, the ECU 20 performs control to move the vehicle V on this target trajectory 210 (S206). For example, the vehicle V maintains the status quo while traveling within a predetermined allowable range centered on the target trajectory 210. In addition, in the case where the vehicle V exceeds the allowable range and deviates to the right side, for example, the ECU 20 controls the ECU 22 to control the steering corresponding to the amount of deviation and the vehicle speed, thereby maintaining travel along the target trajectory 210.

[0087] In addition, in the travel in the LKAS mode, in the case where the driver operates the direction indicator lever 51 or 52 or performs an operation to close the LKAS mode via the input device 45, the ECU 20 shifts from the LKAS mode to the manual driving mode. In addition, in the case where the driver does not operate the direction indicator lever 51 or 52 but operates the steering wheel ST, for example, as shown in Figure 6 , the vehicle V exceeds the allowable range and approaches the boundary line 202, the ECU 20 issues a warning to the driver via the notification unit of sound, display, vibration, etc. (S203), and controls the ECU 22 to guide to within the allowable range. Also, in the case where the driver performs an operation to exceed the boundary line 202 without the operation of the direction indicator lever against this guidance, the shift from the LKAS mode to the manual driving mode is performed.

[0088] The above is the basic control processing of the ECU 20 in the LKAS mode. One feature of the processing performed by the ECU 20 in the present embodiment is that, in the control in the LKAS mode described above, the processing of S208, S209 is performed. Reference will be made again to Figure 5 for description.

[0089] ECU 20, during control of travel of vehicle V along target trajectory 210 in the LKAS mode, in a case where a boundary line 203 outside the lane in which the vehicle is traveling can be detected, determines that there is an adjacent lane (S208: YES), and performs calculation, update of a travel trajectory 211 that passes through the center of the adjacent lane sandwiched by boundary lines 202 and 203 in this case. Also, ECU 20 uses this travel trajectory 211 in order to avoid collision at the time of obstacle (person, etc.) detection. Hereinafter, the processing of ECU 20 at the time of obstacle detection will be described.

[0090] Figure 3 The flowchart of S210 of FIG. 7 represents the processing of ECU 20 in a case where an obstacle in travel in the LKAS mode is detected (the determination of S210 of FIG. 7 is YES). Figure 2

[0091] In S301, ECU 20 starts the collision avoidance assistance processing that is mainly brake control. As a result, collision avoidance processing based on deceleration or stop processing is started as necessary in the lane in which the vehicle is traveling. Note that the processing described later is performed in parallel with this collision avoidance assistance processing.

[0092] In S302, ECU 20 determines whether or not an adjacent lane has been detected. Then, in S303, ECU 20 determines whether or not guidance to trajectory 211 of the adjacent lane is performed. In the embodiment, based on the travel speed of vehicle V, the position and distance between vehicle V and the obstacle in the lane in which the vehicle is traveling, a probability value of avoiding collision with the obstacle is calculated only by braking and steering control in the lane in which the vehicle is currently traveling. Also, in a case where the calculated probability value is below a predetermined threshold value (in a case where the probability of collision on the current lane is high), it is determined that guidance to the adjacent lane is performed.

[0093] In addition, in a case where it is determined that guidance to the adjacent lane is performed, ECU 20 causes the processing to proceed to S304. In this S304, ECU 20 calculates a trajectory (hereinafter, referred to as a transfer trajectory) to which the adjacent lane is connected based on the positional relationship between the current vehicle V and the obstacle, the travel speed of the vehicle.

[0094] Figure 7 The line segment 700 is the transfer trajectory calculated in this S304. This transfer trajectory 700 is a curve that avoids the obstacle and is gentle with respect to both target trajectory 210 of the current lane in which the vehicle is traveling and trajectory 211 of the adjacent lane. In addition, a range sandwiched by allowable range trajectories 701, 702 that represents a range of a predetermined distance from transfer trajectory 700 is an allowable range of transfer trajectory 700.

[0095] ​In S305, the ECU 20 controls the ECU 25 to guide in such a manner that the vehicle V travels along the shift trajectory 700 (or within the allowable range of the shift trajectory). The guidance here includes a steering assist process that makes it a direction to travel along the shift trajectory 700, and, in the embodiment, includes a process of emphasizing display of a symbol such as ">>" that intuitively urges movement to the right lane on the screen (for example, display in red color with flickering), and a process of generating a warning sound for alerting.

[0096] Here, the process of S305 is described in more detail.

[0097] The travel of the vehicle V that is being guided is Figure 7 The shift trajectory 700 in the embodiment is any one of the left side of the allowable range trajectory 701, the allowable range trajectory 701, the space between the allowable range trajectories 701 and 702, and the right side of the allowable range trajectory 702. The ECU 20 of the embodiment determines that the amount of operation of the steering wheel ST by the driver for avoiding collision with the obstacle 500 is insufficient in the case where it is determined that the vehicle V travels on the left side of the allowable range trajectory 701 of the shift trajectory 700, calculates a steering amount that makes up for the insufficient amount, and performs steering control in accordance with the steering amount to guide in such a manner that the vehicle V enters the adjacent lane.

[0098] On the other hand, the ECU 20 of the embodiment determines that the amount of operation of the steering wheel ST by the driver for avoiding collision with the obstacle 500 is excessive in the case where the vehicle V travels on the right side of the allowable range trajectory 702 of the shift trajectory 700. The angle of entry into the adjacent lane becomes excessively large, and depending on the vehicle speed, the vehicle can reach the boundary line 203 of the adjacent lane. When any object such as a wall exists in the boundary line 203, there is a possibility of secondary collision with the object existing in the vicinity of the boundary line 203. Therefore, in the embodiment, in the case where the vehicle V travels on the right side of the allowable range trajectory 702 of the shift trajectory 700 due to excessive operation of the steering wheel ST by the driver, steering control is performed in such a manner that the angle of entry into the adjacent lane is reduced.

[0099] Then, in S306, the ECU 20 determines whether or not the vehicle V has entered the adjacent lane by passing the boundary line 202. Note that the determination of entry into the adjacent lane is a determination of whether or not a predetermined position (for example, the front wheel on one side, the front corner position of the vehicle, or the like) of the vehicle V has reached the boundary line of the adjacent lane.

[0100] When the entry into the adjacent lane is detected, in S307, the ECU 20 determines that the driver has approved the guidance into the adjacent lane, and controls the ECU 25 to notify the driver of the intention to start the process of switching to the lane. For example, a message indicating that the shift to the driving on the adjacent lane is in progress is displayed. Alternatively, or in addition to the display of the message, a sound output is made to the effect that the authentication of the movement into the adjacent lane is confirmed. Then, in S308, the ECU 20 sets the trajectory 211 calculated in the latest S209 as a new object trajectory, while maintaining the LKAS mode in the on state.

[0101] In addition, even after the entry into the adjacent lane, the vehicle V at that time does not necessarily travel along the shift trajectory 700. Rather, at this stage, the driver can excessively operate the steering wheel ST upon finding an obstacle. In the case where the steering wheel ST is excessively operated, depending on the speed at that time, as shown by the reference numeral 710, the movement to the boundary line 203 can occur. In the case where an obstacle occasionally exists at this position of the boundary line 203, a secondary collision can occur. Figure 7

[0102] In this regard, in the present embodiment, a stronger steering assist control is started in S309 during the period until the normal driving state along the trajectory 211 is achieved. Then, the assist process of S309 is continued until it is determined in S310 that the stable driving along the driving trajectory 211 is being performed.

[0103] Hereinafter, the assist process of S309 is described.

[0104] In the case where the vehicle V travels along the shift trajectory 700, the driving state is maintained. The driving along the shift trajectory 700 in this case means the driving in which the following conditions are simultaneously satisfied. First, the driving in the range sandwiched by the allowable range trajectories 701, 702 of the shift trajectory 700. The second is that the angle between the tangent direction at the point in the shift trajectory 700 corresponding to the position of the vehicle V on the coordinate axis orthogonal to the trajectory 211 and the driving direction of the vehicle V is below a threshold value set in advance.

[0105] In the case where at least one of the above conditions is not satisfied, the ECU 20 in the embodiment determines that the driving along the shift trajectory 700 is unreasonable. For example, the case where the driver excessively operates the steering wheel ST. In this case, instead of performing the driving control on the shift trajectory 700, the steering assist process for smoothly shifting to the trajectory 211 without reaching the boundary line 203 is switched. The steering assist process in this case is described with reference to (a), (b) in FIG. 7. Figure 8 ​​

[0106] Figure 8 (a) shows a state in which the driver excessively turns the steering wheel ST and the vehicle V enters the adjacent lane. In the drawing, reference numeral 800 denotes the center position of the two front wheels, and the line segment of reference numeral 801 denotes the traveling direction of the vehicle V. Also, θ and d are defined as follows.

[0107] θ denotes the angle of the traveling direction 801 of the vehicle V with respect to the extension line of the trajectory 211. d denotes the distance between the vehicle V and the extension line of the trajectory 211. Here, the distance d is defined such that it has a positive value on the left side of the trajectory 211 and a negative value on the right side, with the origin on the trajectory 211. Also, although not shown, the vehicle speed of the vehicle V is defined as v.

[0108] In this case, it is known that the possibility of the vehicle V moving to the position of the boundary line 203 becomes higher as the vehicle speed v becomes larger, as the distance d becomes smaller (the absolute value of the negative value becomes larger), and as the angle θ becomes larger (up to 90 degrees). For example, even if the vehicle speed v is the same, the possibility of the vehicle V moving to the position of the boundary line 203 becomes higher as the angle θ becomes larger. Figure 8 (b) is higher than that of the case of (a) in Figure 8 (b) is higher than that of the case of (a) in Figure 8 (b) is higher than that of the case of (a) in Figure 8 (b). That is, the control amount at which the vehicle V is not located on the boundary line 203 can be found by using the three parameters θ, d, and v as arguments of a function f(θ, d, v).

[0109] Figure 4 is a flowchart showing the details of the assist process of S309 of Figure 3 Hereinafter, the processing of the ECU 20 will be described with reference to this drawing.

[0110] In S401, the ECU 20 determines whether or not the vehicle V is traveling along the transition trajectory 700. The determination condition for determining whether or not the vehicle V is traveling along the transition trajectory 700 is as described above. In the case where the determination of this S401 is "Yes", the ECU 20 does not perform the processing shown below, and the processing proceeds to S310 of Figure 3 .

[0111] In the case where the determination of S401 is "No", that is, in the case where the vehicle V is not traveling along the transition trajectory 700, the ECU 20 causes the processing to proceed to S402.

[0112] In this S402, the ECU 20 acquires the vehicle speed v via the ECU 27, and calculates the angle θ of the vehicle V with respect to the target trajectory 211, and the distance d between the target trajectory 211 and the vehicle V, on the basis of the information of the ECU 21 and the like.

[0113] Next, in S403, ECU20 calculates the steering control quantity to avoid reaching the boundary line 203 based on functions prepared in advance from these vehicle speeds v, angles θ, and distances d. Furthermore, if a lookup table with v, θ, and d as inputs is used instead of calculating the control quantity, the computation time can be ignored.

[0114] Then, in S404, ECU20 controls ECU22 to make it the calculated steering amount.

[0115] The above is a detailed description of the S309 process. Figure 3 The termination determination of the auxiliary processing in S310 is set to the case where the following two conditions 1 and 2 are met simultaneously.

[0116] Condition 1: Distance d is within the allowable range when driving on the track in LKAS mode.

[0117] Condition 2: Angle θ is below the threshold.

[0118] It should be noted that, according to the above explanation, if the driver performs an operation to deviate from the permissible range of the transfer trajectory 700 (the range enclosed by reference numerals 701 and 702) while the vehicle V is traveling within that permissible range, S401 determines "yes." That is, ECU 20 switches the target from the transfer trajectory 700 to the driving trajectory 211. However, if the driver performs an operation to approach the boundary of the permissible range while the vehicle is traveling within the permissible range of the transfer trajectory 700 (the range enclosed by reference numerals 701 and 702), steering control can also be performed to return the vehicle to the transfer trajectory 700.

[0119] In addition, in the above Figure 4 The description states that when vehicle V enters an adjacent lane and its current driving position deviates from the transfer trajectory, ECU20 performs steering control using θ, v, and d as parameters. However, for example, in... Figure 8 In state (a), if an obstacle 850 is present in the direction of travel, the ECU 20 can calculate a collision avoidance trajectory to avoid a secondary collision. Based on this calculated trajectory, it may, for example, issue a notification to urge the steering wheel ST to turn left. Upon receiving this notification, if the driver performs the operation to turn the steering wheel ST to the left, the ECU 20 can also set the notification to be approved and begin auxiliary processing of steering control based on the direction of steering wheel ST's operation. Alternatively, if a collision avoidance trajectory for obstacle 850 cannot be calculated, braking control can be performed.

[0120] Figure 9The reference numeral 900 indicates a movement locus of the vehicle V until becoming the travel along the locus 211 in the case where the driver excessively operates the steering wheel ST in order to avoid the obstacle. The drawing shows a case where the travel locus at the time of the operation of the steering wheel ST by the driver deviates from the initial shift locus 700. As shown in the drawing, even if the system prepares and operates the steering wheel ST so as to deviate from the shift locus 700 at the time of the discovery of the obstacle, according to the embodiment, it is possible to perform the steering control which does not reach the boundary line 203 and smoothly shifts to the locus 211.

[0121] In summary, in the travel along the target locus 210 in the LKAS mode, in the case where the obstacle 500 appears in the travel direction, in the embodiment, it is determined whether to retreat to the adjacent lane. And, in the case where it is determined that the switching to the adjacent lane is desired, the driver is prompted to travel along the shift locus 700. And, in the case where the driver actually performs the operation of entering the adjacent lane, the ECU 20 determines that the driver agrees to the switching assistance to the adjacent lane, and performs the switching to the travel locus 211 in the state where the opening of the LKAS mode is maintained. In the embodiment, it is possible to know that the system is performing the safe processing for avoiding the collision, and it is possible to obtain the sense of security. Also, even if the steering wheel is excessively operated in order to avoid the collision with the obstacle, in the initial stage after entering the adjacent lane, it is possible to perform the steering control which is stronger than the LKAS, it is possible to suppress the travel from the lane, and it is also possible to suppress the possibility of the secondary collision.

[0122] <Other Embodiments>

[0123] In the above-described embodiment, the description is made with the travel in the LKAS mode as the opening state as the condition. Generally, in the travel in the LKAS mode as the opening state, in the case where the adjacent lane is moved to without the operation of the direction indicator wheel (in the case where the lane change is performed), the LKAS mode becomes the closing. However, according to the above-described embodiment, it has the advantage that, in the case where the vehicle enters the adjacent lane in order to avoid the collision with the obstacle, it is possible to maintain the opening of the LKAS mode in the adjacent lane without the special operation. However, if the LKAS can not be maintained before and after the switching of the travel lane, the processing involved in the avoidance of the collision with the obstacle described in the above-described embodiment can also exclude the case where the travel in the LKAS mode as the opening state from the condition. In this case, it is possible to determine that the steering control to the adjacent lane is approved by the driver as long as the value indicating the probability of the avoidance of the collision with the obstacle is smaller than the threshold value, and there is the entry to the adjacent lane in the steering of the steering wheel ST by the driver (regardless of the LKAS mode).

[0124] Further, as the travel trajectory at the time of completion of the shift to the adjacent lane, a trajectory 211 passing through the center of the adjacent lane is set, but in the case where the LKAS mode is not required, the trajectory after the completion of the shift is not particularly limited as long as it is a trajectory that can avoid collision with the original obstacle.

[0125] Further, in the above embodiment, the case where there is no other vehicle that is currently traveling on the adjacent lane is explained, but in the case where there is some object on the adjacent lane, in the case where it is estimated that the distance between the object and the vehicle V is below the predetermined distance, the guidance to the adjacent lane can also be not performed.

[0126] Specifically, for example, in the case where the adjacent lane is the overtaking lane, in the case where Figure 3 a step of determining whether or not there is another vehicle that is currently traveling within a predetermined distance behind the host vehicle in the overtaking lane (which can be detected by the radar 32B) is provided after S303. Then, in the case where the result of the determination indicates that there is not, S304 is entered. Further, in the case where the adjacent lane is the oncoming lane, in the case where Figure 3 a step of determining whether or not there is another vehicle that has come from the front within a predetermined distance (which can be detected by the camera 32A) is provided after S303. Then, in the case where the result of the determination indicates that there is not, S304 is entered. Also, in the case where the adjacent lane is either one of the overtaking lane and the oncoming lane, in the case where safe travel is performed, the above two determinations can be continuously provided immediately after S303. Then, in the case where there is not any result of the determination, S304 is entered.

[0127] Note that the determination of whether it is the overtaking lane or the oncoming lane can be determined based on information from the ECU 28 (the current position of the vehicle V and information of the navigation system).

[0128] Further, in the above embodiment, the case where the brake control is performed in S301 when the obstacle is found is explained, but the brake control can also be performed in the case where it is determined that the adjacent lane is not to be avoided, in the case where "No" is determined in S302 or "No" is determined in S303.

[0129] Further, in the embodiment, the object that is used in order to avoid collision with the obstacle is set to the adjacent lane, but it is not limited thereto. For example, it can also be some kind of empty space such as a shoulder.

[0130] <Summary of Embodiment>

[0131] The above embodiment discloses at least the following embodiments.

[0132] 1. The above-described embodiment,

[0133] A vehicle control device that controls a vehicle includes:

[0134] a first detection unit that detects a lane-out region outside a lane in which the vehicle is traveling;

[0135] a second detection unit that detects an obstacle;

[0136] a guidance unit that starts guidance to the lane-out region when the lane-out region is detected by the first detection unit and the obstacle is detected by the second detection unit; and

[0137] a steering control unit that determines oversteering or understeering of avoidance steering of the driver corresponding to the guidance of the guidance unit to avoid collision with the obstacle and performs steering assistance based on the degree of the oversteering or understeering.

[0138] According to this embodiment, collision with the obstacle using the lane-out region can be avoided, and stable travel in the lane-out region can be expected. The execution of the above-described steering control is control that assists steering.

[0139] 2. In the above-described embodiment,

[0140] the guidance unit calculates a value indicating a probability of avoiding collision with the obstacle when the vehicle is traveling in the lane, and starts guidance to the lane-out region when the value becomes a predetermined value or less.

[0141] As a result, the driver can know that collision with the obstacle can be avoided by performing steering operation in accordance with the guidance, and can be given a sense of security.

[0142] 3. In the above-described embodiment,

[0143] the guidance unit calculates a trajectory into the lane-out region for avoiding collision with the obstacle,

[0144] the guidance unit determines oversteering or understeering of the avoidance steering based on the position of the vehicle with respect to the trajectory.

[0145] According to this embodiment, oversteering or understeering of the avoidance steering can be determined with high precision.

[0146] 4. In the above-described embodiment,

[0147] the steering control unit performs steering assistance for avoiding collision with the obstacle when it is determined that the steering operation of the driver is insufficient.

[0148] According to this embodiment, collision avoidance with the obstacle can be further improved.

[0149] 5. The method according to any one of the above embodiments,

[0150] The steering control unit determines that the steering operation of the driver is too large when it is predicted that the boundary of the off-lane region will be reached.

[0151] According to this embodiment, steering control can be performed at an earlier stage assuming that there is an object such as a wall at the boundary of the off-lane region.

[0152] 6. The method according to any one of the above embodiments,

[0153] The vehicle control device further has a brake control unit that performs brake control for avoiding collision with the obstacle when the guidance by the guidance unit is started.

[0154] According to this embodiment, collision avoidance can also be performed by the use of brake control processing.

[0155] 7. The method according to any one of the above embodiments,

[0156] The vehicle control device further has a brake control unit that performs in-lane brake control when the driver does not approve of entry into the off-lane region after the notification or guidance to the off-lane region is performed after the obstacle is detected.

[0157] According to this embodiment, collision avoidance based on brake control can be performed even if in-lane travel is continued.

[0158] 8. The method according to any one of the above embodiments,

[0159] The guidance unit restricts guidance to the off-lane region when it is predicted that the vehicle will come into contact with another object in the off-lane region if the vehicle travels into the off-lane region after the obstacle is detected. For example, the guidance unit does not perform guidance to the off-lane region when it is predicted that the vehicle will come into contact with another object in the off-lane region if the vehicle travels into the off-lane region after the obstacle is detected.

[0160] According to this embodiment, collision with another object in the off-lane region can be prevented.

[0161] 9. The method according to any one of the above embodiments,

[0162] The guidance unit includes a notification unit that notifies the driver of a symbol indicating the direction of the steering operation and a warning sound during the guidance to the outside-of-lane region.

[0163] According to this embodiment, the driver can be prompted to perform the steering operation to the outside-of-lane region.

[0164] 10. The vehicle control device according to any one of the above embodiments,

[0165] The vehicle (V) equipped with the vehicle control device having any one of the structures of the above 1 to 9 can have the effects described in the above 1 to 9.

[0166] 11. The vehicle control device according to any one of the above embodiments,

[0167] A control method of a vehicle control device that controls a vehicle includes the steps of:

[0168] a first detection step of detecting an outside-of-lane region outside a lane in which the vehicle is traveling;

[0169] a second detection step of detecting an obstacle;

[0170] a guidance step of starting guidance to the outside-of-lane region when the outside-of-lane region is detected in the first detection step and the obstacle is detected in the second detection step; and

[0171] a steering control step of determining excess or deficiency of an evasive steering of the driver corresponding to the guidance of the guidance step to avoid collision with the obstacle and performing steering assistance based on the degree of the excess or deficiency.

[0172] According to this embodiment, collision with the obstacle using the outside-of-lane region can be avoided, and stable travel in the outside-of-lane region can be expected.

[0173] 12. The vehicle control device according to any one of the above embodiments,

[0174] A program for a processor in a vehicle control device that controls a vehicle to read and execute causes the processor to execute the steps of:

[0175] a first detection step of detecting an outside-of-lane region outside a lane in which the vehicle is traveling;

[0176] a second detection step of detecting an obstacle;

[0177] a guiding step in which guiding to the off-lane region is started in a case where the off-lane region is detected in the first detecting step and the obstacle is detected in the second detecting step; and

[0178] a steering control step in which oversteering or understeering of evasive steering of the driver for avoiding collision with the obstacle corresponding to the guiding of the guiding step is determined, and steering assist is performed based on the degree of the oversteering or understeering.

[0179] According to this embodiment, by making the program that performs these steps an execution target of a processor (ECU or the like) of a vehicle control device, collision with an obstacle using an off-lane region can be avoided, and stable travel in an off-lane region can be expected.

[0180] The above describes an embodiment of the application, but the application is not limited to the above-described embodiment, and various modifications and changes can be made within the scope of the gist of the application.

Claims

1. A vehicle control device that controls a vehicle. Its features are, The vehicle control device includes: The first detection unit detects the area outside the lane on the outside of the lane in motion; The second detection unit detects obstacles; The guidance unit begins to guide the object towards the area outside the lane when the first detection unit detects an area outside the lane and the second detection unit detects an obstacle. as well as The steering control unit determines whether the driver's evasive steering, corresponding to the guidance of the guidance unit, is excessive or insufficient to avoid a collision with the obstacle, and provides steering assistance based on the degree of excessive or insufficient steering. When the steering control unit predicts that it will reach the boundary of the outer lane area, it calculates the control amount for excessive steering operation by the driver based on the angle between the vehicle's direction of travel and the trajectory in the outer lane area, the distance between the vehicle and the trajectory in the outer lane area, and the vehicle's speed.

2. The vehicle control device according to claim 1, characterized in that, When the guidance unit is traveling in a lane, it calculates a value representing the probability of avoiding a collision with the obstacle. If the value falls below a predetermined value, it begins guiding the vehicle to the area outside the lane.

3. The vehicle control device according to claim 1, characterized in that, The guidance unit calculates a trajectory for entering the area outside the lane to avoid collision with the obstacle. The guidance unit determines whether the evasive steering is excessive or insufficient based on the vehicle's position relative to the trajectory.

4. The vehicle control device according to claim 1, characterized in that, When the steering control unit determines that the driver's steering operation is insufficient, it provides steering assistance to avoid collisions with the obstacle.

5. The vehicle control device according to claim 1, characterized in that, The vehicle control device also includes a braking control unit that performs braking control to avoid collisions with obstacles when the guidance unit begins to guide the vehicle.

6. The vehicle control device according to claim 1, characterized in that, The vehicle control device also includes a braking control unit that, upon detecting the obstacle, performs lane braking control if the driver does not approve entry into the lane-outside area after notification or guidance to the lane-outside area.

7. The vehicle control device according to claim 1, characterized in that, Upon detecting the obstacle, the guidance unit restricts guidance to the outside lane area if it predicts that the vehicle will come into contact with other objects in the outside lane area while driving in the outside lane area.

8. The vehicle control device according to claim 1, characterized in that, The guidance unit includes a notification unit that, during guidance to the area outside the lane, notifies the driver by displaying a symbol indicating the direction of the steering operation and by issuing a warning sound.

9. A vehicle having a vehicle control device, Its features are, The vehicle control device includes: The first detection unit detects the area outside the lane on the outside of the lane in motion; The second detection unit detects obstacles; The guidance unit begins to guide the object towards the area outside the lane when the first detection unit detects an area outside the lane and the second detection unit detects an obstacle. as well as The steering control unit determines whether the driver's evasive steering, corresponding to the guidance of the guidance unit, is excessive or insufficient to avoid a collision with the obstacle, and provides steering assistance based on the degree of excessive or insufficient steering. When the steering control unit predicts that it will reach the boundary of the outer lane area, it calculates the control amount for excessive steering operation by the driver based on the angle between the vehicle's direction of travel and the trajectory in the outer lane area, the distance between the vehicle and the trajectory in the outer lane area, and the vehicle's speed.

10. A control method for a vehicle control device, the vehicle control device controlling a vehicle, Its features are, The control method of the vehicle control device includes: The first detection step involves detecting the outer lane area of ​​the lane in motion. The second detection step involves detecting obstacles. A guidance step, wherein if an area outside the lane is detected in the first detection step and an obstacle is detected in the second detection step, guidance towards the area outside the lane begins; and The steering control step involves determining whether the driver's evasive steering to avoid a collision with the obstacle is excessive or insufficient, corresponding to the guidance given in the guidance step, and providing steering assistance based on the degree of excessive or insufficient steering. In the steering control step, if it is predicted that the vehicle will reach the boundary of the outer lane area, the control amount for excessive steering operation by the driver is calculated based on the angle between the vehicle's direction of travel and the trajectory in the outer lane area, the distance between the vehicle and the trajectory in the outer lane area, and the vehicle's speed.

11. A storage medium storing a program for a processor in a vehicle control unit to read and execute, for use in controlling a vehicle. Its features are, The program causes the processor to perform the following steps: The first detection step involves detecting the outer lane area of ​​the lane in motion. The second detection step involves detecting obstacles. A guidance step, in which guidance begins when an area outside the lane is detected in the first detection step and an obstacle is detected in the second detection step; as well as The steering control step involves determining whether the driver's evasive steering to avoid a collision with the obstacle is excessive or insufficient, corresponding to the guidance given in the guidance step, and providing steering assistance based on the degree of excessive or insufficient steering. In the steering control step, if it is predicted that the vehicle will reach the boundary of the outer lane area, the control amount for excessive steering operation by the driver is calculated based on the angle between the vehicle's direction of travel and the trajectory in the outer lane area, the distance between the vehicle and the trajectory in the outer lane area, and the vehicle's speed.

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