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

Abstract

The present invention provides a vehicle control device and a vehicle, as well as a control method and a storage medium for the vehicle control device. The present invention improves collision avoidance with obstacles compared to the past. A vehicle control device for controlling a vehicle comprises: a first detection unit that detects an out-of-lane area outside a lane in which the vehicle is traveling; a second detection unit that detects an obstacle; and a determination unit that, when an obstacle is detected by the second detection unit and the out-of-lane area is detected by the first detection unit, and the vehicle and the obstacle are in a predetermined relationship, determines that the driver has approved steering control in the out-of-lane area when the vehicle enters the out-of-lane area through a steering operation of the driver.

Description

Technical Field

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

[0002] There is known a technique for controlling the steering so as to avoid an obstacle when there is an obstacle in front of a traveling vehicle (Patent Documents 1 and 2).

[0003] Prior art literature

[0004] Patent Literature

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

[0006] Patent Document 2: Japanese Patent Application Publication No. 2019-151207 Summary of the Invention

[0007] Problems to be solved by the invention

[0008] On the other hand, there is also known a technology that controls the steering while the vehicle is traveling while maintaining its lane (hereinafter referred to as the lane keeping assist mode). While driving in this lane keeping assist mode, if an obstacle is detected ahead, braking and steering are controlled to avoid collision with the obstacle. However, this control always remains within the lane being traveled.

[0009] An object of the present invention is to provide a technology that improves the ability to avoid collisions with obstacles compared to conventional technology.

[0010] Means for solving problems

[0011] In order to solve the above-mentioned problems, for example, the vehicle control device of the present invention has the following structure.

[0012] A vehicle control device for controlling a vehicle, wherein:

[0013] The vehicle control device comprises:

[0014] a first detection unit that detects a lane-outside area outside a lane in which the user is traveling;

[0015] a second detection unit that detects an obstacle; and

[0016] A determination unit that, when an obstacle is detected by the second detection unit and an out-of-lane area is detected by the first detection unit, and the vehicle and the obstacle are in a predetermined relationship, determines that the driver has approved steering control in the out-of-lane area when the vehicle enters the out-of-lane area through a steering operation of the driver.

[0017] Furthermore, according to the present invention, there can be provided a vehicle including a vehicle control device.

[0018] The vehicle control device comprises:

[0019] a first detection unit that detects a lane-outside area outside a lane in which the user is traveling;

[0020] a second detection unit that detects an obstacle; and

[0021] A determination unit that, when an obstacle is detected by the second detection unit and an out-of-lane area is detected by the first detection unit, and the vehicle and the obstacle are in a predetermined relationship, determines that the driver has approved steering control in the out-of-lane area when the vehicle enters the out-of-lane area through a steering operation of the driver.

[0022] Furthermore, according to the present invention, a method for controlling a vehicle control device can be provided, wherein the vehicle control device controls a vehicle,

[0023] The control method of the vehicle control device includes:

[0024] a first detection step of detecting a lane-outside area outside a lane in which the user is traveling;

[0025] a second detection step in which an obstacle is detected; and

[0026] A determination step, in which, when an obstacle is detected in the second detection step and an out-of-lane area is detected in the first detection step, and the vehicle and the obstacle are in a predetermined relationship, when the vehicle enters the out-of-lane area through the driver's steering operation, it is determined that the driver has approved the steering control in the out-of-lane area.

[0027] Furthermore, according to the present invention, a storage medium storing a program to be read and executed by a processor of a vehicle control device for controlling a vehicle can be provided.

[0028] The program causes the processor to execute the following steps:

[0029] a first detection step of detecting a lane-outside area outside a lane in which the user is traveling;

[0030] a second detection step in which an obstacle is detected; and

[0031] A determination step, in which, when an obstacle is detected in the second detection step and an out-of-lane area is detected in the first detection step, and the vehicle and the obstacle are in a predetermined relationship, when the vehicle enters the out-of-lane area through the driver's steering operation, it is determined that the driver has approved the steering control in the out-of-lane area.

[0032] Effects of the Invention

[0033] According to the present invention, it is possible to improve the avoidance of collision with obstacles compared with the related art. BRIEF DESCRIPTION OF THE DRAWINGS

[0034] Figure 1 This is a block diagram of a vehicle and a control device according to an embodiment.

[0035] Figure 2 This is a flowchart showing the lane keeping mode processing executed by the vehicle control device.

[0036] Figure 3 This is a flowchart showing the lane keeping mode processing executed by the vehicle control device.

[0037] Figure 4 Yes Figure 3 Flowchart of the detailed contents of S308.

[0038] Figure 5 It is a diagram for explaining the driving of the vehicle and the processing contents in the lane keeping mode in the embodiment.

[0039] Figure 6 It is a diagram for explaining the driving of the vehicle and the processing contents in the lane keeping mode in the embodiment.

[0040] Figure 7 A diagram for explaining a driving example during obstacle detection.

[0041] Figure 8 (a) and (b) are used to illustrate Figure 3 FIG. 10 is a diagram of the process of S308 .

[0042] Figure 9 This is a diagram showing an example of a travel trajectory based on the result of a process for avoiding a collision.

[0043] Description of reference numerals:

[0044] V: vehicle; 1: control device; 20: ECU. DETAILED DESCRIPTION

[0045] The following embodiments are described in detail with reference to the accompanying drawings. The following embodiments do not limit the inventions described herein, and all combinations of features described in the embodiments are not necessarily required for the inventions. Any combination of two or more of the multiple features described in the embodiments may be used. Identical or similar structures are denoted by the same reference numerals, and duplicate descriptions are omitted.

[0046] <First embodiment>

[0047] Figure 1 FIG. 1 is a block diagram of a vehicle V and its control device 1 according to an embodiment of the present invention. Figure 1 , a schematic diagram of a vehicle V is shown by a plan view and a side view. As an example, the vehicle V is a sedan-type four-wheeled passenger vehicle.

[0048] The vehicle V in this embodiment is, for example, a parallel hybrid vehicle. In this case, the power unit 50, which is a driving unit that outputs the driving force to rotate the drive wheels of the vehicle V, can include an internal combustion engine, a motor, and an automatic transmission. The motor can be used as a driving source to accelerate the vehicle V and can also function as a generator (regenerative braking) during deceleration.

[0049] <Control device>

[0050] Reference Figure 1 The structure of the control device 1 as an on-board device of the vehicle V is 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 communicate with each other. Each ECU includes a processor represented by a CPU, storage devices such as semiconductor memories, interfaces with external devices, etc. The storage device stores programs executed by the processor, data used by the processor in processing, etc. Each ECU may also have multiple 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 subdivided or integrated compared to the present embodiment. It should be noted that in Figure 1 , the names of representative functions of the ECUs 20 to 28 are indicated. For example, the ECU 20 is described as a "driving control ECU."

[0051] ECU20 performs control related to driving assistance including automatic driving of vehicle V. In automatic driving, the driving (acceleration of vehicle V by power unit 50, etc.), steering and braking of vehicle V are automatically performed without the need for driver operation. In addition, ECU20 can perform driving assistance controls such as collision mitigation braking and lane departure suppression in manual driving. Collision mitigation braking instructs the operation of the brake device 51 to assist in avoiding a collision when the possibility of collision with an obstacle ahead increases. Lane departure suppression instructs the operation of the electric power steering device 41 to assist in avoiding lane departure when the possibility of vehicle V leaving the lane increases. In addition, ECU20 can perform automatic following control to automatically follow the vehicle in front in either automatic driving or manual driving. In the case of automatic driving, all acceleration, deceleration and steering of vehicle V can also be performed automatically. In the case of manual driving, acceleration and deceleration of vehicle V can also be performed automatically.

[0052] 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 present embodiment, the detection units 31A and 31B are cameras (hereinafter sometimes referred to as cameras 31A and 31B) that capture images of the front of the vehicle V. These cameras are mounted on the front roof of the vehicle V, on the inside of the front window. By analyzing the image captured by the camera 31A, the outlines of landmarks and lane dividing lines (such as white lines) on the road can be extracted.

[0053] In the case of the present embodiment, the detection unit 32A is an optical radar (Light Detection and Ranging) (hereinafter sometimes referred to as optical radar 32A), which detects objects around the vehicle V or measures the distance to the objects. In the case of the present embodiment, five optical radars 32A are provided, one is provided at each corner of the front of the vehicle V, one is provided at the center of the rear, and one is provided at each side of the rear. The detection unit 32B is a millimeter wave radar (hereinafter sometimes referred to as radar 32B), which detects objects around the vehicle V or measures the distance to the objects. In the case of the present embodiment, five radars 32B are provided, one is provided at the center of the front of the vehicle V, one is provided at each corner of the front, and one is provided at each corner of the rear.

[0054] ECU22 is a steering control unit that controls the electric power steering system 41. The electric power steering system 41 includes a mechanism that steers the front wheels based on the driver's driving operation (steering operation) of the steering wheel ST. The electric power steering system 41 includes a drive unit 41a including a motor that generates a driving force (sometimes referred to as steering assist torque) to assist the steering operation or automatically steer the front wheels, a steering angle sensor 41b, and a torque sensor 41c that detects the steering torque exerted by the driver (referred to as steering burden torque, to be distinguished from steering assist torque). ECU22 can also obtain detection results from sensor 36 that detects whether the driver is gripping the steering wheel ST, and can monitor the driver's gripping status.

[0055] Direction indicator switch levers 51 and 52 are provided near the steering wheel ST. By the passenger operating the direction indicator switch levers 51 and 52, the corresponding left and right direction indicators (not shown) can be activated. In addition, in the present embodiment, the passenger can instruct the vehicle V to automatically change its route by operating the direction indicator switch levers 51 and 52. As an instruction for automatic route change, for example, the passenger can instruct a lane change to the left lane by operating the direction indicator switch lever 51, and can also instruct a lane change to the right lane by operating the direction indicator switch lever 52. The instruction for route change by the passenger can also be accepted in automatic driving or automatic following control.

[0056] The ECU 23 is a brake control unit that controls the hydraulic system 42. The driver's braking operation on the brake pedal BP is converted into hydraulic pressure in the master cylinder BM and transmitted to the hydraulic system 42. The hydraulic system 42 is an actuator that controls the hydraulic pressure of the hydraulic oil supplied to the four-wheel brake systems (e.g., disc brakes) 51 based on the hydraulic pressure transmitted from the master cylinder BM. The ECU 23 controls the driving of the solenoid valves and other components of the hydraulic system 42. Furthermore, the ECU 23 can illuminate the brake lights 43B during braking. This helps alert the vehicle V to following vehicles.

[0057] The ECU 23 and hydraulic system 42 can form an electric servo brake. For example, the ECU 23 can control the distribution of the braking force of the four brake devices 51 and the regenerative braking force of the motor included in the power unit 50. The ECU 23 can also implement ABS functions, traction control, and vehicle V posture control functions based on the detection results of wheel speed sensors 38, a yaw rate sensor (not shown), and a pressure sensor 35 that detects the pressure in the master cylinder BM.

[0058] The ECU 24 is a stop-maintaining control unit that controls the electric parking brake device (e.g., drum brake) 52 installed on the rear wheels. The electric parking brake device 52 has a mechanism for locking the rear wheels. The ECU 24 can control the electric parking brake device 52 to lock and unlock the rear wheels.

[0059] The ECU 25 is an in-vehicle notification control unit that controls an information output device 43A that reports information to the vehicle interior. The information output device 43A may include, for example, a head-up display, a display device mounted on the instrument panel, or an audio output device. Furthermore, it may include a vibration device. For example, the ECU 25 causes the information output device 43A to output various information such as vehicle speed and outside temperature, information such as route guidance, and information related to the status of the vehicle V.

[0060] The ECU 26 includes a communication device 26a for inter-vehicle communication. The communication device 26a wirelessly communicates with other surrounding vehicles to exchange information between the vehicles.

[0061] ECU27 is a drive control unit that controls the power unit 50. In the present embodiment, one ECU27 is assigned to the power unit 50, but one ECU may be assigned to each of the internal combustion engine, the motor, and the automatic transmission. ECU27 controls the output of the internal combustion engine and the motor, or switches the gear of the automatic transmission, in accordance with the driver's driving operation, the vehicle speed, etc. detected by the operation detection sensor 34a provided on the accelerator pedal AP and the operation detection sensor 34b provided on the brake pedal BP. It should be noted that in the automatic transmission, as a sensor for detecting the driving state of the vehicle V, a speed sensor 39 is provided that detects the rotational speed of the output shaft of the automatic transmission. The speed of the vehicle V can be calculated based on the detection result of the speed sensor 39.

[0062] The ECU 28 is a position recognition unit that identifies the current position and route of the vehicle V. The ECU 28 controls the gyro sensor 33, the GPS sensor 28b, and the communication device 28c, and processes information from detection and communication results. The gyro sensor 33 detects the rotational motion of the vehicle V. The vehicle V's route can be determined based on, for example, the detection results of the gyro sensor 33. The GPS sensor 28b detects the current position of the vehicle V. The communication device 28c wirelessly communicates with a server that provides map information and traffic information to obtain this information. High-precision map information can be stored in the database 28a, allowing the ECU 28 to more accurately determine the position of the vehicle V in the lane based on this map information.

[0063] The input device 45 is disposed in the vehicle so as to be operable by the driver, and receives instructions and information input from the driver.

[0064] <Control Example>

[0065] The driving control modes of vehicle 1 include an automatic driving mode and a manual driving mode, selectable by passenger operation. Furthermore, within the automatic driving mode, there is a lane keeping assist mode (LKAS (Lane Keep Assist System) mode) for maintaining the lane in which vehicle 1 is traveling. The driver activates the LKAS mode via input device 45, causing ECU 20 to perform driving control in accordance with the LKAS mode. The primary purpose of this embodiment is to address collision avoidance during obstacle detection while driving in this LKAS mode, so the description of the manual driving mode will be omitted.

[0066] Hereinafter, the processing of the ECU 20 during traveling in the LKAS mode will be described. Figures 2 to 4 This flowchart shows the processing procedure of the ECU 20 during traveling in the LKAS mode in the embodiment.

[0067] In S201, the ECU 20 determines whether the driver has operated the turn signal switch 51 or 52. Operation of the turn signal switch 51 or 52 can be regarded as the driver's active intention to turn right, turn left, or change to an adjacent lane. Therefore, the ECU 20 advances the process to S207, turns off the LLAS mode, and ends the present process (switching to manual driving mode).

[0068] If the turn signal switch lever 51 or 52 is not operated, the ECU 20 determines in S202 whether the distance between the lane boundary and the vehicle V (in the embodiment, the center position of the two front wheels of the vehicle V) is below a predetermined threshold. If it is below the threshold, the ECU 20 performs an auxiliary action to warn the driver in S203. For example, the ECU 20 controls the information output device 43A to display a warning message and generate an alarm sound. Alternatively, a warning can be issued by applying force to a drive unit (not shown) to vibrate the steering wheel ST.

[0069] In S204, the ECU 20 determines whether the vehicle V has crossed the lane boundary. The threshold used in this S204 determination may be a value lower than the threshold used in S202. If it is determined that the vehicle V has crossed the lane boundary, the ECU 20 proceeds to S207, turns off the LKAS mode, and terminates this process.

[0070] In S205 , the ECU 20 recognizes the dividing lines on both sides of the lane being traveled based on information from the ECU 21 (cameras 31A, 31B), calculates a trajectory passing through the center thereof as a target trajectory, and updates the previously calculated target trajectory.

[0071] Then, in S206 , the deviation between the calculated target trajectory and the current vehicle V is obtained. Then, the ECU 20 controls the ECU 22 so that the deviation is within the allowable range. The ECU 22 controls the steering under the control of the UCU 20 .

[0072] Next, in S208, the ECU 20 determines whether there is a lane adjacent to the lane being traveled based on information from the ECU 21 (cameras 31A and 31B). If it is determined that there is an adjacent lane, in S209, the ECU 20 calculates the driving trajectory in the adjacent lane and updates the previously calculated driving trajectory of the adjacent lane (if any).

[0073] In S210, ECU 20 determines whether there is an obstacle (typically a person) ahead of the lane in which the vehicle is traveling based on information from ECU 21 (cameras 31A, 31B). If the determination is negative, ECU 20 returns the process to S201 and repeats the process of S201.

[0074] Here, refer to Figure 5 、 Figure 6 The specific control process of the ECU 20 in the LKAS mode will be described.

[0075] Figure 5 : is a diagram showing the relationship between a vehicle V and a road traveling in LKAS mode. In this figure, the ECU 20 of the vehicle V detects the boundary lines 201 and 202 of the lane based on the images from the cameras 31A and 31B supplied from the ECU 21. Then, the ECU 20 sequentially calculates and updates the trajectory passing through the center of the boundary lines 201 and 202 as the target trajectory 210 (S205). Then, the ECU 20 controls so that the vehicle V moves on the 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, if the vehicle V exceeds the allowable range and deviates to the right, for example, the ECU 20 controls the ECU 22 to control the steering corresponding to the offset and the vehicle speed, thereby maintaining travel along the target trajectory 210.

[0076] Furthermore, when the driver operates the turn signal switch lever 51 or 52 or performs an operation to turn off the LKAS mode via the input device 45 while driving in the LKAS mode, the ECU 20 switches from the LKAS mode to the manual driving mode. Figure 6As shown, when the vehicle V exceeds the permitted range and approaches the boundary line 202, the ECU 20 issues a warning to the driver via a notification unit such as sound, display, and vibration (S203), and controls the ECU 22 to guide the driver to the permitted range. Furthermore, if the driver, despite this warning, operates beyond the boundary line 202 without operating the turn signal switch lever, the LKAS mode is switched to the manual driving mode.

[0077] The above is the basic control process in the LKAS mode of the ECU 20. One feature of the process performed by the ECU 20 in this embodiment is that the processes of S208 and S209 are performed in the control in the LKAS mode. Figure 5 Provide explanation.

[0078] While controlling vehicle V along target trajectory 210 in LKAS mode, ECU 20 determines the presence of an adjacent lane if boundary line 203 outside the lane being traveled is detected (S208: YES). ECU 20 then calculates and updates a driving trajectory 211 that passes through the center of the adjacent lane, sandwiched between boundary lines 202 and 203. ECU 20 then utilizes this driving trajectory 211 to avoid collisions when detecting obstacles (e.g., people). The following describes the processing performed by ECU 20 during obstacle detection.

[0079] Figure 3 The flowchart shows the case where an obstacle is detected while driving in the LKAS mode ( Figure 2 The processing of ECU20 in the case where the determination of S210 is "YES" is performed.

[0080] In S301, the ECU 20 starts a collision avoidance assist process primarily based on brake control. As a result, the collision avoidance process, which involves deceleration or stopping, is initiated as needed within the lane being traveled. It should be noted that the processes described below are performed in parallel with this collision avoidance assist process.

[0081] In S302, the ECU 20 determines whether an adjacent lane has been detected. Then, in S303, the ECU 20 determines whether to guide the vehicle to the adjacent lane. In this embodiment, the probability of avoiding a collision with an obstacle is calculated solely through braking and steering control within the current lane, based on the vehicle V's speed, the position and distance between the vehicle V and the obstacle in the lane being traveled, and the vehicle's current lane. If the calculated probability is below a predetermined threshold (indicating a high probability of a collision in the current lane), guidance to the adjacent lane is determined.

[0082] If it is determined that guidance to the adjacent lane is to be performed, the ECU 20 proceeds to step S304. In step S304, the ECU 20 calculates a trajectory (hereinafter referred to as a transition trajectory) that connects the adjacent lane to the trajectory 211 based on the current positional relationship between the vehicle V and the obstacle and the vehicle's travel speed.

[0083] Figure 7 Line segment 700 is the transition trajectory calculated in S304. This transition trajectory 700 is a gently curved line that avoids obstacles and extends from the current target trajectory 210 to the trajectory 211 of the adjacent lane. Furthermore, the range between allowable range trajectories 701 and 702, representing a predetermined distance from transition trajectory 700, is the allowable range of transition trajectory 700.

[0084] In S305, ECU 20 controls ECU 25 to guide the vehicle so that it travels along transition trajectory 700 (or within the permissible range of the transition trajectory). Guidance herein includes steering assistance for traveling along transition trajectory 700 and, in the embodiment, includes highlighting (e.g., flashing red) a symbol such as “>>” on the screen to intuitively encourage movement to the right lane and generating a warning sound to draw attention.

[0085] Here, the processing of S305 will be described in more detail.

[0086] The vehicle V that is being guided is traveling Figure 7 The ECU 20 of the embodiment, when determining that the vehicle is traveling to the left of the allowable range trajectory 701 of the transfer trajectory 700, determines that the driver's operation amount of the steering wheel ST to avoid a collision with the obstacle 500 is insufficient, calculates a steering amount to compensate for the insufficient amount, and performs steering control according to the steering amount to guide the vehicle into the adjacent lane.

[0087] On the other hand, the ECU 20 of the embodiment indicates that the vehicle V is traveling to the right of the allowable range trajectory 702 of the transition trajectory 700 due to excessive steering wheel operation ST by the driver to avoid a collision with the obstacle 500. The approach angle to the adjacent lane becomes excessively large, and depending on the vehicle speed, the vehicle may reach the boundary line 203 of the adjacent lane. If an object such as a wall is located within the boundary line 203, there is a possibility of a secondary collision with an object located near the boundary line 203. Therefore, in the present embodiment, when the vehicle V is traveling to the right of the allowable range trajectory 702 of the transition trajectory 700 due to excessive steering wheel operation ST by the driver, steering control is performed to reduce the approach angle to the adjacent lane.

[0088] Then, in S306, the ECU 20 determines whether the vehicle V has crossed the boundary line 202 and entered the adjacent lane. It should be noted that the determination of entering the adjacent lane is to determine whether a predetermined position of the vehicle V (e.g., one front wheel, the front corner position of the vehicle, etc.) has reached the boundary line of the adjacent lane.

[0089] Upon detecting entry into an adjacent lane, ECU 20 determines in S307 that the driver has approved guidance to the adjacent lane and controls ECU 25 to notify the driver that lane switching has begun. For example, a message indicating that the vehicle is shifting to the adjacent lane may be displayed. Alternatively, instead of (or in addition to) displaying the message, an audible signal indicating confirmation of movement into the adjacent lane may be provided. Then, in S308, while maintaining the LKAS mode on, ECU 20 sets the trajectory 211 calculated most recently in S209 as the new target object trajectory.

[0090] In addition, even after entering the adjacent lane, the vehicle V does not necessarily travel along the transfer trajectory 700. On the contrary, at this stage, the driver may excessively operate the steering wheel ST when he finds an obstacle. In the case of excessive operation of the steering wheel ST, depending on the speed at this time, Figure 7 As shown in the reference numeral 710, the vehicle may move to the boundary line 203. If an obstacle is occasionally present at the position of the boundary line 203, a secondary collision may develop.

[0091] In contrast, in this embodiment, stronger steering assist control is started in S309 until the vehicle reaches a normal driving state along the trajectory 211. The assist process in S309 is then continued until it is determined in S310 that the vehicle is in a stable driving state along the driving trajectory 211.

[0092] The auxiliary processing of S309 will be described below.

[0093] When vehicle V travels along transition trajectory 700, it is sufficient to maintain this driving state. Traveling along transition trajectory 700 in this case means that the following conditions are simultaneously met. First, the vehicle travels within the range bounded by the permitted range trajectories 701 and 702 of transition trajectory 700. Second, the angle between the tangent direction of the vehicle V at a point on the coordinate axis of transition trajectory 700 corresponding to the position of the vehicle V on trajectory 211 is equal to or less than a predetermined threshold.

[0094] If at least one of the above conditions is not met, the ECU 20 in the embodiment determines that driving along the transition trajectory 700 is not reasonable. For example, this is when the driver excessively operates the steering wheel ST. In this case, instead of performing driving control on the transition trajectory 700, the steering assist process is switched to smoothly transition to the trajectory 211 without reaching the boundary line 203. Figure 8 (a) and (b) in the figure illustrate the steering assist process in this case.

[0095] Figure 8 (a) shows a state where the driver turns the steering wheel ST excessively, causing the vehicle V to enter an adjacent lane. In the figure, reference numeral 800 indicates the center position of the two front wheels, and the line segment of reference numeral 801 indicates the direction of travel of the vehicle V. θ and d are defined as follows.

[0096] θ represents the angle between the direction of travel 801 of vehicle V and (the extension of) trajectory 211. d represents the distance between vehicle V and the extension of trajectory 211. Distance d is defined as having positive values ​​to the left of trajectory 211 and negative values ​​to the right, with the origin being on trajectory 211. Furthermore, although not shown, the speed of vehicle V is defined as v.

[0097] In this case, it can be seen that the probability of the vehicle V moving to the position of the boundary line 203 increases as the vehicle speed v increases, as the distance d decreases (the negative absolute value increases), and as the angle increases (up to 90 degrees). Figure 8 The vehicle speed v, angle θ and Figure 8 In case (a), the vehicle speed v and the angle θ are the same. Regarding the possibility that the vehicle V moves to the boundary line 203, Figure 8 (b) is much higher than Figure 8 That is, the control amount when controlling the steering so that the vehicle V is not located at the boundary line 203 can be obtained by using a function f(θ, d, v) with these three parameters θ, d, and v as independent variables.

[0098] Figure 4 Yes Figure 3Detailed contents of the auxiliary processing of S309 are shown in the flowchart of FIG.

[0099] In S401, the ECU 20 determines whether the vehicle V is traveling along the transition trajectory 700. The determination conditions for determining whether the vehicle V is traveling along the transition trajectory 700 are as described above. If the determination in S401 is "yes", the ECU 20 does not perform the following processing and enters the processing Figure 3 S310.

[0100] When the determination in S401 is “NO”, that is, when the vehicle V is not traveling along the transition trajectory 700 , the ECU 20 advances the processing to S402 .

[0101] In S402 , the ECU 20 acquires the vehicle speed v via the ECU 27 , and calculates the approach angle θ of the vehicle V relative to the target trajectory 211 and the distance d between the target trajectory 211 and the vehicle V based on information from the ECU 21 and the like.

[0102] Next, in S403, ECU 20 calculates the steering control variable for avoiding reaching boundary line 203 based on a function prepared in advance from vehicle speed v, angle θ, and distance d. Furthermore, if a lookup table with v, θ, and d as inputs is used instead of calculating the control variable, the time involved in the calculation can be negligible.

[0103] Then, in S404 , ECU 20 controls ECU 22 so as to achieve the obtained steering amount.

[0104] The above is the details of the processing of S309. Figure 3 The termination determination of the auxiliary processing in S310 is made when the following two conditions 1 and 2 are satisfied simultaneously.

[0105] Condition 1: Distance d is within the permissible range when driving on the trajectory in LKAS mode

[0106] Condition 2: Angle θ is below the threshold

[0107] It should be noted that, as described above, if the driver performs an operation to deviate from the permitted range of the transition trajectory 700 (the range enclosed by reference numerals 701 and 702) while the vehicle V is traveling, the determination in S401 is "Yes." That is, the ECU 20 switches the target from the transition trajectory 700 to the driving trajectory 211. However, if the driver performs an operation that approaches the boundary of the permitted range while the vehicle V is traveling within the permitted range of the transition trajectory 700 (the range enclosed by reference numerals 701 and 702), steering control may be performed to return the vehicle to within the transition trajectory 700.

[0108] In addition, in the above Figure 4 In the description of , when the vehicle V enters the adjacent lane and the driving position at this time deviates from the transfer trajectory, the ECU 20 performs steering control using θ, v, and d as parameters. However, for example, Figure 8 In the case of condition (a) above, if obstacle 850 is present in the direction of travel, to avoid the secondary collision, ECU 20 may calculate a collision avoidance trajectory and, based on this calculated collision avoidance trajectory, issue a notification urging the driver to turn the steering wheel ST to the left, for example. Upon receiving this notification, if the driver turns the steering wheel ST to the left, ECU 20 may initiate an auxiliary process based on steering control in the direction of the steering wheel ST operation. Furthermore, if a collision avoidance trajectory cannot be calculated for obstacle 850, braking control may be performed.

[0109] Figure 9 Reference numeral 900 indicates the movement trajectory of vehicle V until it returns to trajectory 211 when the driver excessively operates the steering wheel ST to avoid an obstacle. The diagram shows how the initial trajectory deviates from transition trajectory 700 when the driver operates the steering wheel ST. As shown in the diagram, even if the system prepares and operates the steering wheel ST in a manner that deviates from transition trajectory 700 when an obstacle is detected, according to this embodiment, steering control can be performed to smoothly transition to trajectory 211 without reaching boundary line 203.

[0110] In summary, when an obstacle 500 appears in the direction of travel while driving along target trajectory 210 in LKAS mode, an embodiment determines whether to retreat to an adjacent lane. Furthermore, if it is determined that the driver desires to switch to an adjacent lane, the EUC 20 prompts the driver to drive along a transfer trajectory 700. Furthermore, if the driver actually performs an operation to enter an adjacent lane, the EUC 20 determines that the driver has consented to the adjacent lane switch assistance and switches to driving trajectory 211 while maintaining the LKAS mode on. In an embodiment, the system can be informed that it is performing safe processing to avoid collisions, providing a sense of security. Furthermore, even if the steering wheel is excessively manipulated to avoid a collision with an obstacle, stronger steering control than that of LKAS can be performed in the initial stages after entering the adjacent lane, preventing lane deviation and reducing the possibility of a secondary collision.

[0111] <Other Implementation Methods>

[0112] The above embodiment describes driving with the LKAS mode on as a condition. Typically, if the vehicle moves into an adjacent lane without operating the turn signal steering wheel (i.e., performing a lane change) while driving with the LKAS mode on, the LKAS mode is turned off. However, the above embodiment offers the advantage that, if the vehicle enters an adjacent lane to avoid a collision with an obstacle, the LKAS mode can be maintained in the adjacent lane without requiring any special operation. However, if LKAS does not need to be maintained before and after a lane change, the collision avoidance process described in the above embodiment can exclude driving with the LKAS mode on from the condition. In this case, as long as the value indicating the probability of avoiding a collision with an obstacle is less than a threshold and the driver's steering of the steering wheel ST indicates entry into the adjacent lane, the driver's approval of steering control for the adjacent lane can be determined (regardless of the LKAS mode).

[0113] In addition, the driving trajectory when the transfer to the adjacent lane is completed is set as trajectory 211 passing through the center of the adjacent lane, but when the LKAS mode is not required, the position of the trajectory after the transfer is completed is not particularly limited as long as it is a trajectory that can avoid collision with the original obstacle.

[0114] In addition, in the above embodiment, the case where there is no other vehicle traveling in the adjacent lane is described, but in the case where there are certain objects in the adjacent lane, guidance to the adjacent lane may not be performed if it is estimated that the distance between the object and the vehicle V is less than a predetermined distance.

[0115] Specifically, for example, when the adjacent lane is a passing lane, Figure 3 After S303, a step of determining whether another vehicle traveling within a predetermined distance behind the vehicle in the overtaking lane is detected (which can be detected by the radar 32B) can be set. Then, if the result of this determination indicates that no other vehicle is detected, the process proceeds to S304. In addition, if the adjacent lane is an oncoming lane, Figure 3 After S303, a step can be added to determine whether there are other vehicles approaching from the front within a predetermined distance (which can be detected by camera 32A). If the result of this determination indicates that there are no other vehicles approaching from the front, the process can proceed to S304. Furthermore, if safe driving is required even when the adjacent lane is either a passing lane or an oncoming lane, the above two determinations can be performed consecutively immediately after S303. If no other determination results are found, the process can proceed to S304.

[0116] It should be noted that the determination of whether the vehicle is in the overtaking lane or the oncoming lane may be made based on information from the ECU 28 (the current position of the vehicle V and information from the navigation system).

[0117] In addition, in the above embodiment, the case where braking control is performed in S301 when an obstacle is detected is described, but this braking control can also be performed when it is determined not to avoid the adjacent lane, when it is determined as "No" in S302, or when it is determined as "No" in S303.

[0118] In addition, in the embodiment, the object used to avoid collision with an obstacle is an adjacent lane, but the present invention is not limited thereto. For example, a certain degree of open space such as a road shoulder may also be used.

[0119] <Summary of Implementation Methods>

[0120] The above-mentioned embodiment discloses at least the following embodiments.

[0121] 1. According to the above embodiment,

[0122] The vehicle control device for controlling the vehicle has:

[0123] a first detection unit that detects a lane-outside area outside a lane in which the user is traveling;

[0124] a second detection unit that detects an obstacle; and

[0125] A determination unit that, when an obstacle is detected by the second detection unit and an out-of-lane area is detected by the first detection unit, and the vehicle and the obstacle are in a predetermined relationship, determines that the driver has approved steering control in the out-of-lane area when the vehicle enters the out-of-lane area through a steering operation of the driver.

[0126] According to this embodiment, the steering operation determined to be the driver's steering operation into the lane-outside area authorizes the steering control in the lane-outside area, thereby further improving collision avoidance with an obstacle. The execution of the above-mentioned steering control is control for assisting the steering.

[0127] 2. According to the above embodiment,

[0128] When the predetermined position of the vehicle enters the lane-outside area, it is determined that the vehicle has entered the lane-outside area.

[0129] According to this embodiment, it is possible to start steering control in the lane-outside area from an early stage of entering the lane-outside area.

[0130] 3. According to the above embodiment,

[0131] The vehicle control device further includes a driving control unit that controls the vehicle to travel in a predetermined area.

[0132] When the driver performs steering control with a force greater than or equal to a predetermined force, the driver's steering control is prioritized over the steering control of the driving control unit.

[0133] According to this embodiment, the driver can choose between requesting guidance from the system and steering by the driver's own operation.

[0134] 4. According to the above embodiment,

[0135] The vehicle control device further includes a guiding unit configured to guide the vehicle toward the out-of-lane area when the vehicle and the obstacle are in the predetermined relationship and the vehicle is traveling without entering the out-of-lane area.

[0136] According to this embodiment, guidance to an area outside the lane where the possibility of collision avoidance is high can be achieved.

[0137] 5. According to the above embodiment,

[0138] The guidance unit limits the guidance if the steering amount of the driver of the vehicle is within a predetermined range relative to the steering amount calculated by the driving control unit after the vehicle enters the lane-outside area. For example, the guidance unit does not provide the guidance if the steering amount of the driver of the vehicle is within a predetermined range relative to the steering amount calculated by the driving control unit after the vehicle enters the lane-outside area.

[0139] According to this embodiment, when following the trajectory in the out-of-lane area prepared by the system, it is sufficient not to provide useless guidance.

[0140] 6. According to the above embodiment,

[0141] The vehicle control device includes a steering control unit configured to control steering during a transition period from a trajectory in the driving lane to a trajectory for driving in the lane-outside area when the vehicle is in a predetermined relationship with the obstacle.

[0142] The steering control unit includes a calculation unit, which calculates the transfer trajectory during the transfer period.

[0143] When the vehicle is traveling along the transition trajectory calculated by the calculation unit due to the steering operation of the driver, the steering control unit restricts guidance related to the steering (for example, when the vehicle is traveling along the transition trajectory calculated by the calculation unit due to the steering operation of the driver, the steering control unit does not perform guidance related to the steering);

[0144] When the vehicle deviates from the transfer trajectory calculated by the calculation unit due to the steering operation of the driver, the steering control unit executes a steering control process until the vehicle is transferred to a trajectory for traveling in the lane-outside area.

[0145] According to this embodiment, as long as the vehicle travels along the transition trajectory, there is no need to guide the driver. Moreover, even in a situation where the vehicle deviates from the transition trajectory, the driver can receive steering assistance until the vehicle reaches a safe driving state in the lane-outside area, thereby giving the driver a sense of security.

[0146] 7. According to the above embodiment,

[0147] The vehicle control device further includes a setting unit configured to set the lane-outside area as the area of ​​the driving control unit when the approval is obtained while the vehicle is driving within the lane by the driving control unit.

[0148] According to this embodiment, even when the vehicle moves to an adjacent lane to avoid a collision with an obstacle, it is possible to continue traveling in the adjacent lane without performing any special operation.

[0149] 8. According to the above embodiment,

[0150] It is characterized in that the area outside the lane is an adjacent lane.

[0151] According to this embodiment, it is possible to utilize an adjacent lane when avoiding a collision with an obstacle.

[0152] 9. According to the above embodiment,

[0153] The vehicle control device further includes a calculation unit that calculates a value indicating the probability of the vehicle avoiding a collision with the obstacle.

[0154] The predetermined relationship refers to a case where the value calculated by the calculation unit is equal to or smaller than a predetermined threshold value.

[0155] According to this embodiment, the vehicle can be guided to an out-of-lane area where the probability of avoiding a collision with an obstacle is higher than that of the vehicle being driven in the lane.

[0156] 10. According to the above embodiment,

[0157] The vehicle control device further includes a brake control unit that, when an obstacle is detected by the second detection unit, performs auxiliary processing of brake control for avoiding a collision with the obstacle in the lane in which the vehicle is traveling.

[0158] The calculation unit calculates the value in an auxiliary process of the brake control unit.

[0159] According to this embodiment, since the switch to the lane-outside zone is performed after the collision avoidance assistance using normal brake control is activated, it is possible to provide the driver with a further sense of security.

[0160] 11. According to the above embodiment,

[0161] The guidance unit restricts guidance if, after detecting the obstacle, it is predicted that the vehicle will come into contact with another object in the out-of-lane area if the vehicle enters and then travels thereafter. For example, if, after detecting the obstacle, it is predicted that the vehicle will come into contact with another object in the out-of-lane area if the vehicle enters and then travels thereafter, the guidance unit does not provide guidance to the out-of-lane area.

[0162] In this case, collisions with other objects in the area outside the lane can be avoided.

[0163] 12. According to the above embodiment,

[0164] By providing a vehicle (V) equipped with a vehicle control device having any one of the structures 1 to 11 above, the vehicle can achieve corresponding effects.

[0165] 13. According to the above embodiment,

[0166] A method for controlling a vehicle control device for controlling a vehicle includes the following steps:

[0167] a first detection step of detecting a lane-outside area outside a lane in which the user is traveling;

[0168] a second detection step in which an obstacle is detected; and

[0169] A determination step, in which, when an obstacle is detected in the second detection step and an out-of-lane area is detected in the first detection step, and the vehicle and the obstacle are in a predetermined relationship, when the vehicle enters the out-of-lane area through the driver's steering operation, it is determined that the driver has approved the steering control in the out-of-lane area.

[0170] According to this embodiment, it is determined that the driver's steering operation is to enter the lane-outside area, and the steering control in the lane-outside area is authorized. Therefore, it is possible to further improve the avoidance of collision with an obstacle.

[0171] 14. According to the above embodiment,

[0172] A program for reading and executing by a processor of a vehicle control device for controlling a vehicle causes the processor to execute the following steps:

[0173] a first detection step of detecting a lane-outside area outside a lane in which the user is traveling;

[0174] a second detection step in which an obstacle is detected; and

[0175] A determination step, in which, when an obstacle is detected in the second detection step and an out-of-lane area is detected in the first detection step, and the vehicle and the obstacle are in a predetermined relationship, when the vehicle enters the out-of-lane area through the driver's steering operation, it is determined that the driver has approved the steering control in the out-of-lane area.

[0176] According to this embodiment, if a program that performs these steps is executed by a processor (ECU, etc.) of a vehicle control device, collision avoidance with an obstacle can be further improved.

[0177] As mentioned above, although embodiment of the invention was described, the invention is not limited to the above-mentioned embodiment, and various deformation|transformations and changes are possible within the scope of the summary of the invention.

Claims

1. A vehicle control device, the vehicle control device controlling a vehicle, It is characterized by: The vehicle control device comprises: a first detection unit that detects a lane-outside area outside a lane in which the user is traveling; a second detection unit that detects an obstacle; and a determination unit configured to determine that the driver has approved steering control in the lane-outside area when the vehicle enters the lane-outside area due to a steering operation by the driver, if an obstacle is detected by the second detection unit and an out-of-lane area is detected by the first detection unit, and the vehicle and the obstacle are in a predetermined relationship; The vehicle control device includes a steering control unit configured to control steering during a transition period from a trajectory in the driving lane to a trajectory for driving in the lane-outside area when the vehicle is in a predetermined relationship with the obstacle. The steering control unit includes a calculation unit, which calculates the transfer trajectory during the transfer period. When the vehicle is traveling along the transfer trajectory calculated by the calculation unit due to the driver's steering operation, the steering control unit restricts guidance related to the steering operation. When the vehicle deviates from the transfer trajectory calculated by the calculation unit due to the steering operation of the driver, the steering control unit executes a steering control process until the vehicle is transferred to a trajectory for traveling in the lane-outside area.

2. The vehicle control device according to claim 1, wherein: When the predetermined position of the vehicle enters the lane-outside area, it is determined that the vehicle has entered the lane-outside area.

3. The vehicle control device according to claim 1, wherein: The vehicle control device further includes a driving control unit that controls the vehicle to travel in a predetermined area. When the driver performs steering control with a predetermined force or more, the driver's steering control is prioritized over the steering control by the travel control unit.

4. The vehicle control device according to claim 3, wherein: The vehicle control device further includes a guiding unit configured to guide the vehicle toward the out-of-lane area when the vehicle and the obstacle are in the predetermined relationship and the vehicle is traveling without entering the out-of-lane area.

5. The vehicle control device according to claim 4, characterized in that: The guidance unit restricts the guidance when the steering amount of the driver of the vehicle is within a predetermined range relative to the steering amount determined by the travel control unit after the vehicle enters the lane-outside area.

6. The vehicle control device according to claim 3, characterized in that: The vehicle control device further includes a setting unit configured to set the lane-outside area as the area of ​​the driving control unit when the approval is obtained while the vehicle is driving within the lane by the driving control unit.

7. The vehicle control device according to claim 1, wherein: The lane-outside area is the adjacent lane.

8. The vehicle control device according to claim 1, wherein: The vehicle control device further includes a calculation unit that calculates a value indicating the probability of the vehicle avoiding a collision with the obstacle. The predetermined relationship refers to a case where the value calculated by the calculation unit is equal to or smaller than a predetermined threshold value.

9. The vehicle control device according to claim 8, characterized in that: The vehicle control device further includes a brake control unit that, when an obstacle is detected by the second detection unit, performs auxiliary processing of brake control for avoiding a collision with the obstacle in the lane in which the vehicle is traveling. The calculation unit calculates the value in an auxiliary process of the brake control unit.

10. The vehicle control device according to claim 4, wherein: The guidance unit restricts guidance to the out-of-lane area when it is predicted that the vehicle will come into contact with another object in the out-of-lane area when the vehicle enters and travels in the out-of-lane area after detecting the obstacle.

11. A vehicle comprising a vehicle control device, It is characterized by: The vehicle control device comprises: a first detection unit that detects a lane-outside area outside a lane in which the user is traveling; a second detection unit that detects an obstacle; and a determination unit configured to determine that the driver has approved steering control in the lane-outside area when the vehicle enters the lane-outside area due to a steering operation by the driver, if an obstacle is detected by the second detection unit and an out-of-lane area is detected by the first detection unit, and the vehicle and the obstacle are in a predetermined relationship; The vehicle control device includes a steering control unit configured to control steering during a transition period from a trajectory in the driving lane to a trajectory for driving in the lane-outside area when the vehicle is in a predetermined relationship with the obstacle. The steering control unit includes a calculation unit, which calculates the transfer trajectory during the transfer period. When the vehicle is traveling along the transfer trajectory calculated by the calculation unit due to the driver's steering operation, the steering control unit restricts guidance related to the steering operation. When the vehicle deviates from the transfer trajectory calculated by the calculation unit due to the steering operation of the driver, the steering control unit executes a steering control process until the vehicle is transferred to a trajectory for traveling in the lane-outside area.

12. A method for controlling a vehicle control device, wherein the vehicle control device controls a vehicle. It is characterized by: The control method of the vehicle control device includes: a first detection step of detecting a lane-outside area outside a lane in which the user is traveling; a second detection step in which an obstacle is detected; and a determining step of determining that, when an obstacle is detected in the second detecting step and an out-of-lane area is detected in the first detecting step, and the vehicle and the obstacle are in a predetermined relationship, determining in the determining step that the driver has approved steering control in the out-of-lane area when the vehicle enters the out-of-lane area due to a steering operation by the driver; The vehicle control device includes a steering control unit configured to control steering during a transition period from a trajectory in the driving lane to a trajectory for driving in the lane-outside area when the vehicle is in a predetermined relationship with the obstacle. The steering control unit includes a calculation unit, which calculates the transfer trajectory during the transfer period. When the vehicle is traveling along the transfer trajectory calculated by the calculation unit due to the driver's steering operation, the steering control unit restricts guidance related to the steering operation. When the vehicle deviates from the transfer trajectory calculated by the calculation unit due to the steering operation of the driver, the steering control unit executes a steering control process until the vehicle is transferred to a trajectory for traveling in the lane-outside area.

13. A storage medium storing a program to be read and executed by a processor of a vehicle control device for controlling a vehicle, characterized in that: The program causes the processor to execute the following steps: a first detection step of detecting a lane-outside area outside a lane in which the user is traveling; a second detection step, in which an obstacle is detected; as well as a determining step of determining that, when an obstacle is detected in the second detecting step and an out-of-lane area is detected in the first detecting step, and the vehicle and the obstacle are in a predetermined relationship, determining in the determining step that the driver has approved steering control in the out-of-lane area when the vehicle enters the out-of-lane area due to a steering operation by the driver; The vehicle control device includes a steering control unit configured to control steering during a transition period from a trajectory in the driving lane to a trajectory for driving in the lane-outside area when the vehicle is in a predetermined relationship with the obstacle. The steering control unit includes a calculation unit, which calculates the transfer trajectory during the transfer period. When the vehicle is traveling along the transfer trajectory calculated by the calculation unit due to the driver's steering operation, the steering control unit restricts guidance related to the steering operation. When the vehicle deviates from the transfer trajectory calculated by the calculation unit due to the steering operation of the driver, the steering control unit executes a steering control process until the vehicle is transferred to a trajectory for traveling in the lane-outside area.

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