Vehicle control device, vehicle control method, and storage medium

Abstract

The present invention provides a vehicle control device, a vehicle control method, and a storage medium, and provides a technique for appropriately assisting steering in a case where a collision is avoided only by braking control. The vehicle control device controls the steering and braking of the vehicle, determines whether the vehicle will collide with an object based on the prediction of the movement of the object detected on the road and the prediction of the driving trajectory of the vehicle, and in a case where it is determined that a collision will occur, determines whether it is possible to avoid the collision by braking without steering. In a case where it is determined that the collision can be avoided by braking, the braking control for avoiding the collision is executed, and the steering is assisted so that the vehicle stays within the lane in which it is traveling.

Description

Technical Field

[0001] The present invention relates to a vehicle control device, a vehicle control method, and a storage medium. Background Art

[0002] Generally, as a driving assistance technology for avoiding collisions with objects that appear on a driving road during vehicle driving, a Collision Mitigation Brake System (CMBS) is known. According to CMBS, based on the position and distance of an object recognized by a camera, the braking of the vehicle is controlled to stop the vehicle before contacting the object. In addition, a technology such as AES (Automatic Emergency Steering) for performing steering assistance to avoid collisions between a vehicle and an object that appears on a driving road is known.

[0003] The following technology is described in Patent Document 1: When the distance between the vehicle and the avoidance object is equal to or greater than the stoppable distance, a collision is avoided by a braking operation. When the distance between the vehicle and the avoidance object is shorter than the stoppable distance and equal to or greater than the steerable avoidance distance, a collision is avoided by steering avoidance.

[0004] Prior Art Documents

[0005] Patent Documents

[0006] Patent Document 1: Japanese Unexamined Patent Application Publication No. 2018-095122 Summary of the Invention

[0007] Problems to be Solved by the Invention

[0008] As described in Patent Document 1, generally, if a collision can be avoided by CMBS, collision avoidance by performing only braking control based on CMBS is executed. When it is determined that a collision cannot be avoided only by CMBS, steering assistance based on AES is executed. During the period of avoiding a collision only by braking control based on CMBS, no steering assistance is performed. However, during the period when the vehicle control system determines that a collision can be avoided by CMBS and performs braking control, the user may also reflexively operate the steering wheel. Due to such unnecessary steering wheel operations, it is possible to go beyond the opposite lane.

[0009] The present invention provides a technology for performing appropriate steering assistance when a collision is avoided only by braking control.

[0010] Means for Solving the Problems

[0011] According to one aspect of the present invention, there is provided a vehicle control device that controls the steering and braking of a vehicle, wherein,

[0012] The vehicle control device includes:

[0013] A first determination unit that determines whether the vehicle will collide with the object based on a prediction of the movement of the object detected on the road and a prediction of the driving trajectory of the vehicle;

[0014] A second determination unit that, when it is determined by the first determination unit that the collision will occur, determines whether the collision can be avoided by braking without steering; and

[0015] An assistance unit that, when it is determined by the second determination unit that the collision can be avoided by braking, executes braking control for avoiding the collision and assists the steering to keep the vehicle within the driving lane.

[0016] In addition, according to another aspect of the present invention, there is provided a vehicle control method that controls the steering and braking of a vehicle, wherein,

[0017] The vehicle control method includes:

[0018] A first determination step in which it is determined whether the vehicle will collide with the object based on a prediction of the movement of the object detected on the road and a prediction of the driving trajectory of the vehicle;

[0019] A second determination step in which, when it is determined by the first determination step that the collision will occur, it is determined whether the collision can be avoided by braking without steering; and

[0020] An assistance step in which, when it is determined by the second determination step that the collision can be avoided by braking, braking control for avoiding the collision is executed and the steering is assisted to keep the vehicle within the driving lane.

[0021] In addition, according to another aspect of the present invention, there is provided a storage medium that stores a program for causing a computer to execute a vehicle control method that controls the steering and braking of a vehicle, wherein,

[0022] The vehicle control method includes:

[0023] The first determination step, in which, based on the prediction of the movement of an object detected on the road and the prediction of the driving trajectory of the vehicle, it is determined whether the vehicle will collide with the object;

[0024] The second determination step, in the case where it is determined in the first determination step that the collision will occur, in this second determination step, it is determined whether the collision can be avoided by braking without steering; and

[0025] The assistance step, in the case where it is determined in the second determination step that the collision can be avoided by braking, in this assistance step, braking control for avoiding the collision is executed, and steering is assisted so that the vehicle stays within the lane in which it is traveling.

[0026] Advantages of the Invention

[0027] According to the present invention, appropriate steering assistance can also be performed even when avoiding a collision only by braking control, improving safety during collision avoidance. Brief Description of the Drawings

[0028] Figure 1 is a block diagram of a vehicle and a control device according to an embodiment.

[0029] Figure 2 is a flowchart showing collision avoidance control based on an embodiment.

[0030] Figure 3 is a flowchart showing control of a collision avoidance operation and steering assistance based on CMBS.

[0031] Figure 4 is a flowchart showing control of a collision avoidance operation and steering assistance based on emergency steering within a lane.

[0032] Figure 5A is a flowchart showing control of a collision avoidance operation and steering assistance based on emergency steering that allows deviation outside the lane.

[0033] Figure 5B is a flowchart showing control of steering correction during emergency steering that allows deviation outside the lane.

[0034] Figure 6 In (a) to (c) is a diagram for explaining the calculation results of collision avoidance operations based on CMBS, AES-L, and AES-F.

[0035] Figure 7 In (a) to (c) is a diagram showing control examples of a collision avoidance operation and steering assistance based on CMBS.

[0036] Figure 8 Figures (a) to (b) in [reference number] are diagrams showing control examples of collision avoidance actions and steering assistance based on AES-L.

[0037] Figure 9 Figures (a) to (b) in [reference number] are diagrams showing control examples of collision avoidance actions and steering assistance based on AES-F.

[0038] Figure 10 Figures (a) to (b) in [reference number] are diagrams showing control examples of steering assistance in the case of a large steering amount in the collision avoidance action based on AES-F.

[0039] Explanation of Reference Numerals

[0040] V: Vehicle; 1: Control device; 20: ECU. Detailed Description of the Embodiment

[0041] Hereinafter, the embodiment will be described in detail with reference to the drawings. It should be noted that the following embodiment does not limit the invention related to the technical solution. In addition, the combination of the features described in the embodiment is not necessarily all essential for the invention. Any two or more of the features described in the embodiment can be arbitrarily combined. In addition, the same or identical components are denoted by the same reference numerals, and duplicate descriptions are omitted.

[0042] <First Embodiment>

[0043] Figure 1 is a block diagram of the vehicle V and its control device 1 according to an embodiment of the present invention. The control device 1 performs various vehicle controls in the vehicle V as a vehicle control device. In Figure 1 the vehicle V is schematically shown in a top view and a side view. As an example, the vehicle V is a four-wheel passenger car of a sedan type.

[0044] The vehicle V of the present embodiment is, for example, a parallel hybrid vehicle. In this case, the power unit 50 as a running drive unit that outputs a driving force for rotating the drive wheels of the vehicle V may include an internal combustion engine, a motor, and an automatic transmission. The motor can be used as a drive source for accelerating the vehicle V, and can also be used as a generator during deceleration, etc. (regenerative braking).

[0045] <Control Device>

[0046] Refer to Figure 1The configuration of the control device 1 as an in-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 represented by a CPU, a storage device such as a semiconductor memory, and an interface with external devices. Programs executed by the processor, data used by the processor in processing, etc. are stored in the storage device. Each ECU may also have a plurality of processors, storage devices, interfaces, etc. It should be noted that the number of ECUs and the functions they are responsible for can be appropriately designed, and can be more refined or integrated than in this embodiment. It should be noted that in Figure 1 the names of the representative functions of the ECUs 20 to 28 are marked. For example, the ECU 20 is described as "driving control ECU". In addition, the ECUs 20 to 28 may each have one or more processors and implement various operations by executing a predetermined program, or may implement various operations through dedicated hardware.

[0047] The ECU 20 executes control related to driving assistance including the autonomous driving of the vehicle V. In autonomous driving, the vehicle V is automatically driven (such as acceleration of the vehicle V based on the power unit 50), steered, and braked without the operation of the driver. In addition, the ECU 20 can execute driving assistance controls such as collision mitigation braking and lane departure suppression in manual driving. As collision mitigation braking, when the possibility of collision with an obstacle ahead becomes high, the braking device 53 is instructed to operate to assist in avoiding the collision. As lane departure suppression, when the possibility of the vehicle V deviating from the lane becomes high, the electric power steering device 41 is instructed to operate to assist in avoiding lane departure. In addition, the ECU 20 can execute an automatic following control to make the vehicle V automatically follow the vehicle ahead in either autonomous driving or manual driving. In the case of autonomous driving, the acceleration, deceleration, and steering of the vehicle V can all be automatically performed. In the case of manual driving, the acceleration and deceleration of the vehicle V can also be automatically performed.

[0048] The ECU 21 is an environment recognition unit that recognizes the driving environment of the vehicle V based on the detection results of the detection units 31A, 31B, 32A, and 32B that detect the surrounding conditions of the vehicle V. In the case of this embodiment, the detection units 31A and 31B are cameras that photograph the front of the vehicle V (hereinafter, sometimes referred to as cameras 31A and 31B), and are installed inside the vehicle compartment of the front window at the front of the roof of the vehicle V. By analyzing the images captured by the camera 31A, the outline of the target object and the lane dividing lines (white lines, etc.) on the road can be extracted.

[0049] In the case of the present embodiment, the detection unit 32A is a Light Detection and Ranging (hereinafter sometimes referred to as lidar 32A), which detects an object around the vehicle V or measures the distance to the object. In the case of the present embodiment, five lidars 32A are provided, one at each corner of the front part of the vehicle V, one at the center of the rear part, and one at each side of the rear part. The detection unit 32B is a millimeter-wave radar (hereinafter sometimes referred to as radar 32B), which detects an object around the vehicle V or measures the distance to the object. In the case of the present embodiment, five radars 32B are provided, one at the center of the front part of the vehicle V, one at each corner of the front part, and one at each corner of the rear part.

[0050] 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 according to the driving operation (steering operation) of the driver on the steering wheel ST. The electric power steering device 41 includes a drive unit 41a, a steering angle sensor 41b, a torque sensor 41c, etc. The drive unit 41a includes a motor that generates a driving force (sometimes referred to as steering assist torque) for assisting the steering operation or automatically steering the front wheels. The torque sensor 41c detects the steering torque borne by the driver (referred to as steering burden torque, which is distinguished from the steering assist torque). The ECU 22 can also obtain 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.

[0051] Turn signal levers 51 and 52 are provided near the steering wheel ST. By operating the turn signal levers 51 and 52 by the passenger, the corresponding left and right direction indicators (not shown) can be made to work. In addition, in the present embodiment, the passenger can indicate a change in the automatic travel route of the vehicle V by operating the turn signal levers 51 and 52. As an indication of the automatic travel route change, for example, the passenger can indicate a lane change to the left lane by operating the turn signal lever 51, and can indicate a lane change to the right lane by operating the turn signal lever 52. Alternatively, it is possible to receive an indication of a travel route change made by the passenger during autonomous driving or automatic following control.

[0052] ECU23 is a brake control unit that controls the hydraulic device 42. The braking operation of the driver on the brake pedal BP is converted into hydraulic pressure in the master cylinder BM and transmitted to the hydraulic device 42. The hydraulic device 42 is an actuator that can control the hydraulic pressure of the working oil supplied to the braking devices (such as disc braking devices) 53 respectively provided on the four wheels based on the hydraulic pressure transmitted from the master cylinder BM. ECU23 performs drive control of the solenoid valves and the like provided in the hydraulic device 42. In addition, during braking, ECU23 can turn on the brake lamp 43B. Thereby, the vehicle behind can be made to pay more attention to the vehicle V.

[0053] ECU23 and the hydraulic device 42 can constitute an electric servo brake. ECU23 can control, for example, the distribution of the braking force generated by the four braking devices 53 and the braking force generated by the regenerative braking of the motor provided in the power device 50. ECU23 can also implement the ABS function, traction control, and the vehicle attitude control function based on the detection results of the wheel speed sensors 38 respectively provided on the four wheels, the yaw rate sensor (not shown), and the pressure sensor 35 that detects the pressure in the master cylinder BM.

[0054] ECU24 is a stop maintenance control unit that controls the electric parking brake device (such as a drum brake) 54 provided on the rear wheels. The electric parking brake device 54 has a mechanism for locking the rear wheels. ECU24 can control the locking and unlocking of the rear wheels based on the electric parking brake device 54.

[0055] ECU25 is an in-vehicle report control unit that controls the information output device 43A for reporting information to the inside of the vehicle. The information output device 43A includes, for example, a head-up display, a display device provided on the instrument panel, or a sound output device. Further, it may also include a vibration device. ECU25 causes the information output device 43A to output various information such as vehicle speed, outside air temperature, route guidance, and information related to the state of the vehicle V.

[0056] ECU26 is equipped with a communication device 26a for vehicle-to-vehicle communication. The communication device 26a performs wireless communication with other surrounding vehicles and exchanges information between vehicles.

[0057] ECU 27 is a drive control unit that controls the power unit 50. In this embodiment, one ECU 27 is allocated to the power unit 50, but one ECU can also be allocated to the internal combustion engine, the motor, and the automatic transmission respectively one by one. ECU 27 controls the outputs of the internal combustion engine and the motor, or switches the gear of the automatic transmission, corresponding to, for example, the driving operations of the driver detected by the operation detection sensors 34a provided on the accelerator pedal AP and the operation detection sensors 34b provided on the brake pedal BP, the vehicle speed, etc. It should be noted that in the automatic transmission, as a sensor for detecting the running state of the vehicle V, a rotational speed sensor 39 for detecting the rotational speed of the output shaft of the automatic transmission is provided. The vehicle speed of the vehicle V can be calculated based on the detection result of the rotational speed sensor 39.

[0058] ECU 28 is a position recognition unit that recognizes the current position and travel route of the vehicle V. ECU 28 controls the gyro sensor 33, the GPS sensor 28b, and the communication device 28c, and processes the detection results or communication results. The gyro sensor 33 detects the rotational movement of the vehicle V. The travel route of the vehicle V can be determined based on the detection result of the gyro sensor 33, etc. 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 and traffic information, and acquires this information. High-precision map information can be stored in the database 28a, and ECU 28 can more accurately determine the position of the vehicle V on the lane based on this map information, etc.

[0059] The input device 45 is arranged in the vehicle in a manner that can be operated by the driver, and accepts the input of instructions and information from the driver.

[0060] <Collision avoidance control>

[0061] The collision avoidance control performed by the control device 1 of the vehicle V having the above configuration will be described. Figure 2 It is a flowchart showing the collision avoidance control based on this embodiment.

[0062] In S201, the ECU21 detects an object on the road, measures the distance between the vehicle V and the detected object, and provides this information to the ECU20. In the present embodiment, examples of the object include other vehicles, people, certain flying objects such as billboards, etc. In S202, the ECU20 predicts the movement of the detected object based on the information provided by the ECU21. In S203, the ECU20 predicts the trajectory of the vehicle V based on the current steering wheel opening of the vehicle V obtained from the ECU22, the current speed of the vehicle V obtained from the ECU27, etc. In S204, the ECU20 determines whether the vehicle V will collide (or come into contact) with the object based on the movement of the object predicted in S202 and the trajectory of the vehicle V predicted in S203. For example, the ECU20 calculates the probability of a collision occurring based on the predicted position of the object and the distance and speed of the vehicle, and determines that a collision will occur if this probability exceeds a predetermined value. In the case where it is determined that a collision will occur, the collision avoidance process after S206 is started. On the other hand, in the case where it is determined that no collision will occur, the process returns to S201, and the above process is repeated.

[0063] In S206, the ECU20 calculates a collision avoidance action based on Collision Mitigation Braking System (CMBS). The calculation of the collision avoidance action includes the calculation of braking control for collision avoidance and the calculation of the trajectory that the vehicle V should travel. However, the collision avoidance action calculated in S206 does not include steering for the purpose of avoiding a collision. Hereinafter, the collision avoidance action calculated in S206 is referred to as the collision avoidance action based on CMBS. In the calculation of the collision avoidance action based on CMBS, the ECU20 sets a trajectory of advancing along the driving lane as the trajectory that the vehicle V travels in the collision avoidance action. As this trajectory, the trajectory of the vehicle V predicted in S204 can also be used.

[0064] Figure 6The (a) in it shows an example of the calculation result of the collision avoidance action based on CMBS. The trajectory 610 represents an example of the trajectory set through the calculation of the collision avoidance action based on CMBS. As described above, the ECU 20 determines whether a collision will occur between the vehicle V and the object 600 based on the detected position of the object 600, the predicted motion 601, the speed of the vehicle V, and the predicted trajectory of the vehicle V in S203. When it is determined that a collision will occur between the vehicle V and the object 600, the collision avoidance action based on CMBS is calculated. For example, while performing braking control to stop the vehicle V by applying a braking force of 0.6 to 1.0G, the trajectory 610 along the traveling lane L1 is set as the trajectory along which the vehicle V travels in this collision avoidance action. It should be noted that anti-lock braking control (ABS) can also be used in the braking control.

[0065] In S207, the ECU 20 calculates the collision avoidance action based on CMBS and the collision avoidance action of the automatic emergency steering (AES) that maintains in-lane driving. In the braking control based on CMBS, the collision avoidance action calculated in S206 can be used. Hereinafter, the automatic emergency steering that maintains in-lane driving is referred to as AES-L. In Figure 6 The (b) in it, the trajectory 611 represents an example of the calculation result of the collision avoidance action based on AES-L. When the ECU 20 determines that a collision with the object 600 will occur, in addition to the above-mentioned braking control based on CMBS, the trajectory 611 along which the vehicle V does not deviate from the traveling lane L1 is also set as the trajectory along which the vehicle V travels in the collision avoidance action. In Figure 6 In the (b) in it, a collision with the object 600 cannot be avoided in the trajectory 610 of the collision avoidance action based on CMBS (the braking control-based avoidance action that does not include avoidance based on steering), but a collision with the object 600 can be avoided in the trajectory 611 with automatic steering applied. It should be noted that as the trajectory of the in-lane collision avoidance action, as long as it is a trajectory that can avoid a collision with the object 600 in the lane, it can also be set on the side opposite to the trajectory 611 across the trajectory 610.

[0066] In S208, the ECU 20 calculates the scheduling of the collision avoidance action based on CMBS and the collision avoidance action of the automatic emergency steering that allows the vehicle V to deviate outside the lane. In the braking control based on CMBS, the collision avoidance action calculated in S206 can be used. Hereinafter, the automatic emergency steering that allows the vehicle V to deviate outside the lane is referred to as AES-F. In Figure 6In (c) therein, the trajectory 612 represents an example of a collision avoidance action based on AES-F. In the collision avoidance action based on AES-F, the ECU 20 sets the trajectory in such a way that the vehicle V is allowed to deviate from the driving lane L1 and intrude into the adjacent lane L2. In Figure 6 In (c) therein, in the trajectory 611 based on AES-L, a collision between the vehicle V and the object 600 cannot be avoided, but in the trajectory 612 where the vehicle V is allowed to deviate from the lane L1, the collision with the object 600 is avoided.

[0067] In S209, the ECU 20 issues a control command to the ECU 23 to start the braking control based on CMBS. It should be noted that in this example, the braking control calculated in S206 is also used for AES-L and AES-F (using the common braking control). Therefore, although the braking control based on CMBS is started in S209, it is not limited thereto. When the braking control is calculated independently for AES-L and AES-F, the braking control calculated in each collision avoidance action can also be executed according to the determination results of S210, S212, and S214 described later.

[0068] In S210, the ECU 20 determines whether the collision with the object can be avoided through the collision avoidance action based on CMBS calculated in S206. That is, it determines whether the collision can be avoided only by the braking control without steering. For example, the ECU 20 calculates the collision avoidance probability between the vehicle V and the object 600 when the vehicle V travels on the predicted trajectory 610 while performing the braking based on CMBS, based on the distance between the position of the object 600 and the vehicle V and the speed of the vehicle V. Then, when the calculated collision avoidance probability exceeds a predetermined value, the ECU 20 determines that the collision can be avoided. It should be noted that the collision occurrence probability between the vehicle V and the object 600 can also be calculated. In this case, when the calculated collision occurrence probability is equal to or less than the predetermined value, the ECU 20 determines that the collision can be avoided. When it is determined that the collision can be avoided (Yes in S210), in S211, the ECU 20 performs steering assistance using the trajectory set in S206 (for example, the trajectory 610). The purpose of the steering assistance in this case is not to avoid the collision with the object to be avoided, but to avoid other dangers that may be caused by unnecessary steering wheel operations. Regarding the details of the collision avoidance action based on CMBS and its steering assistance, through Figure 3 It will be described later.

[0069] In S210, when it is determined that the collision with the object cannot be avoided by the collision avoidance operation based on CMBS ( "No" in S210), the process proceeds to S212. In S212, ECU 20 determines whether the collision with the object can be avoided by the collision avoidance operation based on AES-L calculated in S207. For example, ECU 20 calculates the collision avoidance probability between vehicle V and object 600 when vehicle V travels on the predicted trajectory 611 while performing braking based on CMBS, based on the distance between the position of object 600 and vehicle V and the speed of vehicle V. Then, when the calculated collision avoidance probability exceeds a predetermined value, ECU 20 determines that the collision can be avoided. It should be noted that the collision occurrence probability can also be used, which is the same as the content described in S210 above. When it is determined that the collision can be avoided ( "Yes" in S212), in S213, ECU 20 performs steering assistance using the trajectory set in S207 (for example, trajectory 611). The detailed content of the collision avoidance operation based on AES-L and its steering assistance will be described later through Figure 4 the following description.

[0070] In S212, when it is determined that the collision with the object cannot be avoided by the collision avoidance operation based on AES-L ( "No" in S212), the process proceeds to S214. In S214, ECU 20 determines whether the collision with the object can be avoided by the collision avoidance operation based on AES-F calculated in S208. For example, ECU 20 calculates the collision avoidance probability between vehicle V and object 600 when vehicle V travels on the predicted trajectory 612 while performing braking based on CMBS, based on the distance between the position of object 600 and vehicle V and the speed of vehicle V. Then, when the calculated collision avoidance probability exceeds a predetermined value, ECU 20 determines that the collision can be avoided. It should be noted that the collision occurrence probability can also be used, which is the same as the content described in S210 above. It should be noted that the determination of whether the collision can be avoided here includes: the determination that there are no other objects (for example, oncoming vehicles) in the lane of the intrusion target and there are no other dangers that may occur due to lane departure. When it is determined in S214 that the collision can be avoided, the process proceeds to S215. In S215, ECU 20 performs steering assistance using the trajectory set in S207 (for example, trajectory 612). The detailed content will be described later through Figure 5.

[0071] In S214, when it is determined that a collision with an object cannot be avoided by the collision avoidance operation based on AES-F, this process ends. In this case, collision avoidance or collision mitigation is performed by the braking control based on CMBS started in S209, and no steering assistance is provided.

[0072] <Collision avoidance operation based on CMBS>

[0073] Next, the CMBS avoidance operation and steering assistance based on CMBS in S211 will be described. Figure 3 It is a flowchart for describing the collision avoidance operation and steering assistance based on CMBS. Additionally, Figure 7 It is a diagram showing an example of the collision avoidance operation and steering assistance based on CMBS. The ECU 20 uses the trajectory 610 set by the calculation of the collision avoidance operation based on CMBS in S206 to perform the collision avoidance operation based on braking control and the steering assistance for keeping the vehicle V within the lane L1.

[0074] In S301, the ECU 20 detects the difference between the trajectory 610 set by the calculation of the collision avoidance operation based on CMBS (S206) and the trajectory on which the vehicle V is actually traveling (hereinafter referred to as the traveling trajectory). For example, in Figure 7 in (a), the traveling trajectory 701 of the vehicle V is offset to the right with respect to the set trajectory 610, and the ECU 20 detects the direction and magnitude (the amount of offset) of this difference. In S302, the ECU 20 determines whether the magnitude of the difference detected in S301 exceeds a predetermined threshold. When it is determined that the magnitude of the difference detected in S301 exceeds the predetermined threshold, the process proceeds to S303. When it is determined that the magnitude of the difference detected in S301 is equal to or less than the predetermined threshold, the process proceeds to S307.

[0075] In S303 - S304, the ECU 20 performs guidance for causing the driver to operate the steering wheel in the direction to eliminate the calculated difference. In this embodiment, display-based guidance (S303) and guidance based on vibration applied to the steering wheel (S304) are performed. In S303, the ECU 20 reports (display guidance) via the ECU 25 for prompting the driver to operate the steering wheel in the direction to eliminate the calculated difference. In the display guidance, for example, the driver is instructed to perform the steering wheel operation through a notification indicating the steering direction (including visual indication and / or auditory indication).

[0076] In Figure 7In (a) thereof, an example is shown in which the driving trajectory of the vehicle V is shifted to the right of the trajectory 610, and thus the display 721 that prompts a steering wheel operation to the left is executed. The positions P1 to P4 are positions arranged along the direction of the lane L1. Here, for simplicity of explanation, the positions in the direction of the lane L1 on the estimated trajectory 610 at times t1 to t4 (t1 < t2 < t3 < t4) and the positions in the direction of the lane L1 on the driving trajectory 701 of the vehicle V at times t1 to t4 are set as the positions P1 to P4. At the position P1 (time t1), since the difference between the trajectory 610 and the driving trajectory 701 is small (less than the threshold value), the display guidance based on the display 721 is not performed. At the position P2 (time t2), the difference between the trajectory 610 and the driving trajectory 701 (the amount of offset to the right) becomes equal to or greater than the threshold value, and the display guidance based on the display 721 is performed. It should be noted that the display method based on the display guidance may also vary according to the offset amount between the trajectory 610 and the driving trajectory 701, so that the driver can grasp the magnitude of the difference between the trajectory 610 and the driving trajectory 701. For example, in Figure 7 In (a) thereof, as the vehicle V advances to the position P3 (time t3) and the position P4 (time t4), the difference between the trajectory 610 and the driving trajectory 701 expands, and according to the magnitude of the difference, the number of illuminated lights of the display 721 changes. It should be noted that in the display 721, the steering can also be guided by sequentially illuminating the display of the triangles. For example, the display of three triangles to the left can be sequentially illuminated to indicate the steering direction. Additionally, in this case, it can also be that the greater the offset between the trajectory 610 and the driving trajectory 701, the faster the sequential illumination of the triangles.

[0077] In S304, the ECU 20 outputs a control instruction to the ECU 22 to vibrate the steering wheel ST (steering guidance) in order to prompt the driver to perform a steering wheel operation in the direction to eliminate the calculated difference. It should be noted that in the steering guidance in S304, the vibration method can also be changed according to the magnitude of the difference calculated in S301. For example, the greater the difference, the greater the vibration or the more the number of vibrations increases.

[0078] In S305, the ECU 20 determines whether at least a part of the vehicle V has exceeded the currently traveled lane L1. For example, the ECU 20 monitors the lane dividing line (white line) detected by the ECU 21, and when a predetermined part of the vehicle V exceeds the dividing line (for example, when the right dividing line exceeds the right wheel), it is determined that the vehicle V has deviated from the lane L1. When it is determined that at least a part of the vehicle V has exceeded the currently traveled lane L1 (Yes in S305), in S306, the ECU 20 issues a control command to the ECU 22 to perform steering correction so that the whole vehicle V returns to within the lane L1. In the steering correction, the ECU 20 issues a control command to the ECU 22, and the ECU 23 steers with a predetermined steering force so that the vehicle V returns to within the lane L1. Here, as the steering force applied by the ECU 22, for example, the steering drive torque is controlled to about 50 Nm or less so that the driver can perform hand over.

[0079] Figure 7 (b) in shows an example of steering correction. The deviation of the vehicle V from the lane L1 is detected at the position P11. During the period when the vehicle V travels on the travel trajectory 702 before the position P11 (before the vehicle V deviates from the lane L1), the above-mentioned steering guidance (S302 to S304) is performed. When it is detected at the position P11 that the vehicle V has deviated from the lane L1, a trajectory 703 is set to return the travel trajectory to the trajectory 610, and steering correction is performed accordingly (S306). In addition, Figure 7 (c) in shows another example of steering correction. In Figure 7 (c), when it is detected at the position P11 that the vehicle V has deviated from the lane L1, a trajectory 704 is set to return the travel trajectory to within the lane L1, and steering correction is performed accordingly. Since the steering correction is performed with a smaller amount of steering to return the vehicle V to the lane L1, the force applied to the driver and the vehicle V can be reduced.

[0080] It should be noted that in the above, steering correction is performed when the vehicle V exceeds the lane L1, but it is not limited thereto. For example, it may also be that in S305, when it is determined that the difference between the driving trajectory of the vehicle V and the trajectory 610 set as a collision avoidance action based on CMBS exceeds a threshold value (a threshold value greater than the threshold value used in S302), steering correction is performed to eliminate the difference. In addition, in the above, the steering correction is performed according to the situation that the vehicle V is detected to exceed the lane L1 in S305, or the situation that the difference in the trajectory is detected to exceed the threshold value, but it is not limited thereto. For example, it may also be that after detecting the situation that the vehicle V exceeds the lane L1 (or the situation that the difference in the trajectory exceeds the threshold value), the steering correction is started according to the situation that the driver has operated the steering wheel to return to the original lane. In addition, in the above, an example of steering assistance in two stages of steering guidance (S303, S304) and steering correction (S306) is shown, but it is not limited thereto. For example, steering correction may also be performed when it is determined in S302 that a difference exceeding the threshold value has occurred. At this time, steering guidance such as display 721 may also be performed in parallel. In addition, when the driver operates the steering wheel in the direction toward the wall or the sidewalk during the collision avoidance action (when the steering wheel is operated to the right in Figure 7 ), in order to avoid collision with the wall or intrusion into the sidewalk, steering correction may be performed before the vehicle V exceeds the lane L1. That is, it may also be that the conditions for starting the steering correction are different when turning to the right and when turning to the left.

[0081] In S307, the ECU20 determines whether the vehicle V has stopped. If the vehicle V has not stopped, the process returns to S306. In this way, the steering correction is performed until the vehicle V stops. When it is determined in S307 that the vehicle V has stopped, this process ends.

[0082] On the other hand, when it is determined in S305 that the vehicle V has not deviated from the lane L1, the process proceeds to S308. In S308, the ECU20 determines whether the vehicle V has stopped. When it is determined in S308 that the vehicle V has stopped, this process ends. When it is determined in S308 that the vehicle V has not stopped, the ECU20 repeats the process starting from S301. It should be noted that when repeating the process in S301 to S308, the ECU20 may also recalculate the trajectory 610 based on the current position and movement prediction of the object 600, the current position and speed of the vehicle V, the steering wheel opening degree, etc. In this case, as the trajectory for keeping the vehicle V within the driving lane, the trajectory may also be changed to avoid sudden steering correction. For example, if the trajectory 610 is updated by recalculation before the position P11, and at a position closer thanFigure 7 If a new trajectory is set at a position to the right of the position of the trajectory 610 (roughly the center of the lane L1) shown in (b) in [reference], a sharp steering correction such as returning to the trajectory 610 located at the center of the lane L1 can be avoided.

[0083] <Collision Avoidance Action Based on AES-L>

[0084] Next, the collision avoidance action based on AES-L in S213 will be described. Figure 4 It is a flowchart for explaining the collision avoidance action based on AES-L. Figure 8 It is a diagram for explaining an example of the collision avoidance action based on AES-L. The ECU 20 uses the trajectory 611 set by the calculation of the collision avoidance action based on AES-L in S207 to perform collision avoidance based on braking control and steering assistance.

[0085] In S401, the ECU 20 detects the difference (direction and magnitude) between the trajectory set by the calculation of the collision avoidance action based on AES-L (S207) and the driving trajectory that the vehicle V is actually traveling. For example, in Figure 8 In (a) of [reference], the driving trajectory 801 of the vehicle V is shifted to the left with respect to the trajectory 611, and the ECU 20 detects the direction and magnitude (shift amount) of this difference. In S402, the ECU 20 determines whether the magnitude of the difference detected in S401 exceeds a predetermined threshold. If it is determined that the magnitude of the difference detected in S401 exceeds the predetermined threshold, the process proceeds to S403. If it is determined that the magnitude of the difference detected in S401 is equal to or less than the predetermined threshold, the process proceeds to S405.

[0086] In S403, the ECU 20 performs display guidance for causing the driver to operate the steering wheel in the direction to eliminate the calculated difference. The display guidance is as described in S303 above, and indicates to the driver to perform a steering wheel operation through a display representing the steering direction (including visual indication and / or auditory indication). For example, in Figure 8 In (a) of [reference], since the driving trajectory 801 of the vehicle V is shifted to the left of the trajectory 611, the driver is instructed to operate the steering wheel to the right through the display 721.

[0087] In S404, the ECU 20 performs a steering correction by applying a predetermined steering force so that the driving trajectory of the vehicle V coincides with the trajectory 611. The steering force applied by the ECU 22 in the steering correction is as described in S306. In Figure 8In (a) thereof, a case is shown where the travel trajectory 801 deviates from the trajectory 611 due to a steering wheel operation by the driver that exceeds the steering force of the system, but steering correction is performed to return the travel trajectory 801 to the trajectory 611.

[0088] In S405, the ECU 20 determines whether the vehicle V has stopped. If it is determined that the vehicle has not stopped, the processing from S401 is repeated. In addition, if it is determined in S405 that the vehicle V has stopped, the ECU 20 ends this processing.

[0089] It should be noted that, in the steering assistance in the collision avoidance operation based on AES-L described by Figure 4 display guidance and steering correction are executed under the same conditions, but it is not limited thereto. For example, the collision avoidance operation and steering assistance shown in Figure 3 can also be performed using the trajectory 611. That is, steering correction to return to the trajectory 611 can also be performed according to the situation where at least a part of the vehicle V exceeds the lane L1. An example of this control is as shown in Figure 8 (b) thereof. Since the ECU 20 does not detect that the vehicle V has exceeded the lane L1 before the position P11, the display guidance (S303) and steering guidance (S304) are repeated. If it is detected at the position P11 that the vehicle V has exceeded the lane L1, the ECU 20 executes steering correction with a steering force applied to make the travel trajectory 803 coincide with the trajectory 611 (S306). It should be noted that the steering correction can be performed in such a way that the travel trajectory of the vehicle V returns to the trajectory 611, or it can be performed with a smaller amount of steering in such a way that the whole vehicle V enters the lane L1.

[0090] It should be noted that it can also be that, similar to the collision avoidance based on CMBS, when the collision avoidance operation is repeated, the ECU 20 recalculates the trajectory 611 based on the position and movement prediction of the object 600, the position and speed of the vehicle V, the steering wheel opening degree, etc.

[0091] <Collision Avoidance Operation Based on AES-F>

[0092] Next, the collision avoidance operation based on AES-F in S215 will be described. Figure 5A It is a flowchart for explaining the collision avoidance operation based on AES-F. Figure 9 It is a diagram for explaining an example of the collision avoidance operation based on AES-F. The ECU 20 performs collision avoidance based on braking control and steering assistance using the trajectory 612 set by the calculation of the collision avoidance operation based on AES-F in S208.

[0093] In S501, the ECU 20 detects the difference (direction and magnitude) between the trajectory set by the calculation of the collision avoidance action based on AES-F (S208) and the actual driving trajectory of the vehicle V. For example, in Figure 9 in (a) of, the driving trajectory 901 of the vehicle V is offset to the left with respect to the trajectory 612, and the ECU 20 detects the direction and magnitude (amount of offset) of this difference. In S502, the ECU 20 determines whether the difference detected in S501 exceeds a predetermined threshold. When it is determined that the magnitude of the difference detected in S501 exceeds the predetermined threshold, the process proceeds to S503. When it is determined that the magnitude of the difference detected in S501 is equal to or less than the predetermined threshold, the process proceeds to S505.

[0094] In S503 to S504, the ECU 20 guides the steering in the direction to eliminate the calculated difference. The guidance in S503 to S504 is the same as the guidance performed in S303 to S304. That is, in S503, the ECU 20 issues a control instruction to the ECU 25 to perform display guidance for prompting the driver to operate the steering wheel in the direction to eliminate the calculated difference. In addition, in S504, the ECU 20 issues a control instruction to the ECU 22 to perform steering guidance by vibrating the steering wheel ST in order to convey to the driver the content of operating the steering wheel in the direction to eliminate the difference calculated in S501.

[0095] In S505, the ECU 20 determines whether the driver has approved the deviation from the driving lane L1. Based on this approval, the ECU 20 starts the steering correction using the trajectory set in S208. For example, when at least a part of the vehicle V exceeds the lane L1 due to the driver's steering wheel operation, it is determined that the deviation from the driving lane L1 has been approved. When it is determined that the deviation from the driving lane has been approved (Yes in S505), in S506, the ECU 20 performs steering correction so that the vehicle V travels along the trajectory 612. The steering correction is as described in S306. In S507, it is determined whether the vehicle has stopped. When it is determined that the vehicle has not stopped, the process returns to S506, and the steering correction based on the trajectory 612 continues. When it is determined in S507 that the vehicle V has stopped, this process ends.

[0096] When in Figure 9When it is detected at position P11 in (b) that a part of vehicle V has exceeded lane L1, ECU20 determines that the driver has approved the departure from lane L1 ("Yes" in S505). Then, ECU20 performs steering correction so that the traveling trajectory of vehicle V coincides with trajectory 612 for avoiding collision by deviating from the lane. As a result, for example, vehicle V travels on traveling trajectory 902. Thus, in the collision avoidance operation based on AES-F, before the approval of lane departure (before position P11), ECU20 performs guidance based on the difference between trajectory 612 and traveling trajectory 901. Moreover, after the approval of lane departure (after position P11), ECU20 applies a steering force to perform steering correction so that the traveling trajectory coincides with trajectory 612.

[0097] On the other hand, when it is determined in S505 that the departure from the lane is not approved, the process proceeds to S508. In S508, ECU20 determines whether vehicle V has stopped. If it is determined that vehicle V has not stopped, the process from S501 is repeated. If it is determined in S508 that vehicle V has stopped, this process ends.

[0098] It should be noted that, similar to the above-described collision avoidance based on CMBS and AES-L, when repeatedly performing the process of the collision avoidance operation, ECU20 recalculates trajectory 611 based on the position and movement prediction of object 600, the position and speed of vehicle V, the steering wheel opening degree, etc. For example, as Figure 10 shown in (a), when the position of vehicle V when it is determined that the departure from lane L1 is approved by the driver ("Yes" in S505) is position P11a, trajectory 612 is still inside lane L1. In this case, it is not necessary to return the traveling trajectory of vehicle V to trajectory 612, and it is preferable to recalculate the trajectory of vehicle V so as to gradually merge with trajectory 612.

[0099] In addition, when it is determined that the departure from lane L1 is approved by the driver ("Yes" in S505), if the steering wheel in vehicle V is turned in a direction with a larger amplitude than trajectory 612 and toward the outside of the lane (for example, toward lane L2) (when the steering wheel is turned significantly at position P11a), it is expected that vehicle V travels on trajectory 1001. Or, when it is determined "Yes" in S505, as Figure 10 shown in (b), when the steering wheel operation is delayed and the steering wheel is turned significantly in the direction of lane L2, it is expected that vehicle V travels on trajectory 1002. When vehicle V travels along trajectory 1001 and trajectory 1002, there is a possibility of collision (secondary collision) with the side wall of lane L2 and an object in the adjacent lane L2.

[0100] In order to reduce or prevent the occurrence of a secondary collision caused by such a sharp turn, in the control of the steering correction in S506, the processing shown in the flowchart of Figure 5B may also be performed. S511 to S513 are the processes that replace S506. First, in S511, the ECU 20 determines whether it is necessary to avoid a secondary collision. For example, the ECU 20 predicts the trajectory 1001 based on the speed of the vehicle V, the operation amount of the steering wheel, and the braking control based on CMBS. Then, when the angle θ formed by the tangent direction of the calculated trajectory 612 at the position P11a and the tangent direction of the predicted trajectory 1001 at the position P11a exceeds a predetermined value, the ECU 20 determines that it is necessary to avoid a secondary collision. When it is determined that it is necessary to avoid a secondary collision (Yes in S511), the process proceeds to S512. In S512, the ECU 20 calculates a new trajectory 612a to avoid a secondary collision and merge with the trajectory 612. At this time, it is preferable to calculate a trajectory that merges with the trajectory 612 by turning as smoothly as possible. In S513, the ECU 20 performs steering correction based on the trajectory recalculated in S512.

[0101] It should be noted that the same applies when the steering wheel is operated as shown in (b) of Figure 10 . Since the angle θ formed by the tangent direction of the trajectory 612 at the position P11b and the tangent direction of the predicted trajectory 1001 exceeds a predetermined value, the ECU 20 determines that it is necessary to avoid a secondary collision. Then, in S512, the ECU 20 calculates a new trajectory 612b to avoid a secondary collision and merge with the trajectory 612. According to the above processing, it is possible to effectively avoid a secondary collision caused by excessive steering during display guidance and steering guidance (during the period of repeatedly performing S503 to S504). In Figure 10 example (a) of Figure 10 and example (b) of

[0102] , steering correction is performed in the direction opposite to the steering direction of the driver.

[0102] It should be noted that it may also be that even before the driver approves the deviation from the lane L1 (before determining Yes in S505), when a sharp turn that significantly deviates from the trajectory calculated by AES-F is detected, steering correction to merge with the trajectory 612 is immediately performed. In this way, it is possible to quickly perform steering correction for a sharp turn occurring within the lane L1 and more reliably avoid a secondary collision.

[0103] In addition, in the above-described embodiment, the collision avoidance actions based on AES-L and the collision avoidance actions based on AES-F are calculated separately, but it is not limited thereto. For example, the avoidance trajectory may be calculated in such a way that the steering amount is minimized (for example, in such a way that the steering amount becomes the minimum), and it is determined whether the obtained avoidance trajectory is a trajectory that keeps the vehicle V within the lane (S212) or a trajectory that deviates from the lane (S214). Further, in the case where it is determined through the calculation of the collision avoidance action based on CMBS that the collision can be avoided by CMBS, the calculations of the collision avoidance actions based on AES-L and the collision avoidance actions based on AES-F may be omitted.

[0104] <Summary of the Embodiment>

[0105] The above-described embodiment discloses at least the following embodiments.

[0106] 1. The vehicle control device according to the present embodiment (for example, 1), which controls the steering and braking of a vehicle, wherein,

[0107] The vehicle control device includes:

[0108] A first determination unit (for example, ECU20, S201 to S205), which determines whether the vehicle will collide with the object based on the prediction of the movement of the object detected on the road and the prediction of the travel trajectory of the vehicle;

[0109] A second determination unit (for example, ECU20, S206 to S210), which determines whether the collision can be avoided by braking without steering in the case where the first determination unit determines that the collision will occur; and

[0110] An assistance unit (for example, ECU20, ECU22, S211), which executes braking control for avoiding the collision and assists the steering to keep the vehicle within the lane in which it is traveling in the case where the second determination unit determines that the collision can be avoided by braking.

[0111] According to this embodiment, in a situation where the collision can be avoided by braking control such as CMBS, it is possible to more reliably avoid the danger that may be caused by unnecessary steering operations by the driver.

[0112] 2. In the above-described embodiment,

[0113] The vehicle control device further includes a setting unit (for example, S206), and the setting unit sets a trajectory for keeping the vehicle within the lane in which it is traveling when performing collision avoidance based on the braking control.

[0114] The auxiliary unit assists in steering the vehicle based on the trajectory (e.g., S213, S301 - S306).

[0115] According to this embodiment, the driver can be guided so that the driving trajectory of the vehicle during collision avoidance by braking control is maintained as a safe trajectory, increasing safety.

[0116] 3. In the above embodiment,

[0117] The auxiliary unit guides the driver through visual or auditory instructions to steer in a direction to eliminate the difference between the actual trajectory of the vehicle and the trajectory set by the setting unit (e.g., S303).

[0118] According to this embodiment, guidance based on the driver's vision / hearing is performed so that the driving trajectory of the vehicle during collision avoidance by braking control is maintained as a safe trajectory.

[0119] 4. In the above embodiment,

[0120] The auxiliary unit gives the instructions in different ways based on the magnitude of the difference (e.g., S303, Figure 7 in (a)).

[0121] According to this embodiment, the amount by which the driving trajectory of the vehicle during collision avoidance by braking control deviates from the predetermined trajectory can be intuitively grasped, enabling more effective steering assistance.

[0122] 5. In the above embodiment,

[0123] The auxiliary unit vibrates the steering wheel to guide the driver to steer in a direction to eliminate the difference between the actual trajectory of the vehicle and the trajectory set by the setting unit (e.g., S304).

[0124] According to this embodiment, guidance based on the vibration of the steering wheel is performed so that the driving trajectory of the vehicle during collision avoidance by braking control is maintained as a safe trajectory, and thus the driver can be guided more directly.

[0125] 6. In the above embodiment,

[0126] The auxiliary unit changes the magnitude of the vibration based on the magnitude of the difference.

[0127] According to this embodiment, the amount by which the driving trajectory of the vehicle during collision avoidance by braking control deviates from the predetermined trajectory can be intuitively grasped, enabling more effective steering assistance.

[0128] 7. In the above-described embodiment,

[0129] the vehicle control device further includes a detection unit (e.g., S305) that detects a situation where at least a part of the vehicle exceeds the lane during travel.

[0130] When the detection unit detects a situation where at least a part of the vehicle exceeds the lane during travel, the assistance unit applies a steering force to return the vehicle to the lane (e.g., S306, Figure 7 subparagraph (b) of Figure 7 subparagraph (c) of

[0131] According to the above-described embodiment, when a steering wheel operation that extends the vehicle outside the lane is performed during collision avoidance by braking control, a steering force is applied to return the vehicle to the lane. Therefore, by returning the vehicle to the lane, the vehicle can travel on a safer trajectory.

[0132] 8. In the above-described embodiment,

[0133] the vehicle control device further includes a detection unit (e.g., S305) that detects a situation where at least a part of the vehicle exceeds the lane during travel.

[0134] When the detection unit detects a situation where at least a part of the vehicle exceeds the lane during travel, the assistance unit applies a steering force to return the travel trajectory of the vehicle to the trajectory set by the setting unit (e.g., S306, Figure 7 subparagraph (b) of

[0135] According to the above-described embodiment, when a steering wheel operation that extends the vehicle outside the lane is performed during collision avoidance by braking control, a steering force is applied to return the vehicle to the lane. Therefore, by returning the vehicle to the lane, the vehicle can travel on a safer trajectory.

[0136] 9. In the above-described embodiment,

[0137] After the detection unit detects a situation where at least a part of the vehicle exceeds the lane during travel, when the driver performs a steering wheel operation to return to the lane, the assistance unit applies a steering force to return the travel trajectory of the vehicle to the trajectory set by the setting unit.

[0138] According to this configuration, steering correction that reflects the intention of returning the driver's steering wheel can be performed.

[0139] 10. In the above-described embodiment,

[0140] The vehicle control device further includes a calculation unit (e.g., S207, S208), and the calculation unit calculates a steering-based avoidance trajectory that allows the vehicle to deviate outside the lane to avoid a collision between the vehicle and the object.

[0141] In a case where the collision cannot be avoided only by the braking control, the auxiliary unit assists the steering of the vehicle using the avoidance trajectory (e.g., S213, S215).

[0142] According to the above embodiment, in a case where the collision cannot be avoided only by the braking control, the steering assistance is performed along the avoidance trajectory for avoiding the collision by steering. Therefore, even in a case where the collision cannot be avoided only by the braking control, the driver can be assisted in steering in such a manner that the vehicle travels on a safer trajectory.

[0143] 11. In the above embodiment,

[0144] In a case where the avoidance trajectory represents a trajectory in which the vehicle deviates from the lane, the auxiliary unit applies a steering force to make the traveling trajectory of the vehicle coincide with the avoidance trajectory based on a situation where a predetermined part of the vehicle has deviated from the lane by the driver's steering wheel operation (e.g., S505, S506).

[0145] According to the above embodiment, in a case where an avoidance trajectory in which the vehicle extends outside the lane is set, based on a situation where there is a driver's steering wheel operation that causes the vehicle to extend outside the lane, a steering force for causing the vehicle to travel on the avoidance trajectory is applied. Even if an avoidance trajectory in which the vehicle extends outside the lane is set, it is possible to confirm whether the driver allows the vehicle to deviate outside the lane.

[0146] 12. Further, in the above embodiment, a vehicle control method is disclosed. The vehicle control method is a vehicle control method for a vehicle control device that controls the steering and braking of a vehicle, and wherein,

[0147] The vehicle control method includes:

[0148] A first determination step (e.g., S201 to S205), in which, based on a prediction of the movement of an object detected on the road and a prediction of the traveling trajectory of the vehicle, it is determined whether a collision will occur between the vehicle and the object;

[0149] A second determination step (e.g., S206 to S210), in a case where it is determined in the first determination step that the collision will occur, in which it is determined whether the collision can be avoided by braking without steering; and

[0150] An auxiliary step (e.g., S211), in a case where it is determined by the second determination step that avoidance by braking is possible, in this auxiliary step, braking control for avoiding the collision is executed, and steering is assisted to keep the vehicle within the traveling lane.

[0151] According to this embodiment, in a situation where a collision can be avoided by braking control such as CMBS, it is possible to more reliably avoid a danger that may be caused by unnecessary steering operations by the driver.

[0152] 13. Additionally, in the above embodiment, a program for executing the steps of the above vehicle control method and a storage medium storing the program are disclosed.

[0153] According to this embodiment, by the ECU included in the vehicle control device executing the above program, in a situation where a collision can be avoided by braking control such as CMBS, it is possible to more reliably avoid a danger that may be caused by unnecessary steering operations by the driver.

[0154] The embodiments of the present invention have been described above, but the present invention is not limited to the above embodiments, and various modifications and changes can be made within the scope of the gist of the present invention.

Claims

1. A control device for a vehicle, the control device for a vehicle controlling the steering and braking of the vehicle, characterized in that: The control device for a vehicle includes: A first determination unit that determines whether the vehicle will collide with the object based on the prediction of the movement of the object detected on the road and the prediction of the driving trajectory of the vehicle; A second determination unit that, when it is determined by the first determination unit that the collision will occur, determines whether it is possible to avoid the collision by braking without steering; And An assistance unit that, when the driver of the vehicle steers the vehicle toward the outside of the lane in which the vehicle is traveling and it is determined by the second determination unit that it is possible to avoid the collision by braking without steering, executes braking control for avoiding the collision and assists the steering to keep the vehicle within the lane.

2. The control device for a vehicle according to claim 1, characterized in that: The control device for a vehicle further includes a setting unit that sets a trajectory for the vehicle to stay within the lane in which it is traveling when avoiding a collision based on the braking control, The assistance unit assists the steering of the vehicle based on the trajectory.

3. The control device for a vehicle according to claim 2, characterized in that: The assistance unit guides the driver through visual or auditory instructions to steer in a direction to reduce the difference between the actual trajectory of the vehicle and the trajectory set by the setting unit.

4. The control device for a vehicle according to claim 3, characterized in that: The assistance unit gives the instructions in different ways based on the magnitude of the difference between the actual trajectory and the set trajectory.

5. The control device for a vehicle according to any one of claims 2 to 4, characterized in that: The assistance unit vibrates the steering wheel in order to guide the driver to steer in a direction to reduce the difference between the actual trajectory of the vehicle and the trajectory set by the setting unit.

6. The control device for a vehicle according to claim 5, characterized in that: The assistance unit changes the magnitude of the vibration based on the magnitude of the difference between the actual trajectory and the set trajectory.

7. The control device for a vehicle according to any one of claims 1 to 4, characterized in that: The control device for a vehicle further includes a detection unit that detects a situation where at least a part of the vehicle exceeds the lane in which it is traveling, When the detection unit detects a situation where at least a part of the vehicle exceeds the lane in which it is traveling, the assistance unit applies a steering force to return the vehicle to the lane.

8. The control device for a vehicle according to any one of claims 2 to 4, characterized in that: The control device for a vehicle further includes a detection unit that detects a situation where at least a part of the vehicle exceeds the lane in which it is traveling, When the detection unit detects that at least a part of the vehicle has exceeded the lane during driving, the assistance unit applies a steering force to return the driving trajectory of the vehicle to the trajectory set by the setting unit.

9. The vehicle control device according to claim 8, characterized in that After the detection unit detects that at least a part of the vehicle has exceeded the lane during driving, when the driver performs a steering wheel operation to return to the lane, the assistance unit applies a steering force to return the driving trajectory of the vehicle to the trajectory set by the setting unit.

10. The vehicle control device according to any one of claims 1 to 4, characterized in that The vehicle control device further includes a calculation unit that calculates an avoidance trajectory that allows the vehicle to deviate out of the lane to avoid a collision between the vehicle and the object. When it is presumed that the collision cannot be avoided only by the braking control, the assistance unit uses the avoidance trajectory to assist the steering of the vehicle.

11. The vehicle control device according to claim 10, characterized in that When the avoidance trajectory represents a trajectory in which the vehicle deviates from the lane, the assistance unit applies a steering force to make the driving trajectory of the vehicle coincide with the avoidance trajectory according to the situation that a predetermined part of the vehicle has deviated from the lane by the driver's steering wheel operation.

12. A vehicle control method for controlling the steering and braking of a vehicle, characterized in that The vehicle control method includes: A first determination step in which, based on the prediction of the movement of an object detected on the road and the prediction of the driving trajectory of the vehicle, it is determined whether the vehicle and the object will collide; A second determination step in which, when it is determined in the first determination step that the collision will occur, it is determined in this second determination step whether the collision can be avoided by braking without steering; and An assistance step in which, when the driver of the vehicle steers the vehicle toward the outside of the lane in which the vehicle is driving and it is determined in the second determination step that the collision can be avoided by braking without steering, in this assistance step, a braking control for avoiding the collision is executed, and the steering is assisted to stay within the lane.

13. A storage medium that stores a program for causing a computer to execute the following vehicle control method for controlling the steering and braking of a vehicle, wherein The vehicle control method includes: A first determination step in which, based on the prediction of the movement of an object detected on the road and the prediction of the driving trajectory of the vehicle, it is determined whether the vehicle and the object will collide; A second determination step in which, when it is determined in the first determination step that the collision will occur, it is determined in this second determination step whether the collision can be avoided by braking without steering; and Auxiliary step: When the driver of the vehicle steers the vehicle toward the outside of the lane in which the vehicle is traveling and it is determined in the second determination step that avoidance can be achieved by braking without steering, in this auxiliary step, braking control for avoiding the collision is executed, and steering is assisted to keep the vehicle within the lane.

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