Vehicle control device

Abstract

A vehicle control device executes driving support control for assisting a driver in driving a host vehicle. The vehicle control device stops the driving support control being executed in a case where a predetermined manipulator of the host vehicle is operated. The vehicle control device executes, as the driving support control, abnormality coping control for ensuring running of the host vehicle in safety when the driver falls into an abnormal state in which there is an obstacle to the driving of the host vehicle, stops the driving support control when the predetermined manipulator is operated in a case where the abnormality coping control is not being executed, and does not stop the driving support control including the abnormality coping control when the abnormality coping control is being executed.

Description

Technical Field

[0001] This invention relates to vehicle control devices. Background Technology

[0002] A known vehicle control device performs abnormal response driving control (unmanned protection control) as follows: when the driver is in an abnormal state (a state in which the driver is unable to drive the vehicle due to loss of consciousness, etc.), it begins to follow a preceding vehicle, and ends the following process when the vehicle comes to a stop as the preceding vehicle stops (for example, see Japanese Patent No. 5919150). This allows the vehicle to be brought to a safe stop even if the driver is in an abnormal state.

[0003] If it is confirmed that the driver is in a normal state after the abnormal response driving control has started, it is preferable to stop the abnormal response driving control at that point. Therefore, for example, consider the following scenario: if it is detected that "an operator such as a switch for operating a parking holding device such as an electric parking brake has been operated" after the abnormal response driving control has started, it is determined that the driver is in a normal state, and the abnormal response driving control is stopped.

[0004] However, passengers other than the driver (e.g., the front passenger) can also easily operate the actuator for the parking hold device. Therefore, even if the actuator for the parking hold device is operated, there is a possibility that the driver is still in an abnormal state. Therefore, if the driver is judged to be in a normal state based on the detection that "the actuator for the parking hold device has been operated," and abnormal response to driving control is stopped, the vehicle cannot be brought to a safe stop. Summary of the Invention

[0005] The purpose of this invention is to provide a vehicle control device that can prevent abnormal response control from stopping in situations where the stopping of abnormal response control is inappropriate.

[0006] The vehicle control device according to the present invention performs driving support control to assist the driver in driving the vehicle. Furthermore, the vehicle control device according to the present invention is configured to stop the driving support control in progress when a predetermined control of the vehicle is operated. Moreover, the vehicle control device according to the present invention is configured to: execute an anomaly response control to ensure safe driving of the vehicle as the driving support control when the driver is in an abnormal state that hinders driving the vehicle; stop the driving support control when the predetermined control is operated but not when the anomaly response control is not being executed; and not stop the driving support control including the anomaly response control when the anomaly response control is being executed.

[0007] According to the vehicle control device of the present invention, even if a passenger other than the driver operates the control unit while the driver is in an abnormal state, the driving support control, including the abnormal response control, will not be stopped. Therefore, it is possible to avoid stopping the abnormal response control in situations where it is inappropriate to stop the abnormal response control.

[0008] In the vehicle control device of the present invention, the predetermined operator may be, for example, an operator for operating a parking holding device, which is a device for keeping the vehicle in a stopped state.

[0009] As an operator that is highly likely to be operated by a passenger other than the driver when the driver is in an abnormal state, an operator for activating the parking hold device can be cited as an example. According to the vehicle control device of the present invention, even if an operator that is highly likely to be operated when the driver is in an abnormal state is operated, cessation of abnormal response control can be avoided.

[0010] Furthermore, in the vehicle control device involved in this invention, the abnormal response control may, for example, include abnormal response driving control that causes the vehicle to decelerate and stop.

[0011] According to the vehicle control device of the present invention, even when the operator is operated as abnormal response driving control for abnormal response control, the cessation of abnormal response driving control can be avoided.

[0012] Furthermore, in the vehicle control device involved in this invention, the abnormal response control may include, for example, an abnormal notification control that notifies the driver of the abnormal state to the outside of the vehicle.

[0013] According to the vehicle control device of the present invention, even when the operator is operated as an anomaly notification control for anomaly response control, the cessation of the anomaly notification control can be avoided.

[0014] Furthermore, in the vehicle control device involved in this invention, the driving support control may include, for example, automatically performing acceleration and deceleration (acceleration, deceleration) following control of the vehicle in a manner that causes the vehicle to follow the preceding vehicle.

[0015] According to the vehicle control device of the present invention, even when the operator is operated while following control is being performed in accordance with abnormal response control, the stopping of following control can be avoided.

[0016] Furthermore, in the vehicle control device according to the present invention, the driving support control may include, for example, lane keeping control that supports the driver's steering operation of the vehicle in a manner that enables the vehicle to travel within the lane.

[0017] According to the vehicle control device of the present invention, even when the operator is operated while performing lane keeping control in accordance with abnormal response control, the cessation of lane keeping control can be avoided.

[0018] The elements of this invention are not limited to the embodiments described below with reference to the accompanying drawings. Other objects, features, and incidental advantages of this invention should be readily understood from the description of embodiments of the invention. Attached Figure Description

[0019] The features, advantages, and technical and industrial significance of exemplary embodiments of the present invention will be described below with reference to the accompanying drawings, in which the same reference numerals denote the same elements, and wherein:

[0020] Figure 1 This is a diagram illustrating a vehicle control device according to an embodiment of the present invention and a vehicle (the present vehicle) equipped with the vehicle control device.

[0021] Figure 2A This is a diagram depicting the vehicle driving in the center of the lane using steering support based on lane keeping control.

[0022] Figure 2B This diagram shows a situation where the vehicle is positioned to the right of the center of the lane during lane keeping control.

[0023] Figure 2C This diagram shows a situation where the vehicle is positioned to the left of the center of the lane during lane keeping control.

[0024] Figure 3A This is a diagram showing the distance (vehicle-to-vehicle distance) between this vehicle and the preceding vehicle.

[0025] Figure 3B This is a diagram depicting a scenario where the distance between vehicles is greater than the target vehicle distance in follow-up driving control.

[0026] Figure 3C This is a diagram showing a scenario where the distance between two vehicles is shorter than the distance between the target vehicle and the vehicle in the following driving control.

[0027] Figure 4 This is a diagram representing the vehicle's operation through abnormal response control when the driver of this vehicle is in an abnormal state.

[0028] Figure 5This is a flowchart illustrating the routines executed by the vehicle control device according to an embodiment of the present invention.

[0029] Figure 6 This is a flowchart illustrating the routines executed by the vehicle control device according to an embodiment of the present invention.

[0030] Figure 7 This is a flowchart illustrating the routines executed by the vehicle control device according to an embodiment of the present invention.

[0031] Figure 8 This is a flowchart illustrating the routines executed by the vehicle control device according to an embodiment of the present invention.

[0032] Figure 9 This is a flowchart illustrating the routines executed by the vehicle control device according to an embodiment of the present invention.

[0033] Figure 10 This is a flowchart illustrating the routines executed by the vehicle control device according to an embodiment of the present invention.

[0034] Figure 11 This is a flowchart illustrating the routines executed by the vehicle control device according to an embodiment of the present invention.

[0035] Figure 12 This is a flowchart illustrating the routines executed by the vehicle control device according to an embodiment of the present invention.

[0036] Figure 13 This is a flowchart illustrating the routines executed by the vehicle control device according to an embodiment of the present invention.

[0037] Figure 14 This is a flowchart illustrating the routines executed by the vehicle control device according to an embodiment of the present invention. Detailed Implementation

[0038] Hereinafter, the vehicle control device according to embodiments of the present invention will be described with reference to the accompanying drawings. Figure 1 As shown, the vehicle control device 10 according to the embodiments of the present invention is mounted on a vehicle (the vehicle 100).

[0039] The vehicle control unit 10 includes an ECU 90. The ECU 90 has a microcomputer as its main component. The ECU 90 includes a CPU, ROM, RAM, non-volatile memory, and an interface. The CPU performs various functions by executing instructions (programs, routines) stored in the ROM.

[0040] <Vehicle Running Gear>

[0041] The vehicle 100 is equipped with a vehicle running gear 20. The vehicle running gear 20 is a device for driving, braking, steering and gear (transmission) changing of the vehicle 100. In this example, it includes a drive device 21, a braking device 22, a steering device 23 and a transmission device 24.

[0042] <Driver>

[0043] The drive unit 21 is a device that outputs driving force to the vehicle 100 to make the vehicle 100 move, such as an internal combustion engine and / or a motor. The drive unit 21 is electrically connected to the ECU 90. The ECU 90 can control the driving force output from the drive unit 21 by controlling the operation of the drive unit 21.

[0044] <Brake Device>

[0045] Braking device 22 is a device that outputs braking force to the vehicle 100 to brake the vehicle 100, such as a hydraulic brake device. Braking device 22 is electrically connected to ECU 90. ECU 90 can control the braking force output from braking device 22 by controlling the operation of braking device 22.

[0046] <Steering gear>

[0047] The steering device 23 is a device that outputs a steering force applied to the vehicle 100 to steer the vehicle 100, such as a power steering system. The steering device 23 is electrically connected to the ECU 90. The ECU 90 can control the steering force output from the steering device 23 by controlling the operation of the steering device 23.

[0048] <Transmission Device>

[0049] The transmission device 24 is a device that switches between transmitting the driving force output from the drive device 21 to the drive wheels of the vehicle 100, or between transmitting the driving force to the drive wheels in a way that propels the vehicle 100 forward or backward. Furthermore, the transmission device 24 also locks the gears in a stationary state by engaging a claw-shaped component (parking lock lever) on the gears of the transmission device 24, thereby preventing the gears from rotating. Therefore, the transmission device 24 also functions as a parking holding device to keep the vehicle 100 stationary.

[0050] The transmission device 24 operates in any of the following states: transmitting driving force to the drive wheels in a manner that causes the vehicle 100 to move forward (forward gear state SD), transmitting driving force to the drive wheels in a manner that causes the vehicle 100 to move backward (reverse gear state SR), not transmitting driving force to the drive wheels of the vehicle 100 (neutral gear state SN), and keeping the vehicle 100 stationary (parking gear state SP).

[0051] The transmission 24 is electrically connected to the ECU 90. The ECU 90 can control the operation of the transmission 24 to set the transmission 24 to any of the following states: forward gear (SD), reverse gear (SR), neutral gear (SN), and parking gear (SP).

[0052] <Parking Keeping Device>

[0053] Additionally, the vehicle 100 is equipped with a parking retaining device 30. The parking retaining device 30 is a device that keeps the vehicle 100 at a stop, such as an electric parking brake. The electric parking brake is a device capable of applying braking force to the wheels of the vehicle 100. Specifically, the electric parking brake is a device capable of applying braking force to the wheels by pressing brake pads against brake discs provided on the wheels of the vehicle 100. The parking retaining device 30 is electrically connected to the ECU 90. The ECU 90 can keep the stopped vehicle 100 at a stop and decelerate the moving vehicle 100 by activating the parking retaining device 30.

[0054] <Turn Signal>

[0055] Additionally, the vehicle 100 is equipped with turn signals 31. Turn signals 31 are primarily used to indicate the direction of rotation of the vehicle 100 to persons outside the vehicle 100. Turn signals 31 are located at the front right corner, front left corner, rear right corner, and rear left corner of the vehicle 100. Turn signals 31 are electrically connected to the ECU 90. The ECU 90 activates the turn signals 31 based on operations performed on the turn signal stalk 47 (described later).

[0056] Brake lights

[0057] Additionally, the vehicle 100 is equipped with a brake light 32. The brake light 32 is primarily used to indicate to people outside the vehicle 100 that the brake pedal has been operated. The brake light 32 is disposed adjacent to the turn signals 31 located at the right rear corner and the left rear corner of the vehicle 100, respectively. The brake light 32 is electrically connected to the ECU 90. For example, the ECU 90 illuminates the brake light 32 when the brake pedal is operated by the driver (DR).

[0058] <Sensors, etc.>

[0059] Furthermore, the vehicle 100 is equipped with an accelerator pedal operation sensor 41, a brake pedal operation sensor 42, a steering angle sensor 43, a steering torque sensor 44, a transmission sensor 452, a vehicle speed detection device 46, a turn signal stalk 47, a driver support selection operator 48, a parking hold requirement operator 49, a driver information acquisition device 50, and a surrounding information detection device 60.

[0060] <Accelerator pedal operation sensor>

[0061] The accelerator pedal operation amount sensor 41 is a sensor for detecting the operation amount of the accelerator pedal of the vehicle 100. The accelerator pedal operation amount sensor 41 is electrically connected to the ECU 90. The accelerator pedal operation amount sensor 41 sends the detected accelerator pedal operation amount information to the ECU 90. The ECU 90 obtains the accelerator pedal operation amount as the accelerator pedal operation amount AP based on this information.

[0062] In addition to performing the following driving control and abnormal response driving control described later, the ECU 90 calculates the required driving force (required driving torque) based on the accelerator pedal operation amount AP and the vehicle speed (vehicle speed). The ECU 90 controls the operation of the drive unit 21 by outputting the required driving force. Furthermore, when performing the following driving control and abnormal response driving control described later, the ECU 90 determines the driving force required to make the vehicle 100 move as desired through the aforementioned following driving control and abnormal response driving control, and controls the operation of the drive unit 21 by outputting that driving force.

[0063] <Brake pedal operation sensor>

[0064] The brake pedal operation amount sensor 42 is a sensor for detecting the operation amount of the brake pedal of the vehicle 100. The brake pedal operation amount sensor 42 is electrically connected to the ECU 90. The brake pedal operation amount sensor 42 sends the detected brake pedal operation amount information to the ECU 90. Based on this information, the ECU 90 obtains the brake pedal operation amount as the brake pedal operation amount BP.

[0065] In addition to performing the following driving control and abnormal response driving control described later, the ECU 90 calculates the required braking force (required braking torque) based on the brake pedal operation amount BP. The ECU 90 controls the operation of the braking device 22 by outputting the required braking force. Furthermore, when performing the following driving control and abnormal response driving control described later, the ECU 90 determines the braking force required to make the vehicle 100 move as desired through the aforementioned following driving control and abnormal response driving control, and controls the operation of the braking device 22 by outputting that braking force.

[0066] <Steering Angle Sensor>

[0067] The steering angle sensor 43 is a sensor that detects the rotation angle of the steering shaft of the vehicle 100 relative to the neutral position. The steering angle sensor 43 is electrically connected to the ECU 90. The steering angle sensor 43 sends the detected rotation angle information of the steering shaft to the ECU 90. The ECU 90 obtains the rotation angle of the steering shaft as the steering angle θ based on this information.

[0068] <Steering Torque Sensor>

[0069] The steering torque sensor 44 is a sensor that detects the torque input by the driver DR of the vehicle 100 to the steering shaft via the steering wheel of the vehicle 100. The steering torque sensor 44 is electrically connected to the ECU 90. The steering torque sensor 44 sends information related to the detected torque to the ECU 90. Based on this information, the ECU 90 obtains the torque input by the driver DR to the steering shaft via the steering wheel (driver input steering torque TQdriver).

[0070] In addition to performing lane keeping control and emergency response driving control as described later, ECU 90 obtains the required steering force (required steering torque) based on the steering angle θ, driver input torque, and the vehicle speed (vehicle speed), and controls the operation of steering device 23 by outputting the required steering torque from steering device 23. Furthermore, when performing lane keeping control and emergency response driving control as described later, ECU 90 determines the steering force required to move the vehicle 100 as desired through the aforementioned lane keeping control and emergency response driving control, and controls the operation of steering device 23 by outputting the steering force.

[0071] <Variable Speed ​​Sensor>

[0072] The gear shift sensor 452 is a sensor that detects the set position (gear position) of the gear shift lever 451, which serves as the gear shift operator of the vehicle 100. The gear shift lever 451 is a device operated by the driver DR of the vehicle 100, and the set position of the gear shift lever 451 that the driver DR can set is forward position (drive gear), reverse position (reverse gear), neutral position (neutral gear), and parking position (parking gear). The gear shift sensor 452 is electrically connected to the ECU 90. The gear shift sensor 452 sends a signal to the ECU 90 indicating the detected set position of the gear shift lever 451.

[0073] When the gear lever 451 is set to forward gear, the gear sensor 452 sends a signal to the ECU 90 indicating that the gear lever 451 is set to forward gear. Upon receiving this signal, the ECU 90 controls the operation of the transmission 24 in a manner that puts the transmission 24 into forward gear state SD.

[0074] Additionally, when the gear lever 451 is set to reverse, the gear sensor 452 sends a signal to the ECU 90 indicating that the gear lever 451 is set to reverse. Upon receiving this signal, the ECU 90 controls the operation of the transmission 24 in a manner that puts the transmission 24 into reverse gear state SR.

[0075] Additionally, when the gear lever 451 is set to neutral, the gear sensor 452 sends a signal to the ECU 90 indicating that the gear lever 451 is in neutral. Upon receiving this signal, the ECU 90 controls the operation of the transmission 24 in a manner that puts the transmission 24 into neutral state SN.

[0076] Additionally, when the gear lever 451 is set to the parking position, the gear sensor 452 sends a signal to the ECU 90 indicating that the gear lever 451 is set to the parking position. Upon receiving this signal, the ECU 90 controls the operation of the transmission 24 in a manner that puts the transmission 24 into the parking position (SP).

[0077] Furthermore, when executing the following driving control and abnormal response driving control described later, the ECU90 controls the operation of the transmission 24 (performing gear changes) according to the need to drive the vehicle 100 as desired, through the aforementioned following driving control and abnormal response driving control.

[0078] <Vehicle speed detection device>

[0079] The vehicle speed detection device 46 is a device for detecting the driving speed of the vehicle 100, such as a wheel speed sensor. The vehicle speed detection device 46 is electrically connected to the ECU 90. The vehicle speed detection device 46 sends the detected driving speed information of the vehicle 100 to the ECU 90. The ECU 90 obtains the driving speed of the vehicle 100 (vehicle speed V100) based on this information.

[0080] <Turn light pole>

[0081] The turn signal stalk 47 is a device operated by the driver (DR) to activate the turn signal 31. The turn signal stalk 47 is electrically connected to the ECU 90. When the turn signal stalk 47 is operated clockwise, the ECU 90 causes the turn signal 31 located at the right front corner and the right rear corner to flash. Conversely, when the turn signal stalk 47 is operated counterclockwise, the ECU 90 causes the turn signal 31 located at the left front corner and the left rear corner to flash. Furthermore, the ECU 90 can also cause all turn signals 31 to flash at predetermined time intervals. Hereinafter, the flashing of all turn signals 31 at predetermined time intervals will be referred to as "hazard warning light flashing".

[0082] <Driving Support Selection Control>

[0083] The driver support selection operator 48 is a device operated by the driver (DR) for performing lane keeping control (described later), following control (described later), and setting the predetermined inter-vehicle distance Dset and predetermined vehicle speed Vset in following control. For example, it is a driver support selection switch. The driver support selection operator 48 is electrically connected to the ECU 90. When the ECU 90 applies an operation to the driver support selection operator 48 to perform lane keeping control, it determines that lane keeping control has been requested. Similarly, when the ECU 90 applies an operation to the driver support selection operator 48 to perform following control, it determines that following control has been requested.

[0084] <Parking Keeping Requirement Operator>

[0085] The parking hold request operator 49 is a device operated by the driver (DR) to activate the parking hold device 30, such as a parking hold request switch. The parking hold request operator 49 is electrically connected to the ECU 90. When the ECU 90 applies an operation to the parking hold request operator 49 to activate the parking hold device 30, it activates the parking hold device 30 in a manner that keeps the vehicle 100 at a stop when the vehicle 100 is stopped, and activates the parking hold device 30 in a manner that decelerates the vehicle 100 to a stop while the vehicle 100 is moving.

[0086] <Driver Information Acquisition Device>

[0087] The driver information acquisition device 50 is a device for acquiring information related to the driver's DR. In this example, it includes a driver monitoring camera 51 and a heart rate sensor 52.

[0088] <Driver monitoring camera>

[0089] The driver monitoring camera 51 is a device for capturing images of the driver (DR). The driver monitoring camera 51 is electrically connected to the ECU 90. The driver monitoring camera 51 sends information related to the captured image of the driver (DR) to the ECU 90. Based on this information (driver image information), the ECU 90 obtains information related to the state of the driver (DR) (driver information ID). The ECU 90 can determine whether the driver (DR) is in an abnormal state based on this driver information ID. In this example, an abnormal state refers to a state in which the driver (DR) is unable to drive the vehicle 100 due to reasons such as loss of consciousness.

[0090] <Heart Rate Sensor>

[0091] Heart rate sensor 52 is a sensor that detects the heart rate of the driver DR of vehicle 100. Heart rate sensor 52 is electrically connected to ECU 90. Heart rate sensor 52 sends information related to the detected heart rate to ECU 90. ECU 90 obtains the driver DR's heart rate based on this information (heart rate information). Based on the obtained driver DR's heart rate, ECU 90 obtains information related to the driver DR's state (driver information ID). ECU 90 can determine whether the driver DR is in an abnormal state based on this driver information ID.

[0092] <Surrounding Information Detection Device>

[0093] The surrounding information detection device 60 is a device for detecting information about the surroundings of the vehicle 100. In this example, it includes an electromagnetic wave sensor 61 and an image sensor 62.

[0094] <Electronic Wave Sensor>

[0095] The radio wave sensor 61 is a sensor that uses radio waves to detect information related to objects present in the vicinity of the vehicle 100, such as at least one of an acoustic sensor (e.g., a radar sensor, millimeter-wave radar), an ultrasonic sensor (gap sonar), and an optical sensor (e.g., LiDAR). The radio wave sensor 61 is electrically connected to the ECU 90. The radio wave sensor 61 emits radio waves and receives radio waves reflected by objects (reflected waves). The radio wave sensor 61 sends information related to the emitted and received radio waves (reflected waves) to the ECU 90. In other words, the radio wave sensor 61 detects objects present in the vicinity of the vehicle 100 and sends information related to the detected objects to the ECU 90. The ECU 90 can obtain information (peripheral detection information IS) related to objects present in the vicinity of the vehicle 100 based on this information (radio wave information IR or radio wave data). Objects detected by the radio wave sensor 61 include, for example, vehicles, walls, bicycles, and people.

[0096] <Image Sensor>

[0097] Image sensor 62 is a sensor, such as a camera, used to capture images of the surroundings of vehicle 100. Image sensor 62 is electrically connected to ECU 90. Image sensor 62 captures images of the surroundings of vehicle 100 and sends information related to the captured images to ECU 90. ECU 90 can obtain information about the surroundings of vehicle 100 (surroundings information IS) based on this information (image information IC or image data).

[0098] <Notification Device>

[0099] The notification device 70 is a device for making various notifications to the driver DR, and in this example it includes an audio device 71 and a display device 72.

[0100] <Audio Equipment>

[0101] The audio device 71 is a device that outputs sound to the interior of the vehicle 100, such as a buzzer or speaker. The audio device 71 is electrically connected to the ECU 90. The ECU 90 can output various sounds and voices to the interior of the vehicle 100 via the audio device 71.

[0102] <Display Device>

[0103] Display device 72 is a device for displaying images, such as a monitor. Display device 72 is installed inside the vehicle 100 to enable visual recognition by the driver (DR). Display device 72 is electrically connected to ECU 90. ECU 90 is capable of displaying various images on display device 72.

[0104] <Notification Device>

[0105] The notification device 80 is a device for making various notifications to people outside the vehicle 100, and in this example, it includes a horn 81.

[0106] <Trumpet>

[0107] The horn 81 is a device for outputting sound to the outside of the vehicle 100. The horn 81 is electrically connected to the ECU 90. The ECU 90 can output sound from the horn 81.

[0108] <Job Summary>

[0109] Next, a summary of the operation of the vehicle control device 10 will be provided. When predetermined conditions are met, the vehicle control device 10 executes driving support controls corresponding to those predetermined conditions. In this example, the driving support controls are lane keeping control, following control, and emergency response control.

[0110] Lane Keeping Control

[0111] When lane keeping control is requested via operation of the driver support selection operator 48, the vehicle control unit 10 performs lane keeping control. Lane keeping control supports the driver DR's steering operation of the vehicle 100 in a manner that allows the vehicle 100 to travel within the white lines on the left and right sides of the vehicle 100 (i.e., lane LN1). More specifically, lane keeping control controls the operation of the steering device 23 in a manner that allows the vehicle 100 to travel in the center of lane LN1.

[0112] In addition, the symbol LN2 in the diagram is the lane adjacent to lane LN1, which is the lane for oncoming vehicles.

[0113] When the vehicle control device 10 initiates lane keeping control, it acquires the center line of lane LN1 (lane center line CL) (see reference). Figure 2A The vehicle control unit 10 obtains the lane centerline CL based on the surrounding detection information IS.

[0114] Furthermore, the vehicle control device 10 obtains the deviation dW (referring to the center line of the vehicle 100 (vehicle center line VC) from the lane center line CL). Figure 2B as well as Figure 2C The center line VC of this vehicle is a line extending from the center of the width of this vehicle 100 along the longitudinal direction of this vehicle 100.

[0115] When the deviation dW becomes greater than zero, the vehicle control unit 10 steers the vehicle 100 by controlling the operation of the steering device 23 in a manner that makes the deviation dW zero. Figure 2BAs shown, when vehicle 100 deviates to the right from the center of lane LN1 and the deviation dW becomes greater than zero, vehicle control device 10 controls steering device 23 to turn vehicle 100 to the left. On the other hand, in situations such as... Figure 2C When the vehicle 100 deviates to the left from the center of lane LN1 as shown, and the deviation dW becomes greater than zero, the vehicle control device 10 controls the steering device 23 to turn the vehicle 100 to the right. This allows the vehicle 100 to travel in the center of lane LN1.

[0116] <Follow-up driving control>

[0117] Additionally, when the vehicle control unit 10 requests the execution of follow-driving control through the operation of the driver support selection operator 48, it executes follow-driving control. Follow-driving control is a control that automatically accelerates or decelerates the vehicle 100 by controlling the operation of the drive unit 21 and the braking unit 22 in a manner that causes the vehicle 100 to follow the vehicle (leading vehicle 200) traveling in front of it.

[0118] When the vehicle control device 10 begins following driving control, it obtains the distance (inter-vehicle distance D) between the vehicle 100 and the preceding vehicle 200 (refer to...). Figure 3A The vehicle control unit 10 obtains the inter-vehicle distance D based on the surrounding detection information IS.

[0119] Furthermore, the vehicle control device 10 obtains the difference (relative speed dV) between the speed of the vehicle 100 (vehicle speed V100) and the speed of the preceding vehicle 200 (preceding vehicle speed V200). The vehicle control device 10 obtains the relative speed dV based on the surrounding detection information IS.

[0120] Then, the vehicle control unit 10 sets the vehicle distance D to the target vehicle distance Dtgt when the time obtained by dividing the relative speed dV at this time (the predicted arrival time TTC) becomes the predetermined time (the predetermined predicted arrival time TTCref). That is, the vehicle control unit 10 sets the vehicle distance D to the target vehicle distance Dtgt when the relationship between the relative speed dV at this time, the predetermined predicted arrival time TTCref, and the vehicle distance D is the same as the following equation (1).

[0121] TTCref=D / dV…(1)

[0122] The following driving control is a control that enables the vehicle 100 to follow the preceding vehicle 200 by controlling the operation of the drive unit 21 and the braking unit 22 in a manner that makes the vehicle distance D consistent with the target vehicle distance Dtgt.

[0123] In such Figure 3BWhen the distance between the vehicles becomes longer than the target distance between the vehicles, as shown, the vehicle control unit 10 controls the operation of the drive unit 21 to accelerate the vehicle 100. On the other hand, in situations such as Figure 3C When the distance between vehicles, D, becomes shorter than the target distance between vehicles, Dtgt, as shown, the vehicle control device 10 controls the operation of the drive device 21 and / or the braking device 22 to decelerate the vehicle 100. This allows the vehicle 100 to follow the preceding vehicle 200.

[0124] Furthermore, in the absence of a lead vehicle 200, the vehicle control unit 10 performs constant speed driving control. Constant speed driving control is a control that automatically accelerates or decelerates the vehicle 100 by controlling the operation of the drive unit 21 and / or the braking unit 22 in a manner that makes the vehicle speed V100 consistent with a predetermined speed Vset. The predetermined speed Vset is the vehicle speed set by the driver (DR) through operation of the driving support selection operator 48.

[0125] <Abnormal Response and Control>

[0126] In addition, if the driver DR is in an abnormal state while lane keeping control and follow-driving control are being performed, the vehicle control unit 10 will perform an abnormal response control (so-called unmanned protection control).

[0127] Anomaly response control includes anomaly notification control, anomaly response driving control, and anomaly reporting control.

[0128] The abnormality notification control is used to alert the driver (DR) or to notify the passengers of the vehicle (100) that the vehicle (100) will stop automatically or has already stopped due to an abnormality in the driver (DR).

[0129] Abnormal response driving control is a control that causes the vehicle 100 to decelerate and stop. More specifically, abnormal response driving control is a control that controls the operation of the drive unit 21 and the braking unit 22 in a manner that allows the vehicle 100 to stop safely, thereby automatically decelerating and stopping the vehicle 100.

[0130] Anomaly notification control is a control that notifies the outside of vehicle 100 that the driver DR has entered an abnormal state. In particular, in this example, anomaly notification control is a control used to notify a person outside vehicle 100 that vehicle 100 should be stopped or that vehicle 100 has been stopped because the driver DR has entered an abnormal state.

[0131] During the operation of the vehicle 100, the vehicle control device 10 monitors the status of the driver DR based on the driver information ID and continuously determines whether the abnormal condition CD of the driver DR being in an abnormal state is met.

[0132] Vehicle control device 10, for example, in this vehicle 100, is... Figure 4 When driving at the location indicated by the symbol P1, if the abnormal condition CD is determined to be met, it is determined whether the "time during which the abnormal condition CD is determined to be met (first duration T1) has reached the predetermined time (first determination time T1th)".

[0133] For example, when the vehicle 100 has traveled to... Figure 4 When the location indicated by the symbol P2 reaches the first determination time T1th after the first duration T1, abnormal notification control is initiated while lane keeping control and following driving control continue.

[0134] At this time, as part of the abnormal notification control process, the vehicle control unit 10 begins the steering wheel hold request display process and the first warning tone output process. The steering wheel hold request display process is the process of displaying an image of the driver's DR request to hold the steering wheel on the display device 72. In addition, the first warning tone output process is the process of outputting a sound at a predetermined volume (first volume V1) intermittently from the audio device 71 at predetermined time intervals (first time interval Tiv1).

[0135] Subsequently, the vehicle control device 10 determines whether the time during which the abnormal condition CD is established after the first determination time T1 reaches the first determination time T1th (the second duration T2) has reached the predetermined time (the second determination time T2th).

[0136] For example, when the vehicle 100 has traveled to... Figure 4 When the location indicated by the symbol P3 is such that the second duration T2 reaches the second determination time T2th, abnormal response driving control and abnormal notification control will be initiated while continuing lane keeping control, following driving control and abnormal notification control.

[0137] At this point, as a response to an anomaly in driving control, the vehicle control unit 10 initiates a gradual deceleration process. This gradual deceleration process involves controlling the operation of the drive unit 21 or the braking unit 22 to slow the vehicle 100 down at a smaller deceleration rate (first deceleration GD1). The vehicle control unit 10 compares this deceleration rate (first deceleration GD1) in the gradual deceleration process with the deceleration rate (following deceleration) set in the following driving control. If the first deceleration GD1 is greater than the following deceleration rate, the vehicle 100 is slowed down by the first deceleration rate GD1; if the following deceleration rate is greater than the first deceleration rate GD1, the vehicle 100 is slowed down by the following deceleration rate.

[0138] Additionally, at this time, as part of the abnormal notification control process, the vehicle control unit 10 initiates the steering wheel hold request display process, the automatic stop warning display process, and the second warning tone output process. As described above, the steering wheel hold request display process displays an image on the display device 72 instructing the driver (DR) to hold the steering wheel. The automatic stop warning display process displays an image on the display device 72 to warn the occupants of the vehicle 100 that the vehicle 100 will automatically stop. The second warning tone output process outputs a predetermined volume (second volume V2) of sound intermittently from the audio device 71 at predetermined time intervals (second time interval Tiv2). The second volume V2 is set to a volume higher than the first volume V1, and the second time interval Tiv2 is set to a shorter interval than the first time interval Tiv1.

[0139] Additionally, at this time, as part of the abnormality notification control process, the vehicle control unit 10 initiates a hazard warning light flashing process. The hazard warning light flashing process involves illuminating the turn signals 31 as hazard warning lights.

[0140] Subsequently, the vehicle control device 10 determines whether the time during which the abnormal condition CD is established after the second duration T2 reaches the second determination time T2th (the third duration T3) has reached the predetermined time (the third determination time T3th).

[0141] For example, when the vehicle 100 has traveled to... Figure 4 When the location indicated by symbol P4 is such that the third determination time T3th is reached after the third duration T3, the lane keeping control, anomaly notification control, and anomaly reporting control are still in operation. The abnormal response driving control process will then switch from gradual deceleration to stop deceleration. Stop deceleration is a process where the vehicle 100 is stopped by controlling the operation of the braking device 22 to decelerate at a larger deceleration (second deceleration GD2). The second deceleration GD2 is set to a value larger than the first deceleration GD1.

[0142] Additionally, at this time, the vehicle control unit 10 switches the abnormal notification control processing from steering wheel hold request display processing, automatic stop warning display processing, and second warning tone output processing to automatic stop implementation display processing and third warning tone output processing. The automatic stop implementation display processing involves displaying an image on the display device 72 to notify the occupants of the vehicle 100 that control to automatically stop the vehicle 100 is in progress. Furthermore, the third warning tone output processing involves intermittently outputting a predetermined volume (third volume V3) of sound from the audio device 71 at predetermined time intervals (third time interval Tiv3). The third volume V3 is set to a volume higher than the second volume V2, and the third time interval Tiv3 is set to a shorter interval than the second time interval Tiv2.

[0143] Additionally, as part of the abnormality notification control process, the vehicle control unit 10 continues the hazard warning light flashing process while simultaneously initiating the horn activation and brake light illumination processes. The horn activation process involves outputting sound from the horn 81. The brake light illumination process involves illuminating the brake lights 32.

[0144] Subsequently, the vehicle control device 10, for example, stops the vehicle 100 at... Figure 4 In the case of the location indicated by the symbol P5, while continuing abnormal notification control and abnormal reporting control, lane keeping control is stopped, and the abnormal response driving control is switched from stop deceleration to stop holding. The stop holding process is a process that maintains the vehicle 100 in a stopped state by controlling the operation of the braking device 22 and the stop holding device 30.

[0145] Additionally, at this time, the vehicle control unit 10 switches the abnormal notification control processing from automatic parking implementation display processing and third warning tone output processing to automatic parking completion display processing and fourth warning tone output processing. Automatic parking completion processing involves displaying an image on the display device 72 to notify the occupants of the vehicle 100 that the vehicle 100 has stopped. Furthermore, the fourth warning tone output processing involves outputting a predetermined volume (fourth volume V4) of sound intermittently from the audio device 71 at predetermined time intervals (fourth time interval Tiv4). The fourth volume V4 is set to a volume higher than the third volume V3, and the fourth time interval Tiv4 is set to a shorter interval than the third time interval Tiv3.

[0146] In addition, at this time, as part of the abnormality notification control process, the vehicle control unit 10 continues to perform the hazard warning light flashing process, the horn blowing process, and the brake light illuminating process.

[0147] <Stop Driving Support Control>

[0148] Preferably, when a predetermined condition is met, driving support control is stopped according to the met condition. Therefore, when the predetermined condition is met, the vehicle control device 10 stops driving support control according to the met condition.

[0149] Specifically, the vehicle control device 10 stops lane keeping control if any one of the following conditions (first lane keeping stop condition CLs1 to fourth lane keeping stop condition CLs4) is met during the execution of lane keeping control. The first lane keeping stop condition CLs1 is the condition that "the end of lane keeping control is requested by operating the driver support selection operator 48". The second lane keeping stop condition CLs2 is the condition that "the driver inputs a steering torque TQdriver that is greater than or equal to a predetermined steering torque TQdriver_th". The third lane keeping stop condition CLs3 is the condition that "the parking hold request operator 49 is operated and there is no abnormal response control execution period". The fourth lane keeping stop condition CLs4 is the condition that "the gear lever 451 is operated and set to parking gear and there is no abnormal response control execution period".

[0150] Furthermore, if any one of the following driving stop conditions CAs1 to CAs5 is met during the execution of the following driving control, the vehicle control device 10 stops the following driving control. The first following driving stop condition CAs1 is the condition that "the end of the following driving control is requested by operating the driver support selection operator 48". The second following driving stop condition CAs2 is the condition that "the accelerator pedal operation amount AP becomes a predetermined accelerator pedal operation amount threshold APth or higher". The third following driving stop condition CAs3 is the condition that "the brake pedal operation amount BP becomes a predetermined brake pedal operation amount threshold BPth or higher". Additionally, the fourth following driving stop condition CAs4 is the condition that "the parking hold request operator 49 is operated and there is no abnormal response control execution period". Additionally, the fifth following driving stop condition CAs5 is the condition that "the gear lever 451 is operated and set to parking gear and there is no abnormal response control execution period".

[0151] In addition, if any one of the first abnormal response stop conditions CDs1 to the fifth abnormal response stop condition CDs5 is met during the execution of the abnormal response control, the vehicle control device 10 determines that the driver DR is no longer in an abnormal state (i.e., the driver DR is in a normal state) and stops the abnormal response control.

[0152] The first abnormal response stop condition CDs1 is "steering wheel operation". When the vehicle control unit 10 detects a driver input steering torque TQdriver that is higher than the predetermined steering torque threshold TQth, it determines that the steering wheel has been operated.

[0153] The second abnormal response stop condition CDs2 is "the accelerator pedal has been operated". When the vehicle control unit 10 detects an accelerator pedal operation amount AP that is higher than the predetermined accelerator pedal operation amount threshold APth, it determines that the accelerator pedal has been operated.

[0154] The third abnormal response stop condition CDs3 is "the brake pedal has been operated". When the vehicle control device 10 detects a brake pedal operation amount BP that is higher than the predetermined brake pedal operation amount threshold BPth, it determines that the brake pedal has been operated.

[0155] The fourth abnormal response stop condition CDs4 is "An operation was performed on the driver support selection operator 48".

[0156] The fifth abnormal response stop condition CDs5 is "it can be determined that the driver DR is not in an abnormal state". After the abnormal response control is started, the vehicle control unit 10 determines whether the driver DR is in an abnormal state based on the driver information ID.

[0157] Furthermore, if the parking hold request operator 49 or the gear lever 451 is operated while the abnormal response control is being performed, the vehicle control unit 10 will not stop the abnormal response control. Of course, as mentioned above, in this case, the vehicle control unit 10 will also not stop the lane keeping control and the following control.

[0158] <Effect>

[0159] It was also considered that if the parking hold request controller 49 and gear lever 451 were detected to be in an abnormal state, the driver (DR) would be deemed to be in a normal state, and the abnormal response control would be stopped. However, passengers other than the driver (DR) (e.g., the front passenger) could easily operate the parking hold request controller 49 and gear lever 451. If a passenger learns through the abnormal response control that the driver (DR) is in an abnormal state, they might want to operate the parking hold request controller 49 and gear lever 451 to stop the vehicle 100. Therefore, it is not preferable to stop the abnormal response control based on the detection of the parking hold request controller 49 and gear lever 451 being operated.

[0160] According to the vehicle control device 10, even if the parking hold request operator 49 and the gear lever 451 are detected to have been operated, the abnormal response control will not be stopped. Furthermore, lane keeping control and following control will not be stopped either. Therefore, it is possible to avoid stopping the abnormal response control in situations where it is inappropriate to stop it.

[0161] <Specific tasks>

[0162] Next, the specific operation of the vehicle control unit 10 will be explained. The CPU of the ECU 90 of the vehicle control unit 10 executes operations in predetermined calculation cycles. Figure 5 The example shown.

[0163] Therefore, when the predetermined timing is reached, the CPU starts from... Figure 5 Step S500 begins processing, which proceeds to step S505, where it is determined whether the value of the lane keeping control execution flag X1 is "0". The lane keeping control execution flag X1 is a flag indicating whether lane keeping control is in operation. Its value is set to "1" when lane keeping control is in operation and set to "0" when lane keeping control is not in operation.

[0164] If the CPU determines "yes" in step S505, the process proceeds to step S510 to determine whether lane keeping control is required.

[0165] If the CPU determines "yes" in step S510, the process proceeds to step S515 and executes. Figure 6 The example shown. Therefore, when the CPU advances processing to step S515, it from... Figure 6 Step S600 begins processing, which proceeds to step S605, where it is determined whether the deviation amount dW is greater than zero. In this example, when the vehicle's center line VC deviates to the right from the lane center line CL, the deviation amount dW becomes greater than zero.

[0166] If the CPU determines "yes" in step S605, it proceeds to step S610, whereby it calculates and obtains a target steering angle θ for turning the vehicle 100 to the left to make the deviation dW zero. Next, the CPU proceeds to step S615 to control the steering device 23 in accordance with the target steering angle θtgt obtained in step S610. Thus, the vehicle 100 is steered to turn to the left.

[0167] Next, the CPU initiates processing via step S695. Figure 5In step S520, the value of the lane keeping in progress flag X1 is set to "1". Next, the CPU advances the process to step S595, temporarily terminating this routine.

[0168] On the other hand, the CPU in Figure 6 If the determination in step S605 is "no", the process proceeds to step S620 to determine whether the deviation amount dW is less than zero. In this example, when the center line VC of the vehicle deviates to the left from the center line CL of the lane, the deviation amount dW becomes less than zero.

[0169] If the CPU determines "yes" in step S620, it proceeds to step S625, whereby it calculates and obtains a target steering angle θ for turning the vehicle 100 to the right to make the deviation dW zero. Next, the CPU proceeds to step S630 to control the steering device 23 in accordance with the target steering angle θtgt obtained in step S625. Thus, the vehicle 100 is steered to turn to the right.

[0170] Next, the CPU proceeds the processing via step S695 to... Figure 5 In step S520, the value of the lane keeping in progress flag X1 is set to "1". Next, the CPU advances the process to step S595, temporarily terminating this routine.

[0171] On the other hand, the CPU in Figure 6 If the determination in step S620 is "no", the process proceeds directly to step S695. Figure 5 In step S520, the value of the lane keeping in progress flag X1 is set to "1". Next, the CPU advances the process to step S595, temporarily terminating this routine.

[0172] In addition, the CPU Figure 5 If the determination in step S510 is "no", the process will proceed directly to step S595, temporarily ending this routine.

[0173] In addition, if the CPU determines "no" in step S505, the process proceeds to step S525 to determine whether any of the conditions from lane 1 maintaining stop condition CLs1 to lane 4 maintaining stop condition CLs4 is met.

[0174] If the CPU determines "yes" in step S525, it proceeds to step S530 and stops lane keeping control. Next, the CPU proceeds to step S535 and sets the value of the lane keeping execution flag X1 to "0". Next, the CPU proceeds to step S595 and temporarily terminates this routine.

[0175] On the other hand, if the CPU determines "no" in step S525, it proceeds to step S515 and executes as described above. Figure 6 The routine is shown. Next, the CPU advances the process to step S520, setting the value of the lane keeping in progress flag X1 to "1". Next, the CPU advances the process to step S595, temporarily terminating this routine.

[0176] Furthermore, the CPU executes in predetermined computation cycles. Figure 7 The example shown.

[0177] Therefore, when the predetermined timing is reached, the CPU starts from... Figure 7 Step S700 begins processing, which proceeds to step S705, where it is determined whether the value of the following driving execution flag X2 is "0". The following driving execution flag X2 is a flag indicating whether the following driving control is in progress. Its value is set to "1" when the following driving control is in progress and set to "0" when the following driving control is not in progress.

[0178] If the CPU determines "yes" in step S705, the process proceeds to step S710 to determine whether the execution of follow-driving control is required.

[0179] If the CPU determines "yes" in step S710, the process proceeds to step S715 and executes. Figure 8 The example shown. Therefore, when the CPU advances processing to step S715, it from... Figure 8 Step S800 begins the process, which proceeds to step S805, where it is determined whether the workshop distance D is greater than the target workshop distance Dtgt.

[0180] If the CPU determines "yes" in step S805, it proceeds to step S810, whereby it calculates and obtains the target acceleration GAtgt for the vehicle 100 to increase its speed V100 so that the inter-vehicle distance D matches the target inter-vehicle distance Dtgt. Next, the CPU proceeds to step S815 to control the operation of the drive unit 21 in accordance with the target acceleration GAtgt obtained in step S810. As a result, the vehicle 100 accelerates.

[0181] Next, the CPU initiates processing via step S895. Figure 7 In step S720, the value of the following driving execution flag X2 is set to "1". Next, the CPU advances the processing to step S795, temporarily ending this routine.

[0182] On the other hand, the CPU in Figure 8 If the determination in step S805 is "no", the process proceeds to step S820 to determine whether the workshop distance D is smaller than the target workshop distance Dtgt.

[0183] If the CPU determines "yes" in step S820, it proceeds to step S825, whereby it calculates and obtains the deceleration GD of the vehicle 100 to reduce its speed V100 so that the inter-vehicle distance D matches the target inter-vehicle distance Dtgt, as the target deceleration GDtgt. Next, the CPU proceeds to step S830 to control the operation of the drive unit 21 or the braking unit 22 in a manner that achieves the target deceleration GDtgt obtained in step S825. As a result, the vehicle 100 decelerates.

[0184] Next, the CPU initiates processing via step S895. Figure 7 In step S720, the value of the following driving execution flag X2 is set to "1". Next, the CPU advances the processing to step S795, temporarily ending this routine.

[0185] On the other hand, the CPU in Figure 8 If the determination in step S820 is "no", the process proceeds directly to step S895. Figure 7 In step S720, the value of the following driving execution flag X2 is set to "1". Next, the CPU advances the processing to step S795, temporarily ending this routine.

[0186] In addition, the CPU Figure 7 If the result in step S710 is "no", the process will proceed directly to step S795, temporarily ending the current routine.

[0187] In addition, if the CPU determines "no" in step S705, the process proceeds to step S725 to determine whether any of the following driving stop conditions CAs1 to CAs5 are met.

[0188] If the CPU determines "yes" in step S725, it proceeds to step S730 and stops the following driving control. Next, the CPU proceeds to step S735 and sets the value of the following driving execution flag X2 to "0". Next, the CPU proceeds to step S795 and temporarily terminates this routine.

[0189] On the other hand, if the CPU determines "no" in step S725, it proceeds to step S715 and executes as described above. Figure 8The routine is shown. Next, the CPU advances the process to step S720, setting the value of the following execution flag X2 to "1". Next, the CPU advances the process to step S795, temporarily terminating this routine.

[0190] Furthermore, the CPU executes in predetermined computation cycles. Figure 9 The example shown.

[0191] Therefore, when the timer becomes the processing time, the CPU switches from... Figure 9 Step S900 begins processing, which proceeds to step S905, where it is determined whether the value of the exception response execution flag X3 is "0". The exception response execution flag X3 is a flag indicating whether the exception response control is in execution. Its value is set to "1" when the exception response control is in execution and set to "0" when the exception response control is not in execution.

[0192] If the CPU determines "yes" in step S905, the process proceeds to step S910 to determine whether the abnormal condition CD is met.

[0193] If the CPU determines "yes" in step S910, the process proceeds to step S915, where it determines whether the values ​​of lane keeping in progress flag X1 and following driving in progress flag X2 are "1".

[0194] If the CPU determines "yes" in step S915, the process proceeds to step S920 and executes. Figure 10 The example shown. Therefore, when the CPU advances processing to step S920, it from... Figure 10 Step S1000 begins processing, which proceeds to step S1005, where it is determined whether the vehicle 100 has stopped.

[0195] If the CPU determines "yes" in step S1005, the process proceeds to step S1010 and executes. Figure 11 The example shown. Therefore, when the CPU advances processing to step S1010, it from... Figure 11 Step S1100 begins processing, which proceeds to step S1105 to execute abnormal notification control. Specifically, as part of the abnormal notification control process, the CPU executes automatic parking completion display processing and fourth warning sound output processing. Next, the CPU proceeds to step S1110 to execute abnormal reporting control. Specifically, as part of the abnormal reporting control process, the CPU executes hazard warning light flashing processing, horn sounding processing, and brake light illumination processing.

[0196] Next, the CPU proceeds to step S1115 to stop lane keeping control. Then, the CPU proceeds to step S1120 to execute abnormal response driving control. Specifically, as part of the abnormal response driving control process, the CPU executes stop-and-hold processing.

[0197] Next, the CPU performs processing via step S1195 and Figure 10 Step S1095 proceeds to Figure 9 In step S925, the value of the exception handling execution flag X3 is set to "1". Next, the CPU advances the process to step S995, temporarily terminating this routine.

[0198] On the other hand, the CPU in Figure 10 If the determination in step S1005 is "no", the process proceeds to step S1015 to determine whether the third duration T3 is greater than or equal to the third determination time T3th.

[0199] If the CPU determines "yes" in step S1015, the process proceeds to step S1020 and executes. Figure 12 The example shown. Therefore, when the CPU advances processing to step S1020, it from... Figure 12 Step S1200 begins processing, which proceeds to step S1205 to execute abnormal notification control. Specifically, as part of the abnormal notification control process, the CPU executes automatic parking implementation display processing and third warning sound output processing. Next, the CPU proceeds to step S1210 to execute abnormal reporting control. Specifically, as part of the abnormal reporting control process, the CPU executes hazard warning light flashing processing, horn sounding processing, and brake light illumination processing.

[0200] Next, the CPU advances the processing to step S1215 to execute exception handling driving control. Specifically, as part of the exception handling driving control process, the CPU executes a stop and deceleration process.

[0201] Next, the CPU performs processing via step S1295 and Figure 10 Step S1095 and proceed to Figure 9 In step S925, the value of the exception handling execution flag X3 is set to "1". Next, the CPU advances the process to step S995, temporarily terminating this routine.

[0202] On the other hand, if the CPU determines "no" in step S1015, the process proceeds to step S1025 to determine whether the second duration T2 has become a second determination time T2th or more.

[0203] If the CPU determines "yes" in step S1025, the process proceeds to step S1030 and executes. Figure 13 The example shown. Therefore, when the CPU advances processing to step S1030, it from... Figure 13 Step S1300 begins processing, which proceeds to step S1305 to execute abnormal notification control. Specifically, as part of the abnormal notification control process, the CPU executes the steering wheel hold request display process, the automatic stop warning display process, and the second warning sound output process. Next, the CPU proceeds to step S1310 to execute abnormal reporting control. Specifically, as part of the abnormal reporting control process, the CPU executes the hazard warning light flashing process, the horn sounding process, and the brake light illuminating process.

[0204] Next, the CPU advances the processing to step S1315 to execute abnormal response driving control. Specifically, as part of the abnormal response driving control process, the CPU performs a gradual deceleration process.

[0205] Next, the CPU performs processing via step S1395 and Figure 10 Step S1095 proceeds to Figure 9 In step S925, the value of the exception handling execution flag X3 is set to "1". Next, the CPU advances the process to step S995, temporarily terminating this routine.

[0206] On the other hand, if the CPU determines "no" in step S1025, the process proceeds to step S1035 to determine whether the first duration T1 has become a first determination time T1th or more.

[0207] If the CPU determines "yes" in step S1035, the process proceeds to step S1040 and executes. Figure 14 The example shown. Therefore, when the CPU advances processing to step S1040, it from... Figure 14 Step S1400 begins processing, which proceeds to step S1405 to execute exception notification control. Specifically, as part of the exception notification control process, the CPU executes steering wheel hold request display processing and first warning tone output processing.

[0208] Next, the CPU performs processing via step S1495 and Figure 10 Step S1095 proceeds to Figure 9 In step S925, the value of the exception handling execution flag X3 is set to "1". Next, the CPU advances the process to step S995, temporarily terminating this routine.

[0209] On the other hand, the CPU in Figure 10If the determination in step S1035 is "no", then via Figure 10 Step S1095 allows the processing to proceed directly to... Figure 9 In step S925, the value of the exception handling execution flag X3 is set to "1". Next, the CPU advances the process to step S995, temporarily terminating this routine.

[0210] In addition, the CPU Figure 9 If the determination in step S910 or step S915 is "no", the process will proceed directly to step S995, temporarily ending the routine.

[0211] In addition, the CPU Figure 9 If the determination in step S905 is "no", the process proceeds to step S930 to determine whether any of the conditions in the first exception response stop condition CDs1 to the fifth exception response stop condition CDs5 are met.

[0212] If the CPU determines "yes" in step S930, it proceeds to step S935 and stops the exception handling control. Next, the CPU proceeds to step S940 and sets the value of the exception handling execution flag X3 to "0". Next, the CPU proceeds to step S995 and temporarily terminates this routine.

[0213] On the other hand, if the CPU determines "no" in step S930, it proceeds to step S920 and executes as described above. Figure 10 The routine is shown. Next, the CPU advances the process to step S925, setting the value of the exception handling execution flag X3 to "1". Next, the CPU advances the process to step S995, temporarily terminating this routine.

[0214] The above describes the specific operation of the vehicle control device 10.

[0215] Furthermore, the present invention is not limited to the above-described embodiments, and various modifications can be adopted within the scope of the present invention.

Claims

1. A vehicle control device that performs driving support control to assist a driver in driving the vehicle, the vehicle control device being configured to stop the driving support control in progress when a predetermined control of the vehicle is operated. Furthermore, the vehicle control device is configured as follows: When the driver enters an abnormal state that impedes their ability to drive the vehicle, abnormal response control is executed as the driving support control to ensure the safe driving of the vehicle. When the predetermined operator is activated, the driving support control is stopped if the abnormality response control is not being executed, and the driving support control including the abnormality response control is not stopped if the abnormality response control is being executed. The predetermined actuator is an actuator for operating the gear shift lever or the parking holding device, which is a device for keeping the vehicle in a stopped state. If, while the abnormal response control is being executed, the accelerator pedal, brake pedal, or driver support selection device of the vehicle is operated, the abnormal response control shall be stopped. The driver support selection device is a device operated by the driver to execute the driver support control.

2. The vehicle control device according to claim 1, The abnormal response control includes abnormal response driving control that causes the vehicle to decelerate and stop.

3. The vehicle control device according to claim 1, The abnormal response control includes an abnormal notification control that notifies the outside of the vehicle that the driver has entered the abnormal state.

4. The vehicle control device according to any one of claims 1 to 3, The driving support control includes automatically accelerating and decelerating the vehicle to follow the preceding vehicle.

5. The vehicle control device according to any one of claims 1 to 3, The driving support control includes lane keeping control, which supports the driver's steering operations of the vehicle in a manner that enables the vehicle to travel within the lane.

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