Vehicle control device

Abstract

A vehicle control device, upon determining that the driver is in a driving obstacle state that hinders driving the vehicle, initiates driving obstacle response control to decelerate and stop the vehicle. Then, as part of the driving obstacle response control process, it initiates deceleration processing at a predetermined time, followed by hazard warning illumination processing at a predetermined time, also as part of the driving obstacle response control process. If a hazard warning switch is operated during the execution of the hazard warning illumination processing, the vehicle control device stops the driving obstacle response control; if the hazard warning switch is operated during the period from determining that the driver is in a driving obstacle state to the initiation of the hazard warning illumination processing, the vehicle control device does not stop the driving obstacle response control and instead begins the hazard warning illumination processing.

Description

Technical Field

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

[0002] A vehicle control device is known that, when a driver is in a driving impaired state (due to loss of consciousness, etc., the driver is in a state where driving the vehicle is impossible), it issues an alarm both inside and outside the vehicle and executes driving impaired response control (unmanned protection control) to slow down the vehicle and ultimately bring it to a stop. Thus, the vehicle is safely brought to a stop when the driver is in a driving impaired state. Additionally, vehicle control devices that use flashing turn signals as a so-called hazard warning light as an external alarm when the vehicle is in a driving impaired state are also known (for example, see Japanese Patent Application Laid-Open No. 2016-85563). Summary of the Invention

[0003] Typically, this vehicle is equipped with a switch (hazard warning switch) for activating hazard warning lights. If the hazard warning switch is operated when no hazard warning lights are being activated, the hazard warning lights will illuminate; if the hazard warning switch is operated while the hazard warning lights are being activated, the hazard warning lights will deactivate.

[0004] As such, a hazard warning switch is a switch operated to activate and deactivate hazard warnings. Sometimes, the driver or passengers of the vehicle may operate the hazard warning switch to stop the obstacle response control, which is initiated when the driver is deemed to be in a driving impaired state. Therefore, there is work on constructing a system that stops the obstacle response control if the hazard warning switch is operated. In such a system, if the hazard warning switch is operated after the obstacle response control has been initiated, the obstacle response control is stopped.

[0005] However, on the other hand, sometimes a passenger (or, depending on the situation, the driver) who notices that the vehicle's driver has become incapacitated and initiated obstacle response control may operate the hazard warning switch to alert those around the vehicle that "the driver of this vehicle has become incapacitated and initiated obstacle response control." In this case, the passenger or others who operated the hazard warning switch do not intend to discontinue obstacle response control. Even though they operated the hazard warning switch, they do not wish to discontinue obstacle response control.

[0006] The purpose of this invention is to provide a vehicle control device capable of executing or stopping driving obstacle response control according to the intention of the occupants of the vehicle who have operated the hazard warning switch.

[0007] The vehicle control device of the present invention is configured such that, upon determining that the driver is in a driving obstacle state that hinders driving the vehicle, it initiates driving obstacle response control to decelerate and stop the vehicle; subsequently, as part of the driving obstacle response control process, it initiates deceleration processing to decelerate the vehicle at a predetermined time; and subsequently, as part of the driving obstacle response control process, it initiates hazard warning illumination processing at a predetermined time. Furthermore, the vehicle control device of the present invention is configured such that, if a hazard warning switch is operated during the execution of the hazard warning illumination processing (the hazard warning switch being a switch operated to request the start and stop of the hazard warning illumination), the driving obstacle response control is stopped, and the hazard warning illumination processing is started without stopping if the hazard warning switch is operated during the period from when the driver is determined to be in the driving obstacle state until the start of the hazard warning illumination processing.

[0008] Sometimes, in order to stop driving obstacle response control that has been initiated due to the driver's determination that the vehicle's driver is in a driving impaired state, the driver or passenger of the vehicle may operate a hazard warning switch. Therefore, there is work that involves constructing a system so that driving obstacle response control stops upon operation of the hazard warning switch. In such a system, if the hazard warning switch is operated after driving obstacle response control has begun, driving obstacle response control will stop.

[0009] However, on the other hand, sometimes, upon noticing that the driver of the vehicle has become incapacitated and initiated obstacle response control, a passenger (or, depending on the situation, the driver themselves) operates the hazard warning switch in an attempt to alert those around the vehicle that "the driver of this vehicle has become incapacitated and initiated obstacle response control" by illuminating the hazard warning lights. In this case, the passenger or others who operated the hazard warning switch do not intend to discontinue the obstacle response control. Even though they operated the hazard warning switch, they do not wish to discontinue the obstacle response control.

[0010] According to the present invention, if the hazard warning switch is operated during the execution of the hazard warning illumination process, the driving obstacle response control is stopped. Therefore, in scenarios where it is presumed that the occupants of the vehicle operated the hazard warning switch with the intention of stopping the driving obstacle response control, the driving obstacle response control is stopped, and thus a response that follows the original intention of the occupants of the vehicle can be taken.

[0011] On the other hand, according to the present invention, if the hazard warning switch is operated during the period from when the driver is determined to be in a driving impaired state until the hazard warning illumination process begins, the driving impaired response control is not stopped, and the hazard warning illumination process begins. Therefore, in scenarios where it is presumed that the occupants of the vehicle operated the hazard warning switch with the intention of informing people around the vehicle that the driving impaired response control has been initiated, the driving impaired response control is not stopped, and the hazard warning illumination process begins, so a response that follows the original intention of the occupants of the vehicle can be adopted.

[0012] Thus, according to the present invention, it is possible to execute or stop driving obstacle response control according to the intention of the occupants of the vehicle who have operated the hazard warning switch.

[0013] Furthermore, the vehicle control device of the present invention is configured such that, upon determining that the driver is in a driving obstacle state that hinders driving the vehicle, it initiates driving obstacle response control to decelerate and stop the vehicle. Subsequently, as part of the driving obstacle response control process, it initiates deceleration processing to decelerate the vehicle and hazard warning illumination processing at predetermined time intervals. Moreover, the vehicle control device of the present invention is configured such that, if a hazard warning switch is operated during the execution of the hazard warning illumination processing (the hazard warning switch being a switch operated to request the start and stop of the hazard warning illumination), the driving obstacle response control is stopped, and the hazard warning illumination processing is started without stopping if the hazard warning switch is operated from the time the driver is determined to be in the driving obstacle state until the start of the hazard warning illumination processing.

[0014] As stated above, even if the occupants of the vehicle who have operated the hazard warning switch do not intend to stop the driving obstacle response control, they do not wish to stop the driving obstacle response control even though they have operated the hazard warning switch.

[0015] According to the present invention, if the hazard warning switch is operated during the execution of the hazard warning illumination process, the driving obstacle response control is stopped. Therefore, in scenarios where it is presumed that the occupants of the vehicle operated the hazard warning switch with the intention of stopping the driving obstacle response control, the driving obstacle response control is stopped, and thus a response that follows the original intention of the occupants of the vehicle can be taken.

[0016] On the other hand, according to the present invention, if the hazard warning switch is operated during the period from when the driver is determined to be in a driving impaired state until the hazard warning illumination process begins, the driving impaired response control is not stopped, and the hazard warning illumination process begins. Therefore, in scenarios where it is presumed that the occupants of the vehicle operated the hazard warning switch with the intention of informing people around the vehicle that the driving impaired response control has been initiated, the driving impaired response control is not stopped, and the hazard warning illumination process begins, so a response that follows the original intention of the occupants of the vehicle can be adopted.

[0017] Thus, according to the present invention, it is possible to execute or stop driving obstacle response control according to the intention of the occupants of the vehicle who have operated the hazard warning switch.

[0018] Furthermore, as a technical solution of the present invention, the vehicle control device involved in the present invention can be configured to start the deceleration process after the start of the driving obstacle response control and the start of the hazard warning illumination process.

[0019] According to the present invention, even when deceleration begins after the hazard warning illumination process has started, the driving obstacle response control can be executed or stopped according to the intention of the occupants of the vehicle who have operated the hazard warning switch.

[0020] In addition, as a technical solution of the present invention, the vehicle control device involved in the present invention can be configured to simultaneously start the deceleration process and the hazard warning illumination process after the driving obstacle response control is started.

[0021] According to the present invention, even when deceleration processing and hazard warning illumination processing are started simultaneously, driving obstacle response control can be executed or stopped according to the intention of the occupants of the vehicle who have operated the hazard warning switch.

[0022] In addition, as a technical solution of the present invention, the vehicle control device involved in the present invention can be configured to stop the driving obstacle response control if the hazard warning switch is operated during the period from when the driver is determined to be in the driving obstacle state to when the hazard warning illumination process is started, and the hazard warning switch is operated after the hazard warning switch is started.

[0023] According to the present invention, even after the hazard warning illumination process has been started by operating the hazard warning switch before the hazard warning illumination process begins, the execution or cessation of driving obstacle response control can be performed according to the intention of the occupants of the vehicle who operated the hazard warning switch.

[0024] 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 the invention should be readily understood from the description of the embodiments. Attached Figure Description

[0025] 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:

[0026] Figure 1 This is a diagram illustrating a vehicle control device according to an embodiment of the present invention and a vehicle (this vehicle) equipped with the vehicle control device.

[0027] Figure 2A This diagram illustrates a scenario where the vehicle is centered in the lane using steering support under lane keeping control.

[0028] Figure 2B This diagram illustrates a scenario where the vehicle is positioned to the right of the center of the lane during lane keeping control.

[0029] Figure 2C This diagram illustrates a scenario where the vehicle is positioned to the left of the center of the lane during lane keeping control.

[0030] Figure 3A This is a diagram showing the distance (vehicle-to-vehicle distance) between this vehicle and the preceding vehicle.

[0031] Figure 3B This is a diagram showing a scenario where the distance between vehicles is longer than the target distance in follow-up driving control.

[0032] Figure 3C This is a diagram showing a scenario where the distance between vehicles is shorter than the target vehicle distance in follow-up driving control.

[0033] Figure 4 This diagram illustrates the vehicle's operation while the driver is in a state of driving impairment, using the driving impairment to maintain control.

[0034] Figure 5 This is a timeline showing the execution status of the deceleration control and hazard warning illumination process when the driver is determined to be in a driving obstacle state and does not operate the hazard warning switch. In this embodiment, deceleration control is initiated at a predetermined time, and then hazard warning illumination is initiated at a predetermined time.

[0035] Figure 6 It is shown in Figure 5The illustrated embodiment shows a timeline of the execution status of deceleration control and hazard warning illumination processing when the hazard warning switch is operated before the deceleration control begins at a predetermined time after the driver is determined to be in a driving obstacle state.

[0036] Figure 7 It is shown in Figure 5 The illustrated embodiment shows a timeline of the execution states of the deceleration control and hazard warning illumination process when the hazard warning switch is operated after the deceleration control starts at a predetermined time but before the hazard warning illumination process starts at a predetermined time.

[0037] Figure 8 It is shown in Figure 5 The illustrated embodiment shows a timeline of the execution status of the deceleration control and hazard warning illumination process when the hazard warning switch is operated after the deceleration control and hazard warning illumination process has started at a predetermined time.

[0038] Figure 9 This is a timeline showing the execution status of deceleration control and hazard warning illumination when the driver is determined to be in a driving hindrance state and does not operate the hazard warning switch. In this implementation, the hazard warning illumination process is initiated at a predetermined time, and then deceleration control is initiated at a predetermined time.

[0039] Figure 10 It is shown in Figure 9 The illustrated embodiment shows a timeline of the deceleration control and hazard warning illumination process execution states when the hazard warning switch is operated before the predetermined hazard warning illumination process begins after the driver is determined to be in a driving obstacle state.

[0040] Figure 11 It is shown in Figure 9 The illustrated embodiment shows a timeline of the execution states of deceleration control and hazard warning illumination processing when the hazard warning switch is operated after the hazard warning illumination process begins at a predetermined time but before the deceleration control begins at a predetermined time.

[0041] Figure 12 It is shown in Figure 9 The illustrated embodiment shows a timeline of the execution states of the deceleration control and hazard warning illumination processes when the hazard warning switch is operated after the hazard warning illumination process and deceleration control have started at a predetermined time.

[0042] Figure 13This is a time diagram showing the execution status of the deceleration control and hazard warning illumination process when the driver is determined to be in a driving obstacle state and does not operate the hazard warning switch, in an embodiment where the deceleration control and hazard warning illumination process is started at a predetermined time.

[0043] Figure 14 It is shown in Figure 13 In the embodiment shown, a timeline of the execution status of deceleration control and hazard warning illumination processing is shown when the hazard warning switch is operated before the deceleration control and hazard warning illumination processing begins at a predetermined time after the driver is determined to be in a driving obstacle state.

[0044] Figure 15 It is shown in Figure 13 The illustrated embodiment shows a timeline of the execution status of the deceleration control and hazard warning illumination process when the hazard warning switch is operated after the deceleration control and hazard warning illumination process has started at a predetermined time.

[0045] Figure 16 This is a flowchart illustrating the routines executed by the vehicle control device according to an embodiment of the present invention.

[0046] Figure 17 This is a flowchart illustrating the routines executed by the vehicle control device according to an embodiment of the present invention.

[0047] Figure 18 This is a flowchart illustrating the routines executed by the vehicle control device according to an embodiment of the present invention.

[0048] Figure 19 This is a flowchart illustrating the routines executed by the vehicle control device according to an embodiment of the present invention.

[0049] Figure 20 This is a flowchart illustrating the routines executed by the vehicle control device according to an embodiment of the present invention.

[0050] Figure 21 This is a flowchart illustrating the routines executed by the vehicle control device according to an embodiment of the present invention.

[0051] Figure 22 This is a flowchart illustrating the routines executed by the vehicle control device according to an embodiment of the present invention.

[0052] Figure 23 This is a flowchart illustrating the routines executed by the vehicle control device according to an embodiment of the present invention.

[0053] Figure 24This is a flowchart illustrating the routines executed by the vehicle control device according to an embodiment of the present invention.

[0054] Figure 25 This is a flowchart illustrating the routines executed by the vehicle control device according to an embodiment of the present invention.

[0055] Figure 26 This is a flowchart illustrating the routines executed by the vehicle control device according to an embodiment of the present invention.

[0056] Figure 27 This is a flowchart illustrating the routines executed by the vehicle control device according to an embodiment of the present invention. Detailed Implementation

[0057] Hereinafter, a vehicle control device according to an embodiment 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 embodiment of the present invention is mounted on a vehicle (the vehicle 100).

[0058] 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.

[0059] <Vehicle Running Gear>

[0060] 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 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.

[0061] <Driver>

[0062] 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.

[0063] <Brake Device>

[0064] Braking device 22 is a device that outputs braking force to brake the vehicle 100, such as a hydraulic braking 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.

[0065] <Steering gear>

[0066] The steering device 23 is a device that outputs a steering force applied to the vehicle 100 for steering the vehicle 100, such as a power steering device. 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.

[0067] <Transmission Device>

[0068] The transmission device 24 is a device that switches between transmitting the driving force output from the drive unit 21 to the drive wheels of the vehicle 100 and transmitting the driving force to the drive wheels in a manner that causes the vehicle 100 to move forward or backward. Furthermore, the transmission device 24 also serves as a device that locks the gears in a stationary state by engaging a claw-shaped component (parking lock pole) with the gears of the transmission device 24. Therefore, the transmission device 24 also functions as a parking holding device that keeps the vehicle 100 stationary.

[0069] The transmission device 24 operates in any of the following states: a state in which it transmits driving force to the drive wheels in a manner that causes the vehicle 100 to move forward (drive gear state SD); a state in which it transmits driving force to the drive wheels in a manner that causes the vehicle 100 to move backward (reverse gear state SR); a state in which it does not transmit driving force to the drive wheels of the vehicle 100 (neutral gear state SN); and a state in which it keeps the vehicle 100 in a stationary state (parking gear state SP).

[0070] 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: drive (SD), reverse (SR), neutral (SN), and park (SP).

[0071] <Parking Keeping Device>

[0072] 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 in a stopped state, such as an electric parking brake. An electric parking brake is a device capable of applying braking force to the wheels of the vehicle 100. Specifically, an 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 vehicle 100 stopped when it is stationary, or decelerate the vehicle 100 when it is moving, by activating the parking retaining device 30.

[0073] <Directional Indicator Lights>

[0074] Additionally, the vehicle 100 is equipped with turn indicator lights 31. The turn indicator lights 31 are primarily used to indicate the direction of rotation of the vehicle 100 to people outside the vehicle 100. The turn indicator lights 31 are located at the front right corner, front left corner, rear right corner, and rear left corner of the vehicle 100. The turn indicator lights 31 are electrically connected to the ECU 90. The ECU 90 can control the illumination and extinguishing of the turn indicator lights 31. For example, the ECU 90 controls the illumination and extinguishing of the turn indicator lights 31 based on the operation of the direction indicator lever 55 or the hazard warning switch 56, described later.

[0075] Brake lights

[0076] Additionally, the vehicle 100 is equipped with brake lights 32. Brake lights 32 are primarily used to indicate to people outside the vehicle 100 that the brake pedal 52 has been operated. Brake lights 32 are positioned adjacent to turn signal indicator lights 31 located at the right and left rear corners of the vehicle 100. Brake lights 32 are electrically connected to the ECU 90. The ECU 90 can control the illumination and extinguishing of brake lights 32. For example, the ECU 90 illuminates brake lights 32 when the driver (DR) operates the brake pedal 52.

[0077] <Sensors, etc.>

[0078] 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 gear shift sensor 45, and a vehicle speed detection device 46.

[0079] <Accelerator pedal operation sensor>

[0080] The accelerator pedal operation amount sensor 41 is a sensor that detects the operation amount of the accelerator pedal 51 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 operation amount information of the accelerator pedal 51 to the ECU 90. The ECU 90 obtains the operation amount of the accelerator pedal 51 as the accelerator pedal operation amount AP based on this information.

[0081] In addition to performing the following driving control and driving obstacle response 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 driving obstacle response control described later, the ECU 90 determines the driving force required for the vehicle 100 to drive as desired through the aforementioned following driving control and driving obstacle response control, and controls the operation of the drive unit 21 by outputting that driving force.

[0082] <Brake pedal operation sensor>

[0083] The brake pedal operation amount sensor 42 is a sensor that detects the operation amount of the brake pedal 52 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 52 operation amount information to the ECU 90. The ECU 90 obtains the brake pedal 52 operation amount as the brake pedal operation amount BP based on this information.

[0084] In addition to performing the following driving control and driving obstacle response 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 driving obstacle response control described later, the ECU 90 determines the braking force required to make the vehicle 100 drive as desired through the aforementioned following driving control and driving obstacle response control, and controls the operation of the braking device 22 by outputting that braking force.

[0085] <Steering Angle Sensor>

[0086] The steering angle sensor 43 is a sensor that detects the rotation angle of the steering shaft 53 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 53 to the ECU 90. The ECU 90 obtains the rotation angle of the steering shaft 53 as the steering angle θ based on this information.

[0087] <Steering Torque Sensor>

[0088] 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 53 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 53 via the steering wheel (driver input steering torque TQdriver).

[0089] In addition to performing lane keeping control and obstacle avoidance control as described later, the ECU 90 obtains the required steering force (required steering torque) based on the steering angle θ, the driver input torque, and the vehicle speed (vehicle speed), and controls the operation of the steering device 23 in a manner that causes the required steering torque to be output from the steering device 23. Furthermore, when performing lane keeping control and obstacle avoidance control as described later, the ECU 90 determines the steering force required for the vehicle 100 to travel as desired through the aforementioned lane keeping control and obstacle avoidance control, and controls the operation of the steering device 23 by outputting that steering force.

[0090] <Variable Speed ​​Sensor>

[0091] The gear shift sensor 45 is a sensor that detects the set 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 driver DR can set the set position of the gear shift lever 451 to forward position (drive gear), reverse position (reverse gear), neutral position (neutral gear), and parking position (parking gear). The gear shift sensor 45 is electrically connected to the ECU 90. The gear shift sensor 45 sends a signal indicating the detected set position of the gear shift lever 451 to the ECU 90.

[0092] When the gearshift lever 451 is set to drive, the gear sensor 45 sends a signal to the ECU 90 indicating that the gearshift lever 451 is in drive position. Upon receiving this signal, the ECU 90 controls the operation of the transmission 24 in a manner that puts the transmission 24 into drive position (SD).

[0093] Additionally, when the gear lever 451 is set to reverse, the gear sensor 45 sends a signal to the ECU 90 indicating that the gear lever 451 is in reverse gear. 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 (SR).

[0094] Additionally, when the gear lever 451 is set to neutral, the gear sensor 45 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.

[0095] Additionally, when the gear lever 451 is set to the parking position, the gear sensor 45 sends a signal to the ECU 90 indicating that the gear lever 451 is in 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.

[0096] Furthermore, when executing the following driving control and driving obstacle response control described later, the ECU90 controls the operation of the transmission 24 (performing gear changes) according to the need for the vehicle 100 to drive as desired through the aforementioned following driving control and driving obstacle response control.

[0097] <Vehicle speed detection device>

[0098] 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.

[0099] <Switch, etc.>

[0100] Furthermore, the vehicle 100 is equipped with a direction indicator stalk 55, a hazard warning switch 56, a driver support selection operator 57, a parking hold requirement operator 58, a driver information acquisition device 61, and a surrounding information detection device 62.

[0101] <Direction indicator>

[0102] The turn indicator stalk 55 is a device operated by the driver (DR) to activate the turn indicator lights 31. The turn indicator stalk 55 is electrically connected to the ECU 90. When the turn indicator stalk 55 is turned clockwise, the ECU 90 causes the turn indicator lights 31 located at the right front corner and the right rear corner to flash. Conversely, when the turn indicator stalk 55 is turned counterclockwise, the ECU 90 causes the turn indicator lights 31 located at the left front corner and the left rear corner to flash. Furthermore, the ECU 90 can also cause all the turn indicator lights 31 to flash at predetermined time intervals. Hereinafter, the flashing of all the turn indicator lights 31 at predetermined time intervals will be referred to as "hazard warning illumination".

[0103] <Hazard Warning Switch>

[0104] The hazard warning switch 56 is operated by the driver (DR) to start or stop the hazard warning illumination. The hazard warning switch 56 is electrically connected to the ECU 90. The ECU 90 starts or stops the hazard warning illumination based on the operation of the hazard warning switch 56. For example, as described later, if the driver (DR) operates the hazard warning switch 56 to the ON position when the hazard warning switch 56 is not in a driving obstacle state, the ECU 90 starts the hazard warning illumination. Conversely, as described later, if the driver (DR) operates the hazard warning switch 56 to the OFF position when the hazard warning switch 56 is not in a driving obstacle state, the ECU 90 stops the hazard warning illumination.

[0105] <Driving Support Selection Control>

[0106] The driver support selection operator 57 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. It is, for example, a driver support selection switch. The driver support selection operator 57 is electrically connected to the ECU 90. When the ECU 90 applies an operation to the driver support selection operator 57 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 57 to perform following control, it determines that following control has been requested.

[0107] <Parking Keeping Requirement Operator>

[0108] The parking hold request operator 58 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 58 is electrically connected to the ECU 90. When the ECU 90 applies an operation to the parking hold request operator 58 to activate the parking hold device 30, it activates the parking hold device 30 in a manner that keeps the vehicle 100 stationary when the vehicle 100 is stationary, and activates the parking hold device 30 in a manner that decelerates the vehicle 100 to a stop at an appropriate deceleration when the vehicle 100 is moving.

[0109] <Driver Information Acquisition Device>

[0110] The driver information acquisition device 61 is a device for acquiring information related to the driver's DR. In this example, it includes a driver monitoring camera (camera) 611 and a heart rate sensor 612.

[0111] <Driver monitoring camera>

[0112] The driver monitoring camera 611 is a device for capturing images of the driver (DR). The driver monitoring camera 611 is electrically connected to the ECU 90. The driver monitoring camera 611 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 a driving impaired state based on this driver information ID. In this example, the driving impaired state is due to reasons such as impaired consciousness, where the driver (DR) is in a state that hinders driving the vehicle 100.

[0113] <Heart Rate Sensor>

[0114] Heart rate sensor 612 is a sensor for detecting the heart rate of the driver DR of vehicle 100. Heart rate sensor 612 is electrically connected to ECU 90. Heart rate sensor 612 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). ECU 90 obtains information related to the driver DR's state (driver information ID) based on the obtained driver DR's heart rate. ECU 90 can determine whether the driver DR is in a driving impairment state based on this driver information ID.

[0115] <Surrounding Information Detection Device>

[0116] The surrounding information detection device 62 is a device for detecting information about the surroundings of the vehicle 100. In this example, it includes an electromagnetic wave sensor 621 and an image sensor 622.

[0117] <Electronic Wave Sensor>

[0118] The radio wave sensor 621 is a sensor that uses radio waves to detect information related to objects present in the vicinity of the vehicle 100. Examples include at least one of acoustic sensors such as radar sensors (millimeter-wave radar, etc.), ultrasonic sensors (gap sonar), and optical sensors such as lidar (LiDAR). The radio wave sensor 621 is electrically connected to the ECU 90. The radio wave sensor 621 transmits radio waves and receives radio waves reflected by objects (reflected waves). The radio wave sensor 621 transmits information related to the transmitted and received radio waves (reflected waves) to the ECU 90. In other words, the radio wave sensor 621 detects objects present in the vicinity of the vehicle 100 and transmits 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 621 include, for example, vehicles, walls, bicycles, and people.

[0119] <Image Sensor>

[0120] Image sensor 622 is a sensor that captures images of the surroundings of vehicle 100, such as a camera. Image sensor 622 is electrically connected to ECU 90. Image sensor 622 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 detection information IS) based on this information (image information IC or image data).

[0121] <Notification Device>

[0122] The notification device 70 is a device for making various notifications to the driver DR. In this example, it includes an audio device 71 and a display device 72.

[0123] <Audio Equipment>

[0124] The audio device 71 is a device that outputs sound into 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 into the interior of the vehicle 100 via the audio device 71.

[0125] <Display Device>

[0126] Display device 72 is a device for displaying images, such as a monitor. Display device 72 is installed inside the vehicle 100 in a manner that allows the driver (DR) to visually recognize it. Display device 72 is electrically connected to ECU 90. ECU 90 enables display device 72 to display various images.

[0127] <Notification Device>

[0128] The notification device 80 is a device for making various notifications to people outside the vehicle 100. In this example, it includes a horn 81.

[0129] <Trumpet>

[0130] The horn 81 is a device that outputs 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.

[0131] <Summary of Vehicle Control System Operation>

[0132] Next, a summary of the operation of the vehicle control device 10 will be given.

[0133] Lane Keeping Control

[0134] When lane keeping control is requested via the operation of the driver support selection operator 57, 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 keeps the vehicle 100 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 keeps the vehicle 100 in the center of lane LN1.

[0135] In addition, the lane marked LN2 in the diagram is the lane adjacent to lane LN1, and it is the lane for oncoming vehicles.

[0136] When lane keeping control is initiated, the vehicle control unit 10 obtains the center line of the vehicle 100 (lane center line CL) (see reference). Figure 2A The vehicle control unit 10 obtains the lane centerline LC based on the surrounding detection information IS.

[0137] 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 and 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.

[0138] When the deviation dW is greater than zero, the vehicle control unit 10 steers the vehicle 100 by controlling the steering device 23 in a manner that makes the deviation dW zero. When... Figure 2B When the vehicle 100 deviates to the right from the center of lane LN1 and the deviation dW is greater than zero, the vehicle control device 10 controls the steering device 23 to turn the vehicle 100 to the left. On the other hand, when... Figure 2C When the vehicle 100 deviates to the left from the center of lane LN1 and the deviation amount dW is 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.

[0139] <Follow-up driving control>

[0140] Additionally, when the vehicle control unit 10 requests the execution of follow-driving control via the driver support selection operator 57, 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 follows the vehicle (lead vehicle 200) traveling in front of the vehicle 100.

[0141] 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.

[0142] 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.

[0143] 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).

[0144] TTCref=D / dV…(1)

[0145] The following driving control is a control that controls the operation of the drive unit 21 and the braking unit 22 in a manner that makes the distance between vehicles 100 and the target distance between vehicles 200 consistent.

[0146] If so Figure 3B If the distance D between the indicated workshops is longer than the target workshop distance Dtgt, then the vehicle control device 10 controls the operation of the drive device 21 to accelerate the vehicle 100. On the other hand, if... Figure 3C If the distance D between the indicated workshops is shorter than the target workshop distance Dtgt, then 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.

[0147] Furthermore, in the absence of a lead vehicle 200, the vehicle control unit 10 performs constant speed driving control. Constant speed driving control is achieved 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, thereby automatically accelerating or decelerating the vehicle 100. The predetermined speed Vset is the speed set by the driver (DR) through operation of the driving support selection operator 57.

[0148] <Driving Obstacle Response and Control>

[0149] Additionally, when the driver DR is in a driving obstacle state while lane keeping control and follow-driving control are being performed, the vehicle control unit 10 performs driving obstacle response control (so-called unmanned protection control). Driving obstacle response control includes driving obstacle notification processing, deceleration processing, and driving obstacle reporting processing.

[0150] Driving Impairment Notification Processing is used to draw the attention of the driver (DR) or to notify the occupants of the vehicle (100) that the vehicle (100) will be automatically stopped or has been stopped because the driver (DR) has entered a driving impairment state.

[0151] The deceleration process is the process of slowing down and stopping the vehicle 100. More specifically, the deceleration process is the process of automatically slowing down and stopping the vehicle 100 by controlling the operation of the drive unit 21 and the braking unit 22 in a manner that allows the vehicle 100 to stop safely.

[0152] Driving impairment notification processing is the process of notifying people outside the vehicle 100 that the driver DR is in a driving impairment state. In particular, in this example, driving impairment notification processing is the process of notifying people outside the vehicle 100 that the vehicle 100 needs to be stopped or that the vehicle 100 has been stopped due to the driver DR being in a driving impairment state.

[0153] 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 driving obstacle condition CD, in which the driver DR is in a driving obstacle state, is met.

[0154] Vehicle control device 10, for example, in this vehicle 100 Figure 4 When driving at the location indicated by label P1, if the driving obstacle condition CD is determined to be met, it is determined whether the "time during which the driving obstacle condition CD is determined to be met (first duration T1) has reached the predetermined time (first determination time T1th)".

[0155] Vehicle control device 10, for example, when the vehicle 100 is traveling to Figure 4 When the location indicated by label P2 reaches the first determination time T1th after the first duration T1, driving obstacle notification processing is initiated while lane keeping control and following driving control are still in progress.

[0156] At this time, the vehicle control unit 10 begins steering wheel hold request display processing and first warning tone output processing as driving obstacle notification processing. The steering wheel hold request display processing is the process of displaying an image requiring the driver (DR) to hold the steering wheel on the display device 72. In addition, the first warning tone output processing is the process of intermittently outputting a sound at a predetermined volume (first volume V1) from the audio device 71 at predetermined time intervals (first time interval Tiv1).

[0157] Subsequently, the vehicle control device 10 determines whether the time during which the driving obstacle 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).

[0158] Vehicle control device 10, for example, when the vehicle 100 is traveling to Figure 4 When the location indicated by label P3 is the second determination time T2th when the second duration T2 reaches the second determination time T2th, deceleration processing and driving obstacle notification processing will begin while continuing lane keeping control, following driving control and driving obstacle notification processing.

[0159] At this time, 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 decelerate the vehicle 100 at a relatively small deceleration (first deceleration GD1). However, the vehicle control unit 10 compares this deceleration (first deceleration GD1) in the gradual deceleration process with the deceleration (following deceleration) set in the following driving control. If the first deceleration GD1 is greater than the following deceleration, the vehicle 100 decelerates at the first deceleration GD1; if the following deceleration is greater than the first deceleration GD1, the vehicle 100 decelerates at the following deceleration.

[0160] Additionally, at this time, the vehicle control device 10 initiates steering wheel hold request display processing, automatic stop warning display processing, and second warning tone output processing as driving obstacle notification processing. As described above, the steering wheel hold request display processing is a process of displaying an image on the display device 72 instructing the driver (DR) to hold the steering wheel. The automatic stop warning display processing is a process of displaying an image on the display device 72 to warn the occupants of the vehicle 100 that the vehicle 100 will be automatically stopped. The second warning tone output processing is a process of intermittently outputting a predetermined volume (second volume V2) sound 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 an interval shorter than the first time interval Tiv1.

[0161] Additionally, at this time, the vehicle control unit 10 initiates a hazard warning illumination process as a driving obstacle notification. The hazard warning illumination process involves illuminating the turn indicator lights 31 to warn of potential danger.

[0162] Subsequently, the vehicle control device 10 determines whether the time during which the driving obstacle 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).

[0163] Vehicle control device 10, for example, when the vehicle 100 is traveling to Figure 4 When the location indicated by label P4 is reached at the third determination time T3th after the third duration T3, the deceleration process is switched from gradual deceleration to stop deceleration while lane keeping control, driving obstacle notification processing, and driving obstacle reporting processing continue. Stop deceleration is a process that controls the operation of the braking device 22 to decelerate the vehicle 100 to a greater deceleration (second deceleration GD2) and bring it to a stop. The second deceleration GD2 is set to a value greater than the first deceleration GD1.

[0164] Additionally, at this time, the vehicle control unit 10 switches the driving obstacle notification 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. Automatic stop implementation display processing involves displaying an image on the display device 72 to notify the occupants of the vehicle 100 that automatic control to stop the vehicle 100 is being implemented. Furthermore, the third warning tone output processing involves intermittently outputting a predetermined volume (third volume V3) 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 an interval shorter than the second time interval Tiv2.

[0165] Additionally, at this time, as part of the driving obstacle notification process, the vehicle control unit 10 continues to illuminate the hazard warning lights while simultaneously initiating horn activation and brake light illumination. The horn activation process involves outputting sound from the horn 81. The brake light illumination process involves lighting the brake lights 32.

[0166] Then, the vehicle control device 10, for example, stops the vehicle 100 at... Figure 4At the location indicated by label P5, while continuing to perform driving obstacle notification and driving obstacle reporting processing, lane keeping control is stopped, and the deceleration process is switched from stop deceleration processing to stop holding processing. Stop holding processing is a process that controls the operation of the braking device 22 and the stop holding device 30 to maintain the vehicle 100 in a stopped state.

[0167] Additionally, at this time, the vehicle control unit 10 switches the driving obstacle notification 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 intermittently outputting a predetermined volume (fourth volume V4) 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.

[0168] In addition, at this time, the vehicle control device 10 continues to process the hazard warning lights, the horn, and the brake lights as a driving obstacle notification.

[0169] <Hazard Warning Switch Operation Response>

[0170] Sometimes, in order to stop the driving obstacle response control that has been initiated based on the determination that the driver (DR) is in a driving obstacle state, the driver (DR) or passenger of this vehicle 100 may operate the hazard warning switch 56. Therefore, there is work that involves constructing a system in a way that stops the driving obstacle response control when the hazard warning switch 56 is operated. In the case of such a system construction, if the hazard warning switch 56 is operated after the driving obstacle response control has been initiated, the driving obstacle response control will be stopped.

[0171] However, on the other hand, sometimes a passenger of the vehicle 100 (or, depending on the situation, the driver DR himself) who notices that the driver DR has entered a driving impaired state and initiated driving impairment response control may operate the hazard warning switch 56 in an attempt to alert people around the vehicle 100 that the driver DR has entered a driving impaired state and initiated driving impairment response control by illuminating the hazard warning lights. In this case, the passenger of the vehicle 100 who operated the hazard warning switch 56 does not intend to discontinue the driving impairment response control. Even though the hazard warning switch 56 is operated, the passenger does not wish to discontinue the driving impairment response control.

[0172] In view of this situation, the vehicle control device 10 is configured to take the following actions regarding the driving obstacle response control after determining that the driver DR is in a driving obstacle state and initiating driving obstacle response control.

[0173] That is, such as Figure 5 As shown, the vehicle control device 10 determines that the driver DR is in a driving obstacle state and starts driving obstacle response control (time t50). After that, if the hazard warning switch 56 is not operated, as explained, deceleration control starts at a predetermined time (time t51), and then the hazard warning is illuminated at a predetermined time (time t52).

[0174] On the other hand, such as Figure 6 As shown, the vehicle control unit 10 determines that the driver DR is in a driving obstacle state and initiates driving obstacle response control (time t60). Then, if the hazard warning switch 56 is operated at a time point (time t61) before the predetermined deceleration control begins, the hazard warning light is illuminated at that time point (time t61). Afterwards, deceleration control begins at the predetermined time point (time t62). Therefore, in this case, driving obstacle response control continues even after the hazard warning switch 56 has been operated.

[0175] On the other hand, such as Figure 7 As shown, the vehicle control unit 10 determines that the driver DR is in a driving obstacle state and initiates driving obstacle response control (time t70). Then, at a predetermined time (time t71), deceleration control begins. If, at a time point (time t72) before the predetermined time for hazard warning illumination processing begins, the hazard warning switch 56 is operated, the hazard warning illumination processing begins at that time point (time t72). Therefore, in this case, driving obstacle response control continues even after the hazard warning switch 56 has been operated.

[0176] On the other hand, such as Figure 8 As shown, the vehicle control unit 10 determines that the driver DR is in a driving obstacle state and initiates driving obstacle response control (time t80). Then, at a predetermined time (time t81), deceleration control begins. Following this, at a predetermined time (time t82), hazard warning illumination begins. If the hazard warning switch 56 is operated at a subsequent time (time t83), driving obstacle response control ceases at that time (time t83). Therefore, in this situation, both deceleration control and hazard warning illumination cease.

[0177] If the hazard warning switch 56 is operated after determining that the driver DR is in a driving impaired state and initiating driving impairment response control, the response is as described above. Thus, in a scenario where it is presumed that the occupants of the vehicle 100 operated the hazard warning switch 56 with the intention of informing people around the vehicle 100 that driving impairment response control has been initiated, the response is as described above. Figure 6 and Figure 7 In the scenario shown, the vehicle does not stop driving obstacle response control and starts hazard warning lights, so the response can be taken in accordance with the original intentions of the 100 occupants of this vehicle.

[0178] On the other hand, in a scenario where it is presumed that the occupants of the vehicle 100, or others, operated the hazard warning switch 56 with the intention of stopping the vehicle in response to a driving obstacle ( Figure 8 In the scenario shown, the obstacle to stopping driving is controlled, so the response can be taken in accordance with the original intentions of the occupants of this vehicle 100.

[0179] Furthermore, the vehicle control device 10 can also be configured to, upon determining that the driver DR is in a driving obstacle state and initiating driving obstacle response control, first activate the hazard warning light and then initiate deceleration control. In this case, the vehicle control device 10 is configured to, after determining that the driver DR is in a driving obstacle state and initiating driving obstacle response control, operate the hazard warning switch 56 and perform the following response regarding driving obstacle response control.

[0180] That is, such as Figure 9 As shown, the vehicle control device 10 determines that the driver DR is in a driving obstacle state and starts driving obstacle response control (time t90). After that, if the hazard warning switch 56 is not operated, the hazard warning will be illuminated at a predetermined time (time t91), and then deceleration control will be started at a predetermined time (time t92).

[0181] On the other hand, such as Figure 10 As shown, the vehicle control unit 10 determines that the driver DR is in a driving obstacle state and initiates driving obstacle response control (time t100). Then, if the hazard warning switch 56 is operated at a time point (time t101) before the predetermined hazard warning illumination process begins, the hazard warning illumination process begins at that time point (time t101). Afterwards, deceleration control begins at the predetermined time point (time t102). Therefore, in this case, driving obstacle response control continues even after the hazard warning switch 56 has been operated.

[0182] On the other hand, such as Figure 11As shown, the vehicle control unit 10 determines that the driver DR is in a driving obstacle state and initiates driving obstacle response control (time t110). Then, at a predetermined time (time t111), hazard warning illumination is initiated. Subsequently, if the hazard warning switch 56 is operated at a time point (time t112) before the predetermined time point for deceleration control, driving obstacle response control is stopped at that time point (time t112). Therefore, in this case, both deceleration control and hazard warning illumination are stopped.

[0183] On the other hand, such as Figure 12 As shown, the vehicle control unit 10 determines that the driver DR is in a driving obstacle state and initiates driving obstacle response control (time t120). Then, at a predetermined time (time t121), hazard warning illumination is initiated. Following this, at a predetermined time (time t122), deceleration control is initiated. If the hazard warning switch 56 is operated at a subsequent time (time t123), driving obstacle response control is stopped at that time (time t123). Therefore, in this situation, both deceleration control and hazard warning illumination are stopped.

[0184] If the hazard warning switch 56 is operated after determining that the driver DR is in a driving impaired state and initiating driving impairment response control, the response is as described above. Thus, in a scenario where it is presumed that the occupants of the vehicle 100 operated the hazard warning switch 56 with the intention of informing people around the vehicle 100 that driving impairment response control has been initiated, the response is as described above. Figure 10 In the scenario shown, the vehicle does not stop driving obstacle response control and starts hazard warning lights, so the response can be taken in accordance with the original intentions of the 100 occupants of this vehicle.

[0185] On the other hand, in a scenario where it is presumed that the occupants of the vehicle 100, or others, operated the hazard warning switch 56 with the intention of stopping the vehicle in response to a driving obstacle ( Figure 11 and Figure 12 In the scenario shown, the obstacle to stopping driving is controlled, so the response can be taken in accordance with the original intentions of the occupants of this vehicle 100.

[0186] Alternatively, the vehicle control device 10 can be configured to simultaneously initiate hazard warning illumination and deceleration control when it determines that the driver DR is in a driving obstacle state and initiates driving obstacle response control. In this case, the vehicle control device 10 is configured to perform the following response regarding driving obstacle response control after the hazard warning switch 56 is operated following the determination that the driver DR is in a driving obstacle state and driving obstacle response control has been initiated.

[0187] That is, such as Figure 13As shown, the vehicle control device 10 determines that the driver DR is in a driving obstacle state and starts driving obstacle response control (time t130). After that, if the hazard warning switch 56 is not operated, deceleration control and hazard warning illumination will start at a predetermined time (time t131).

[0188] On the other hand, such as Figure 14 As shown, if the vehicle control unit 10 determines that the driver DR is in a driving obstacle state and initiates driving obstacle response control (time t140), and then, if the hazard warning switch 56 is operated at a time point (time t141) before the predetermined deceleration control and hazard warning illumination process begin, the hazard warning illumination process begins at that time point (time t141), and then deceleration control begins at the predetermined time point (time t142). Therefore, in this case, driving obstacle response control continues even after the hazard warning switch 56 has been operated.

[0189] On the other hand, such as Figure 15 As shown, the vehicle control unit 10 determines that the driver DR is in a driving obstacle state and initiates driving obstacle response control (time t150). Then, at a predetermined time (time t151), it initiates deceleration control and hazard warning illumination. If the hazard warning switch 56 is operated at a subsequent time (time t152), the driving obstacle response control stops at that time (time t152). Therefore, in this situation, both deceleration control and hazard warning illumination cease.

[0190] If the hazard warning switch 56 is operated after determining that the driver DR is in a driving impaired state and initiating driving impairment response control, the response is as described above. Thus, in a scenario where it is presumed that the occupants of the vehicle 100 operated the hazard warning switch 56 with the intention of informing people around the vehicle 100 that driving impairment response control has been initiated, the response is as described above. Figure 14 In the scenario shown, the vehicle does not stop driving obstacle response control and starts hazard warning lights, so the response can be taken in accordance with the original intentions of the 100 occupants of this vehicle.

[0191] On the other hand, in a scenario where it is presumed that the occupants of the vehicle 100, or others, operated the hazard warning switch 56 with the intention of stopping the vehicle in response to a driving obstacle ( Figure 15 In the scenario shown, the obstacle to stopping driving is controlled, so the response can be taken in accordance with the original intentions of the occupants of this vehicle 100.

[0192] <Stop Driving Support Control>

[0193] When predetermined conditions are met, it is preferable to stop driving support control according to the met conditions. Therefore, when predetermined conditions are met, the vehicle control device 10 stops driving support control according to the met conditions.

[0194] Specifically, the vehicle control device 10 stops lane keeping control if any one of the first lane keeping stop conditions CLs1 to the 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 57. 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 58 is operated and the vehicle is not in the execution period of driving obstacle response control. The fourth lane keeping stop condition CLs4 is the condition that the gear lever 451 is operated to set the vehicle to park and the vehicle is not in the execution period of driving obstacle response control.

[0195] 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 57. 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. The fourth following driving stop condition CAs4 is the condition that the parking hold request operator 58 is operated and the vehicle is not in the execution period of the driving obstacle response control. The fifth following driving stop condition CAs5 is the condition that the gear lever 451 is operated to set to parking gear and the vehicle is not in the execution period of the driving obstacle response control.

[0196] In addition, if any one of the first driving obstacle response stop conditions CDs1 to the fifth driving obstacle response stop condition CDs5 is met during the execution of driving obstacle response control, the vehicle control device 10 determines that the driver DR is no longer in a driving obstacle state (i.e., the driver DR is in a normal state) and stops driving obstacle response control.

[0197] The first driving obstacle response stopping condition CDs1 is the condition that the steering wheel has been operated. When the vehicle control unit 10 detects a driver input steering torque TQdriver that is higher than a predetermined steering torque threshold TQth, it determines that the steering wheel has been operated.

[0198] The second driving obstacle response stopping condition CDs2 is the condition that the accelerator pedal 51 has been operated. The vehicle control unit 10 determines that the accelerator pedal 51 has been operated when it detects an accelerator pedal operation amount AP that is greater than or equal to a predetermined accelerator pedal operation amount threshold APth.

[0199] The third driving obstacle response stopping condition CDs3 is the condition that the brake pedal 52 has been operated. When the vehicle control device 10 detects a brake pedal operation amount BP that is greater than or equal to a predetermined brake pedal operation amount threshold BPth, it determines that the brake pedal 52 has been operated.

[0200] The fourth driving obstacle response stop condition CDs4 is the condition that the driving support selection operator 57 has been operated.

[0201] The fifth driving obstacle response stop condition CDs5 is the condition that it can be determined that the driver DR is not in a driving obstacle state. After the driving obstacle response control is initiated, the vehicle control unit 10 determines whether the driver DR is in a driving obstacle state based on the driver information ID.

[0202] Furthermore, if the vehicle control unit 10 operates the parking requirement operator 58 or the gear lever 451 while performing driving obstacle response control, it will not stop the driving obstacle response control. Of course, as mentioned above, in this case, the vehicle control unit 10 will also not stop lane keeping control and following control.

[0203] <The specific operation of the vehicle control device>

[0204] 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 according to a predetermined calculation cycle. Figure 16 The example shown. Therefore, when the predetermined timing is reached, the CPU starts from... Figure 16 Step 1600 begins processing, which proceeds to step 1605, where it is determined whether the value of the lane keeping control flag X1 is "0". The lane keeping control 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.

[0205] If the CPU determines "yes" in step 1605, the process proceeds to step 1610 to determine whether lane keeping control is required.

[0206] If the CPU determines "yes" in step 1610, the process proceeds to step 1615 and executes. Figure 17 The example shown. Therefore, when the CPU advances processing to step 1615, it from... Figure 17 Step 1700 begins the process, which proceeds to step 1705, 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 LC, the deviation amount dW is greater than zero.

[0207] If the CPU determines "yes" in step 1705, it proceeds to step 1710 and calculates the target steering angle θ for turning the vehicle 100 to the left so that the deviation dW becomes zero. Next, the CPU proceeds to step 1715 to control the steering device 23 in accordance with the target steering angle θtgt obtained in step 1710. Thus, the vehicle 100 is steered to the left.

[0208] Next, the CPU proceeds processing via step 1795 to... Figure 16 In step 1620, the value of the lane keeping in progress flag X1 is set to "1". Then, the CPU advances the process to step 1695, temporarily terminating the current routine.

[0209] On the other hand, the CPU in Figure 17 If step 1705 determines "no", the process proceeds to step 1720 to determine whether the deviation amount dW is less than zero. In this example, when the vehicle's center line VC deviates to the left from the lane center line LC, the deviation amount dW is less than zero.

[0210] If the CPU determines "yes" in step 1720, it proceeds to step 1725 and calculates the target steering angle θ for turning the vehicle 100 to the right so that the deviation dW becomes zero. Next, the CPU proceeds to step 1730 to control the steering device 23 in accordance with the target steering angle θtgt obtained in step 1725. Thus, the vehicle 100 is steered to the right.

[0211] Next, the CPU proceeds processing via step 1795 to... Figure 16 In step 1620, the value of the lane keeping in progress flag X1 is set to "1". Then, the CPU advances the process to step 1695, temporarily terminating the current routine.

[0212] On the other hand, the CPU in Figure 17 If the determination in step 1720 is "no", the process proceeds directly to step 1795. Figure 16 In step 1620, the value of the lane keeping in progress flag X1 is set to "1". Then, the CPU advances the process to step 1695, temporarily terminating the current routine.

[0213] In addition, the CPU Figure 16 If the result in step 1610 is "no", the process proceeds directly to step 1695, temporarily ending the current routine.

[0214] In addition, if the CPU determines "no" in step 1605, the process proceeds to step 1625 to determine whether any one of the first lane holding stop conditions CLs1 to the fourth lane holding stop conditions CLs4 is met.

[0215] If the CPU determines "yes" in step 1625, it proceeds to step 1630 and stops lane keeping control. Next, the CPU proceeds to step 1635 and sets the value of the lane keeping operation flag X1 to "0". Then, the CPU proceeds to step 1695 and temporarily terminates the current routine.

[0216] On the other hand, if the CPU determines "no" in step 1625, it proceeds to step 1615 and executes as described above. Figure 17 The routine is shown. Next, the CPU advances the process to step 1620, setting the value of the lane keeping in progress flag X1 to "1". Then, the CPU advances the process to step 1695, temporarily terminating this routine.

[0217] Then, the CPU executes according to the predetermined calculation cycle. Figure 18 The example shown. Therefore, when the predetermined timing is reached, the CPU starts from... Figure 18 The process begins at step 1800 and proceeds to step 1805, where it is determined whether the value of the following control execution flag X2 is "0". The following control execution flag X2 is a flag indicating whether the following control is in effect. Its value is set to "1" when the following control is in effect and set to "0" when the following control is not in effect.

[0218] If the CPU determines "yes" in step 1805, the process proceeds to step 1810 to determine whether the execution of follow-driving control is required.

[0219] If the CPU determines "yes" in step 1810, the process proceeds to step 1815 and executes. Figure 19 The example shown. Therefore, when the CPU advances processing to step 1815, it from... Figure 19 Step 1900 begins the process, which proceeds to step 1905, where it is determined whether the workshop distance D is greater than the target workshop distance Dtgt.

[0220] If the CPU determines "yes" in step 1905, it proceeds to step 1910, whereby it calculates and obtains the target acceleration GAtgt for the vehicle 100 to increase its speed V100 and make the inter-vehicle distance D equal to the target inter-vehicle distance Dtgt. Next, the CPU proceeds to step 1915 to control the operation of the drive unit 21 in a manner that achieves the target acceleration GAtgt obtained in step 1910. As a result, the vehicle 100 accelerates.

[0221] Next, the CPU proceeds processing via step 1995 to... Figure 18 In step 1820, the value of the following driving execution flag X2 is set to "1". Then, the CPU advances the processing to step 1895, temporarily terminating this routine.

[0222] On the other hand, the CPU in Figure 19 If the determination in step 1905 is "no", the process proceeds to step 1920 to determine whether the workshop distance D is smaller than the target workshop distance Dtgt.

[0223] If the CPU determines "yes" in step 1920, it proceeds to step 1925, whereby it calculates and obtains the deceleration GD of the vehicle 100 to reduce its speed V100 and make the inter-vehicle distance D equal to the target inter-vehicle distance Dtgt, as the target deceleration GDtgt. Next, the CPU proceeds to step 1930 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 1925. As a result, the vehicle 100 decelerates.

[0224] Next, the CPU proceeds processing via step 1995 to... Figure 18 In step 1820, the value of the following driving execution flag X2 is set to "1". Then, the CPU advances the processing to step 1895, temporarily terminating this routine.

[0225] On the other hand, the CPU in Figure 19 If the determination in step 1920 is "no", the process proceeds directly to step 1995. Figure 18 In step 1820, the value of the following driving execution flag X2 is set to "1". Then, the CPU advances the processing to step 1895, temporarily terminating this routine.

[0226] In addition, the CPU Figure 18 If the result in step 1810 is "no", the process proceeds directly to step 1895, temporarily ending the current routine.

[0227] In addition, if the CPU determines "no" in step 1805, the process proceeds to step 1825 to determine whether any one of the first following driving stop conditions CAs1 to the fifth following driving stop conditions CAs5 is met.

[0228] If the CPU determines "yes" in step 1825, it proceeds to step 1830 and stops the following control. Next, the CPU proceeds to step 1835 and sets the value of the following control execution flag X2 to "0". Then, the CPU proceeds to step 1895 and temporarily terminates the current routine.

[0229] On the other hand, if the CPU determines "no" in step 1825, it proceeds to step 1815 and executes as described above. Figure 19 The routine is shown. Next, the CPU advances the process to step 1820, setting the value of the following execution flag X2 to "1". Then, the CPU advances the process to step 1895, temporarily terminating this routine.

[0230] Then, the CPU executes according to the predetermined calculation cycle. Figure 20 The example shown. Therefore, when the predetermined timing is reached, the CPU starts from... Figure 20 Step 2005 begins the process, proceeding to step 2005, where it is determined whether the value of the driving obstacle response execution flag X3 is "0". The driving obstacle response execution flag X3 is a flag indicating whether the driving obstacle response control is in operation. Its value is set to "1" when the driving obstacle response control is in operation and set to "0" when the driving obstacle response control is not in operation.

[0231] If the CPU determines "yes" in step 2005, the process proceeds to step 2010 to determine whether the hazard warning switch 56 has been operated and set to the ON position.

[0232] If the CPU determines "yes" in step 2010, it proceeds to step 2015 to execute the hazard warning activation process. Then, the CPU proceeds to step 2095, temporarily terminating the current routine.

[0233] On the other hand, if the CPU determines "no" in step 2010, it proceeds to step 2020 and stops the hazard warning illumination process. Then, the CPU proceeds to step 2095 and temporarily terminates the current routine.

[0234] Alternatively, if the CPU determines "no" in step 2005, the process proceeds to step 2025 for execution. Figure 21 The example shown. Therefore, when the CPU advances processing to step 2025, it from... Figure 21 Step 2100 begins the process, which proceeds to step 2105, where it is determined whether the process is in the execution phase of the hazard warning illumination process.

[0235] If the CPU determines "yes" in step 2105, the process proceeds to step 2110 to determine whether the hazard warning switch 56 has been operated.

[0236] If the CPU determines "yes" in step 2110, the process proceeds to step 2115, whereby the value of the driving obstacle response stop flag X4 is set to "1". The driving obstacle response stop flag X4 is a flag indicating whether there is a request to stop driving obstacle response control; its value is set to "1" when a request to stop driving obstacle response control is made, and set to "0" when driving obstacle response control has stopped. Therefore, by setting the value of the driving obstacle response stop flag X4 to "1" in step 2115, the following... Figure 22 If the determination is "yes" in step 2230, then stop driving obstacle response control in step 2235.

[0237] The CPU is executing... Figure 21 After the processing in step 2115, the processing proceeds via step 2195 to... Figure 20 Step 2095, temporarily end this routine.

[0238] On the other hand, if the CPU determines "no" in step 2110, the process proceeds directly to step 2195. Figure 20 Step 2095, temporarily end this routine.

[0239] In addition, if the CPU determines "no" in step 2105, the process proceeds to step 2120 to determine whether the hazard warning switch 56 has been operated (for example, whether the hazard warning switch 56 has been operated and set to the ON position).

[0240] If the CPU determines "yes" in step 2120, it proceeds to step 2125 to begin the hazard warning illumination process. Then, the CPU proceeds the process via step 2195 to... Figure 20Step 2095, temporarily end this routine.

[0241] On the other hand, if the CPU determines "no" in step 2120, the process proceeds directly to step 2195. Figure 20 Step 2095, temporarily end this routine.

[0242] Then, the CPU executes according to the predetermined calculation cycle. Figure 22 The example shown. Therefore, when the processing timer is reached, the CPU switches from... Figure 22 Step 2200 begins the process, which proceeds to step 2205, where it is determined whether the value of the driving obstacle response execution flag X3 is "0".

[0243] If the CPU determines "yes" in step 2205, the process proceeds to step 2210 to determine whether the driving obstacle condition CD is met.

[0244] If the CPU determines "yes" in step 2210, the process proceeds to step 2215, where it determines whether the values ​​of lane keeping in progress flag X1 and following driving in progress flag X2 are "1".

[0245] If the CPU determines "yes" in step 2215, the process proceeds to step 2220 and executes. Figure 23 The example shown. Therefore, when the CPU advances processing to step 2220, it from... Figure 23 Step 2300 begins processing, which proceeds to step 2305, where it is determined whether the vehicle 100 is in a stopped state.

[0246] If the CPU determines "yes" in step 2305, the process proceeds to step 2310 and executes. Figure 24 The example shown. Therefore, when the CPU advances processing to step 2310, it from... Figure 24 Step 2400 initiates processing, which proceeds to step 2405 to execute driving obstacle notification processing. Specifically, the CPU executes automatic parking completion display processing and fourth warning tone output processing as driving obstacle notification processing. Next, the CPU proceeds to step 2410 to execute driving obstacle reporting processing. Specifically, the CPU executes hazard warning illumination processing, horn sounding processing, and brake light illumination processing as driving obstacle reporting processing.

[0247] Next, the CPU advances the process to step 2415, stopping lane keeping control. Then, the CPU advances the process to step 2420, performing parking keeping operation.

[0248] Next, the CPU performs processing via step 2495 and Figure 23Step 2395 proceeds to Figure 22 In step 2225, the value of the driving obstacle response execution flag X3 is set to "1". Then, the CPU advances the process to step 2295, temporarily terminating the current routine.

[0249] On the other hand, the CPU in Figure 23 If the determination in step 2305 is "no", the process proceeds to step 2315 to determine whether the third duration T3 is above the third determination time T3th.

[0250] If the CPU determines "yes" in step 2315, the process proceeds to step 2320 and executes. Figure 25 The example shown. Therefore, when the CPU advances processing to step 2320, it from... Figure 25 Step 2500 begins processing, which proceeds to step 2505, where automatic parking implementation display processing and third warning tone output processing are performed as driving obstacle notification processing. Next, the CPU proceeds to step 2510, where hazard warning illumination processing, horn activation processing, and brake light illumination processing are performed as driving obstacle notification processing.

[0251] Next, the CPU advances the process to step 2515 to perform the parking and deceleration process.

[0252] Next, the CPU performs processing via step 2595 and Figure 23 Step 2395 proceeds to Figure 22 In step 2225, the value of the driving obstacle response execution flag X3 is set to "1". Then, the CPU advances the process to step 2295, temporarily terminating the current routine.

[0253] On the other hand, if the CPU determines "no" in step 2315, the process proceeds to step 2325 to determine whether the second duration T2 is above the second determination time T2th.

[0254] If the CPU determines "yes" in step 2325, the process proceeds to step 2330 and executes. Figure 26 The example shown. Therefore, when the CPU advances processing to step 2330, it from... Figure 26 Step 2600 begins processing, which proceeds to step 2605, where the steering wheel hold requirement display, automatic stop warning display, and second warning tone output are executed as driving obstacle notification processing. Next, the CPU proceeds to step 2610, where the hazard warning light illuminates, the horn sounds, and the brake light illuminates as driving obstacle notification processing.

[0255] Next, the CPU advances the processing to step 2615, where it performs a slowdown process as a deceleration process.

[0256] Next, the CPU performs processing via step 2695 and Figure 23 Step 2395 proceeds to Figure 22 In step 2225, the value of the driving obstacle response execution flag X3 is set to "1". Then, the CPU advances the process to step 2295, temporarily terminating the current routine.

[0257] On the other hand, if the CPU determines "no" in step 2325, the process proceeds to step 2335 to determine whether the first duration T1 is above the first determination time T1th.

[0258] If the CPU determines "yes" in step 2335, the process proceeds to step 2340 and executes. Figure 27 The example shown. Therefore, when the CPU advances processing to step 2340, it from... Figure 27 Step 2700 begins processing, which proceeds to step 2705, where the steering wheel hold requirement display processing and the first warning tone output processing are performed as driving obstacle notification processing.

[0259] Next, the CPU performs processing via step 2795 and Figure 23 Step 2395 proceeds to Figure 22 In step 2225, the value of the driving obstacle response execution flag X3 is set to "1". Then, the CPU advances the process to step 2295, temporarily terminating the current routine.

[0260] On the other hand, the CPU in Figure 23 If the determination in step 2335 is "no", then the process proceeds via... Figure 23 Step 2395 proceeds directly to Figure 22 In step 2225, the value of the driving obstacle response execution flag X3 is set to "1". Then, the CPU advances the process to step 2295, temporarily terminating the current routine.

[0261] In addition, the CPU Figure 22 If the determination in step 2210 or step 2215 is "no", the process will proceed directly to step 2295, temporarily ending this routine.

[0262] In addition, the CPU Figure 22If the determination in step 2205 is "no", the process proceeds to step 2230 to determine whether the driving obstacle response stop condition is met. In this example, as this determination, the CPU determines whether "the value of the driving obstacle response stop flag X4 is '1'" and whether "any one of the first driving obstacle response stop conditions CDs1 to the fifth driving obstacle response stop condition CDs5 is met".

[0263] If the CPU determines "yes" in step 2230, it proceeds to step 2235 and stops the driving obstacle response control. Next, the CPU proceeds to step 2240 and sets the values ​​of the driving obstacle response execution flag X3 and the driving obstacle response stop flag X4 to "0". Then, the CPU proceeds to step 2295 and temporarily terminates the routine.

[0264] On the other hand, if the CPU determines "no" in step 2230, it proceeds to step 2220 and executes as described above. Figure 23 The routine is shown. Next, the CPU advances the process to step 2225, setting the value of the driving obstacle response execution flag X3 to "1". Then, the CPU advances the process to step 2295, temporarily terminating this routine.

[0265] The above describes the specific operation of the vehicle control device 10.

[0266] 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.

[0267] As described above, the vehicle control device 10 is configured to stop driving obstacle response control when the hazard warning switch 56 is operated after the hazard warning illumination process of driving obstacle response control has started. Alternatively, it can be configured to stop driving obstacle response control even when the hazard warning switch 56 is set to the on state when the hazard warning illumination process of driving obstacle response control is operated before it has started.

Claims

1. A vehicle control device, the vehicle control device is configured to, in a case where it is determined that a driver is in a driving obstacle state in which there is an obstacle to performing driving of a host vehicle, start driving obstacle response control for decelerating and stopping the host vehicle, thereafter, as a process of the driving obstacle response control, start deceleration processing for decelerating the host vehicle at a predetermined timing, and thereafter, as a process of the driving obstacle response control, start hazard warning light-up processing for performing light-up of a hazard warning light at a predetermined timing, and the vehicle control device is configured to, in a case where a hazard warning switch, which is a switch that is operated in order to demand start and stop of the hazard warning light-up, is operated during execution of the hazard warning light-up processing, stop the driving obstacle response control, in a case where the hazard warning switch is operated during a period from when it is determined that the driver is in the driving obstacle state to when the hazard warning light-up processing is started, not stop the driving obstacle response control, and start the hazard warning light-up processing.

2. A vehicle control device, the vehicle control device is configured to, in a case where it is determined that a driver is in a driving obstacle state in which there is an obstacle to performing driving of a host vehicle, start driving obstacle response control for decelerating and stopping the host vehicle, thereafter, as a process of the driving obstacle response control, start deceleration processing for decelerating the host vehicle at a predetermined timing and hazard warning light-up processing for performing light-up of a hazard warning light, and the vehicle control device is configured to, in a case where a hazard warning switch, which is a switch that is operated in order to demand start and stop of the hazard warning light-up, is operated during execution of the hazard warning light-up processing, stop the driving obstacle response control, in a case where the hazard warning switch is operated during a period from when it is determined that the driver is in the driving obstacle state to when the hazard warning light-up processing is started, not stop the driving obstacle response control, and start the hazard warning light-up processing.

3. The vehicle control device according to claim 2, the vehicle control device is configured to, after the driving obstacle response control is started, start the deceleration processing after the hazard warning light-up processing is started.

4. The vehicle control device according to claim 2, the vehicle control device is configured to, after the driving obstacle response control is started, start the deceleration processing and the hazard warning light-up processing at the same time.

5. The vehicle control device according to any one of claims 1 to 4, the vehicle control device is configured to, in a case where the hazard warning switch is operated after the hazard warning light-up processing is started as a result of the hazard warning switch being operated during a period from when it is determined that the driver is in the driving obstacle state to when the hazard warning light-up processing is started, stop the driving obstacle response control.

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