Vehicle control device

Abstract

This disclosure provides a vehicle control device that can prevent malfunctions of advanced driver assistance systems while ensuring safety. The vehicle control device (110) of the present invention includes a forward path prediction unit (F1), a collision prediction unit (F3), a vehicle control unit (F5), and a control intervention adjustment unit (F4). The forward path prediction unit (F1) predicts the turning forward path of the vehicle in the form of a steady-state turning forward path based on the steering angle (θ). The collision prediction unit (F3) calculates the time remaining before collision (TTC) between an object detected by the vehicle's external sensors and the vehicle traveling on the steady-state turning forward path, as well as the predicted lateral collision position (CLL) of the object relative to the center of the vehicle's width. If the time remaining before collision is shorter than the control intervention threshold (TH), the vehicle control unit (F5) performs collision avoidance control of the vehicle (100). The control intervention adjustment unit (F4) adjusts the control intervention threshold (TH). When the direction of the rate of change of the predicted collision lateral position (CLL) relative to the center position of the vehicle width and the rudder angle (θ), i.e. the rudder angle velocity, is opposite, the control intervention adjustment unit (F4) shortens the control intervention threshold.

Description

Technical Field

[0001] This disclosure relates to a vehicle control device. Background Technology

[0002] Driving assistance devices have been known to calculate the vehicle's path of travel and determine whether there is a possibility of collision between the vehicle's path of travel and objects around the vehicle. The driving assistance device described in Patent Document 1 below calculates the vehicle's path of travel based on the vehicle's yaw rate and performs driving assistance processing to avoid or mitigate collisions with objects within an object area that includes the vehicle's path of travel based on the probability of such collisions (Abstract, Claim 1, Paragraph 0007).

[0003] This conventional driving assistance device includes a reliability calculation unit and a limiting unit. The reliability calculation unit calculates a reliability representing the certainty of the vehicle's forward path based on a steering parameter including at least one of the yaw rate's time-varying rate (i.e., the yaw rate variation rate) and the steering speed. The limiting unit limits the implementation of the driving assistance processing based on the reliability. According to this conventional driving assistance device, by limiting the driving assistance processing based on the certainty of the vehicle's forward path, unnecessary operation of the driving assistance processing can be suppressed (paragraph 0008 of Patent Document 1). Existing technical documents Patent documents

[0004] Patent Document 1: Japanese Patent Application Publication No. 2020-100230 Summary of the Invention The problem the invention aims to solve

[0005] As mentioned above, the driver assistance device (ECU) described in Patent Document 1 limits the operation of pre-collision safety (PCS) control based on a calculated reliability. More specifically, the ECU narrows the positional conditions, i.e., the operating area, of the objects that enable the alarm device, braking device, and seat belt device to operate by limiting the operation of the PCS control (paragraph 0039 of Patent Document 1). Figure 1 and Figure 5 (a)).

[0006] Thus, if the working area is reduced equally on both sides, the working area is also reduced in the direction in which the vehicle's direction of travel changes. This causes objects that pose a risk of colliding with the vehicle to be excluded from the working area, which may lead to PCS control malfunction and reduced safety.

[0007] Furthermore, in conventional driving assistance devices, the reliability of the determination of the vehicle's forward path increases over time during periods when the vehicle's turning state is not changing (paragraph 0032 of Patent Document 1). In such cases, for example, while the vehicle is turning left or right, even though the reliability of the vehicle's forward path is high, there is still a risk that the calculated forward path may deviate from the actual driving path of the vehicle, causing the PCS control to malfunction.

[0008] This disclosure provides a vehicle control device that can prevent malfunctions of advanced driver assistance systems while ensuring safety. Technical means to solve the problem

[0009] One aspect disclosed herein is a vehicle control device mounted in a vehicle, characterized by comprising: a forward path prediction unit that predicts the turning forward path of the vehicle when turning left and right based on a steady-state turning forward path of the rudder angle detected by the vehicle's rudder angle sensor; a collision prediction unit that calculates the remaining time of collision between an object detected by the vehicle's external sensors and the vehicle traveling on the steady-state turning forward path, and the predicted lateral position of the object relative to the center position of the vehicle's width; a vehicle control unit that performs collision avoidance control of the vehicle when the remaining time of collision is shorter than a control intervention threshold; and a control intervention adjustment unit that adjusts the control intervention threshold, shortening the control intervention threshold when the predicted lateral position of collision relative to the center position of the vehicle's width is in the opposite direction to the direction of the time rate of change of the rudder angle, i.e., the rudder angle velocity. The effects of the invention

[0010] According to the above-described embodiment disclosed herein, a vehicle control device can be provided that can prevent malfunction of advanced driver assistance systems while ensuring safety. Attached Figure Description

[0011] Figure 1 A schematic diagram of a vehicle configuration illustrating an embodiment of the vehicle control device disclosed herein. Figure 2 for Figure 1 The diagram shows the functional block diagram of the vehicle control device. Figure 3 To indicate Figure 1 and Figure 2 A flowchart of the operation of the vehicle control device. Figure 4 for Figure 1 A top-down view of a vehicle starting to turn right at the intersection. Figure 5 To indicate Figure 3A flowchart detailing the process of adjusting the control intervention threshold. Figure 6 for Figure 5 An example of a correction table used in adjusting the control intervention threshold of the entry interval. Figure 7 for Figure 5 An example of a correction table used in adjusting the control intervention threshold of the entry interval. Figure 8 To indicate Figure 1 A top-down view of a vehicle traveling within the turning zone of its right turn path. Figure 9 for Figure 5 An example of a correction table used in adjusting the control intervention threshold of the turning interval. Figure 10 To indicate Figure 1 A top-down view of a vehicle traveling within the exit zone of its turning path as it makes a right turn. Figure 11 for Figure 5 An example of a correction table used in adjusting the control intervention threshold of the exit interval. Figure 12 for Figure 5 An example of a correction table used in adjusting the control intervention threshold of the exit interval. Figure 13 A diagram illustrating an example of the method for determining the control intervention threshold used in vehicle control intervention. Detailed Implementation

[0012] Hereinafter, with reference to the accompanying drawings, embodiments of the vehicle control device disclosed herein will be described. Figure 1 A schematic configuration diagram of a vehicle 100 illustrating an embodiment of the vehicle control device disclosed herein.

[0013] The vehicle control device 110 in this embodiment is, for example, an electronic control unit (ECU) installed in a vehicle 100 equipped with an advanced driver assistance system (ADAS). The vehicle control device 110 includes, for example, a memory 111 such as ROM and RAM, a central processing unit (CPU) 112, a timer 113, and an input / output unit 114, and may be composed of one or more microcontrollers.

[0014] In addition to the vehicle control unit 110, the vehicle 100 also includes, for example, external sensors 120, vehicle sensors 130, and controlled objects 140. These components of the vehicle 100 constitute the ADAS of the vehicle 100. The ADAS of the vehicle 100 implements various driver assistance functions such as adaptive cruise control (ACC), forward collision warning (FCW), and automatic emergency braking (AEB).

[0015] External sensors 120 detect objects around vehicle 100 and output information about these objects to vehicle control unit 110. Objects detected by external sensors 120 include, for example, roads, vehicles, pedestrians, road signs, traffic lights, curbs, buildings, and obstacles. External sensors 120 may include, for example, a camera device 121, radar 122, and sonar 123. Camera device 121 may include, for example, a stereo camera and a monocular camera. Radar 122 may include, for example, lidar and millimeter-wave radar.

[0016] Vehicle sensor 130 detects physical quantities related to vehicle 100, and outputs the detected physical quantity information to vehicle control device 110. The physical quantities detected by vehicle sensor 130 include, for example, the speed, acceleration, yaw rate, and rudder angle of vehicle 100. Vehicle sensor 130 includes, for example, a speed sensor 131 such as a wheel speed sensor, a rudder angle sensor 132, and a yaw rate sensor 133.

[0017] The controlled object 140 may be various devices controlled by control signals output from the vehicle control unit 110. The controlled object 140 includes an image display device 141, a voice output device 142, and an actuator 143. The controlled object 140 may further include the engine, motor, transmission, etc., mounted in the vehicle 100.

[0018] Image display device 141 includes, for example, a head-up display, a liquid crystal display, an organic EL display, etc. Voice output device 142 includes, for example, a speaker and a buzzer. Actuator 143 includes, for example, an accelerator actuator, a brake actuator, a steering actuator, and a gearbox actuator.

[0019] Figure 2 for Figure 1 The diagram shows a functional block diagram of the vehicle control device 110. The vehicle control device 110 includes a forward path prediction unit F1, a collision prediction unit F3, a control intervention adjustment unit F4, and a vehicle control unit F5. Furthermore, in... Figure 2 In the example shown, the vehicle control unit 110 includes a target forward path prediction unit F2. Figure 2 The various parts of the vehicle control device 110 shown are indicated by... Figure 1 The vehicle control device 110 shown uses a CPU 112 to execute a program stored in a memory 111 to implement the functions of the vehicle control device 110.

[0020] Figure 3 To indicate Figure 1 and Figure 2 A flowchart of the operation of the vehicle control device 110. Figure 4This is a top view of a vehicle 100 traveling on a left-hand road beginning a right turn at a T-junction. The operation of the vehicle control device 110 when the vehicle 100 makes a right turn at an intersection on a left-hand road will be explained below.

[0021] Furthermore, the operation of the vehicle control device 110 when the vehicle 100 turns left is the same as the operation of the vehicle control device 110 when the vehicle 100 turns right, only the left and right sides are reversed, so the explanation is omitted. In addition, the operation of the vehicle control device 110 when the vehicle 100 is traveling on the right-hand side of the road is basically the same as when the vehicle 100 is traveling on the left-hand side of the road, so the explanation is omitted.

[0022] The vehicle control device 110, for example, repeatedly executes at a predetermined cycle while the vehicle 100 is in motion. Figure 3 The processing flow is shown. During the movement of vehicle 100, vehicle information including the vehicle 100's speed V, steering angle θ, and yaw rate ω detected by vehicle sensor 130 is input to... Figure 2 The vehicle control device 110 shown has a forward path prediction unit F1. When the vehicle control device 110 starts... Figure 3 In the process shown, the first step is to perform a process P1 that predicts the forward path of vehicle 100.

[0023] like Figure 4 As shown, when vehicle 100 is turning right at an intersection on a road where it is traveling on the left, the forward path prediction unit F1 predicts the turning forward path TR of vehicle 100 when turning right, based on the steady-state turning forward path of the rudder angle θ detected by the rudder angle sensor 132 of vehicle 100. Here, the so-called steady-state turning forward path is, for example, the arc-shaped predicted forward path of vehicle 100 when conditions such as the speed V and the rudder angle θ of vehicle 100 are fixed. The turning forward path TR of vehicle 100 predicted by the forward path prediction unit F1 is, for example, an arc-shaped region with a width equal to the width of vehicle 100.

[0024] like Figure 4 As shown, shortly after vehicle 100 begins to turn right, the driver of vehicle 100 turns the steering wheel, causing the steering angle θ to increase. Therefore, whenever vehicle control device 110 repeats a control cycle, such as Figure 4 As shown, in process P1, the radius of the turning path TR predicted by the forward path prediction unit F1 as the steady-state turning forward path is decreasing. When the forward path prediction unit F1 finishes the prediction process P1 of the turning forward path TR of the vehicle 100, the vehicle control device 110 executes the process P2 to predict the forward path of the target.

[0025] In this process P2, the vehicle control unit 110, for example, uses the target path prediction unit F2 to predict the path forward, as if... Figure 4 The system predicts the path R of the target O as shown. Specifically, the target path prediction unit F2 acquires, for example, information D1 of objects in front of the vehicle 100 detected by the camera device 121 and information D2 of objects in front of the vehicle 100 detected by the radar 122. Based on this information D1 and D2, the target path prediction unit F2 identifies objects such as pedestrians as the target O.

[0026] Furthermore, the object path prediction unit F2 predicts the path R of object O based, for example, on information such as distance, direction, relative speed, and category of object O contained in the acquired information D1 and D2. Here, the path R of object O predicted by the object path prediction unit F2 is a strip-shaped area with a width equal to the width of object O. Alternatively, the vehicle control device 110 can also predict the path R of object O using the collision prediction unit F3. In this case, [the function] can be omitted. Figure 2 The target's forward path prediction unit F2 is shown.

[0027] exist Figure 3 After the processing P2, which predicts the forward path R of the target O, is completed, the vehicle control unit 110 executes the processing P3, which predicts the collision between the vehicle 100 and the target O. In this processing P3, the collision prediction unit F3 of the vehicle control unit 110 predicts whether there will be a future collision between the vehicle 100 and the target O based on the turning forward path TR of the vehicle 100 predicted by the forward path prediction unit F1 and the forward path R of the target O predicted by the target forward path prediction unit F2.

[0028] More specifically, for example, like Figure 4 As shown, when the collision prediction unit F3 predicts that vehicle 100 and object O will be located in the area where the turning path TR of vehicle 100 and the forward path R of object O overlap at the same time in the future, it predicts that vehicle 100 and object O will collide. For example, in the case of predicting that vehicle 100 and object O will collide, the collision prediction unit F3 calculates the time until the collision, i.e., the time remaining until the collision (TTC), and the predicted lateral collision position CLL of object O relative to the center position of the vehicle width of vehicle 100.

[0029] when Figure 3 When the collision prediction process P3 shown for vehicle 100 and object O ends, vehicle control unit 110 executes process P4 to adjust the ADAS control intervention threshold. In this process P4, the control intervention adjustment unit F4 of vehicle control unit 110 adjusts the ADAS control intervention threshold TH based on the predicted lateral collision position CLL of object O relative to the center position of vehicle width of vehicle 100 calculated by collision prediction unit F3.

[0030] Figure 5To indicate Figure 3 A flowchart detailing the process P4 for adjusting the control intervention threshold. When the control intervention adjustment unit F4 of the vehicle control unit 110 begins... Figure 5 In the process P4 shown, process P41, which sets the baseline value of the ADAS control intervention threshold TH, is executed first. The control intervention threshold T0 set in process P41 is, for example, the threshold of the remaining collision time calculated in process P3 mentioned above, and is used to determine whether a collision has occurred. Figure 3 The reference value of the control intervention threshold TH, which is controlled by the vehicle control unit F5 to control object 140 in the processing P5 described later.

[0031] In this process P41, the control intervention adjustment unit F4 sets, for example, a control intervention threshold T0 corresponding to the speed of the vehicle 100. More specifically, the memory 111 of the vehicle control device 110 stores, for example, a table specifying that the higher the speed V of the vehicle 100, the longer the remaining collision time, i.e., the control intervention threshold T0. Alternatively, the vehicle control device 110 may have multiple tables specifying each category and movement state of the object O. In this case, the control intervention adjustment unit F4 sets the control intervention threshold T0, for example, based on the speed V of the vehicle 100, information D1 including the category, speed, and direction of movement of the object O, and the tables stored in the memory 111.

[0032] Next, the vehicle control unit 110 performs a judgment on whether the vehicle 100 is currently... Figure 4 The process P42 describes the vehicle's movement within the entry zone TR1 of the right-turning path TR. Here, the entry zone TR1 is, for example, the initial stage of the right-turning path TR, which is the zone where the vehicle 100 enters the intersection and the driver turns the steering wheel to the right, thereby increasing the rudder angle θ. In process P42, for example, if the direction of the rudder angle θ's time change rate, i.e., the rudder angle velocity, is the right-turning direction, the path prediction unit F1 determines that the vehicle 100 is moving within the entry zone TR1 (yes).

[0033] Furthermore, in processing P42, for example, if the distance to the traffic light obtained from the external sensor 120 is within a specified range, the forward route prediction unit F1 determines that the vehicle 100 is entering the section TR1 (yes). Additionally, the forward route prediction unit F1 may also use, for example, high-precision three-dimensional map data (HD map) or Global Positioning Satellite System (GNSS) to determine whether the vehicle 100 is entering the section TR1.

[0034] When the forward path prediction unit F1 in process P42 determines, for example, that the vehicle 100 is not traveling within the entry section TR1 (no), it executes process P44, which determines whether the vehicle 100 is traveling within the turning section TR2, as described later. On the other hand, when the forward path prediction unit F1 in process P42 determines that the vehicle 100 is traveling within the entry section TR1 (yes), the vehicle 100 executes process P43, which adjusts the control intervention threshold T1 within the entry section TR1.

[0035] Figure 6 and Figure 7 These are diagrams illustrating an example of a correction table CT1 used in process P43, which adjusts the control intervention threshold T1 within the entry interval TR1. In this embodiment, the control intervention adjustment unit F4 of the vehicle control device 110 has, for example, a correction table CT1 with defined gains G11 and G12, which are used to shorten the control intervention threshold T1 within the entry interval TR1 of the turning path TR. These correction tables CT1 are stored, for example, in the memory 111 of the vehicle control device 110.

[0036] The correction table CT1 for entering interval TR1 includes, for example, the following: Figure 6 The steering direction gain table CT11 and shown are as follows: Figure 7 The table CT12 shows the rudder angular velocity gain. The rudder direction gain table CT11 and the rudder angular velocity gain table CT12 are graphs with the predicted lateral collision position CLL as the horizontal axis and gains G11 and G12 as the vertical axes, respectively. Here, the predicted lateral collision position CLL is the predicted collision position relative to the front end of the vehicle 100, specifically the predicted collision position of the object O in the width direction of the vehicle 100.

[0037] exist Figure 5 In the process P43 shown, the control intervention adjustment unit F4 calculates the control intervention threshold T1 for entering the interval TR1 using, for example, the following equation (1). In equation (1), G11 and G12 are respectively based on... Figure 6 Steering direction gain table CT11 and Figure 7 The gains G11 and G12 are determined by the rudder angle rate gain table CT12, and T0 is the control intervention threshold T0 set according to the speed V of vehicle 100 in the processing P41 mentioned above.

[0038] T1=G11×G12×T0 · · · (1)

[0039] like Figure 6 As shown, in the steering direction gain table CT11 for interval TR1, the gain is 1 when the predicted collision lateral position CLL is on the side with the same steering direction as the center of vehicle 100 relative to the width of vehicle 100. For example, like... Figure 6As shown by the solid line, when the steering direction of the vehicle 100 based on the steering angle θ detected by the steering angle sensor 132 is to the right (right turn) and the predicted lateral collision position CLL is at the center of the vehicle 100 in the width direction or to the right relative to the center, the gain G11 is 1.

[0040] also, Figure 6 In the steering direction gain table CT11 shown for the entry interval TR1, the more the predicted lateral collision position CLL moves away from the center of the vehicle width of vehicle 100 in a direction opposite to the steering direction of vehicle 100, the more the gain G11 decreases. For example, like... Figure 6 As shown by the solid line, when the steering direction of vehicle 100 is to the right (right turn), the more the predicted lateral collision position CLL moves to the left away from the center of the vehicle width direction of vehicle 100, the more the gain G11 gradually decreases from 1 to 0.

[0041] By making the gain G11 smaller than 1, the threshold for determining the remaining collision time for ADAS control intervention, i.e., the control intervention threshold T1 for entering the TR1 interval, is shortened as shown in equation (1) above, thereby suppressing ADAS control intervention. That is, within the TR1 interval of the turning path TR, the more the predicted lateral collision position CLL of the target O moves away from the center of the vehicle width direction of the vehicle 100 in the direction opposite to the steering direction, the more the control intervention adjustment unit F4 shortens the control intervention threshold T1 of the TR1 interval to suppress ADAS control intervention.

[0042] In addition, such as Figure 7 As shown, in the rudder angular velocity gain table CT12 for the interval TR1, when the predicted collision lateral position CLL is on the side with the same direction as the rudder angular velocity α relative to the center position of the vehicle width 100, the gain G12 is 1. For example, like... Figure 7 As shown by the solid line, when the direction of the rudder angular velocity α of vehicle 100 is to the right and the predicted lateral collision position CLL is at the center of the vehicle width direction of vehicle 100 or to the right relative to the center, the gain G12 is 1.

[0043] also, Figure 7 In the rudder angular velocity gain table CT12 shown for entering the TR1 interval, the more the predicted lateral collision position CLL moves away from the center of the vehicle width of vehicle 100 in a direction opposite to the rudder angular velocity α of vehicle 100, the more the gain G12 decreases. For example, like... Figure 7 As shown by the solid line, when the direction of the rudder angular velocity α of vehicle 100 is to the right, the more the predicted lateral collision position CLL moves to the left away from the center of the vehicle width direction of vehicle 100, the more the gain G12 gradually decreases from 1 to 0.

[0044] and then, Figure 7 In the rudder angular velocity gain table CT12 for entering the TR1 interval, the higher the rudder angular velocity α, the greater the rate of change of the gain G12 relative to the predicted lateral collision position CLL. More specifically, in the rudder angular velocity gain table CT12, for example, when the rudder angular velocity α to the right is set to positive and the rudder angular velocity α to the left is set to negative, the larger the absolute value of the rudder angular velocity α, the better. Figure 7 The greater the slope of the solid or dotted line shown.

[0045] By making the gain G12 smaller than 1, the threshold for determining the remaining collision time, i.e., the control intervention threshold T1 for entering the interval TR1, is shortened as shown in equation (1) above, thereby suppressing the control intervention performed by the ADAS. Thus, within the entry interval TR1 of the turning path TR, when the direction of the time change rate of the predicted collision lateral position CLL relative to the center position of the vehicle width of the vehicle 100, i.e., the rudder angle velocity α, is opposite, the control intervention adjustment unit F4 shortens the control intervention threshold T1 for entering the interval TR1 to suppress the control intervention performed by the ADAS.

[0046] Next, the vehicle control unit 110 executes... Figure 5 The process for determining whether the vehicle is traveling within the turning zone TR2 is shown on page 44. Figure 8 This is a top view showing the vehicle 100's travel within the turning zone TR2 of its turning path TR as it makes a right turn. The turning zone TR2 is, for example,... Figure 4 The next interval after the initial stage of the turning path TR shown is the interval of the middle stage of the turning path TR where the driver maintains a fixed rudder angle θ, thereby making the rudder angular velocity α approximately zero.

[0047] As mentioned above, the forward path prediction unit F1 predicts the turning forward path TR of the vehicle 100 when turning left and right, based on the steady-state turning forward path of the rudder angle θ detected by the rudder angle sensor 132 of the vehicle 100. In processing P44, the forward path prediction unit F1 calculates, for example, Figure 8 The collision prediction yaw angle δ and the turn end yaw angle γ shown are used to determine that vehicle 100 is traveling within the turning section TR2 of the turning route TR when the collision prediction yaw angle δ is greater than the turn end yaw angle γ.

[0048] Here, Figure 8 The collision prediction yaw angle δ shown is, for example, the angle between the front and rear axles of the current vehicle 100 and the front and rear axles at the predicted position of the vehicle 100 after the remaining time of collision relative to the target O. Furthermore, Figure 8The turning end yaw angle γ shown is, for example, the angle between the front and rear axles of the current vehicle 100 and the road end of the road after the turn, obtained from the camera device 121, etc.

[0049] Furthermore, the method by which the forward path prediction unit F1 determines the turning interval TR2 is not limited to the method described above. For example, the forward path prediction unit F1 may also determine that the vehicle 100 is traveling within the turning interval TR2 of the turning forward path TR when the rudder angle velocity α is within a specified range where the rudder angle velocity α is approximately zero.

[0050] When the forward path prediction unit F1 in process P44 determines, for example, that the vehicle 100 is not traveling within the turning zone TR2 (no), it executes process P46, which determines whether the vehicle 100 is exiting the zone TR3, as described later. On the other hand, when the forward path prediction unit F1 in process P44 determines that the vehicle 100 is traveling within the turning zone TR2 (yes), the vehicle 100 executes process P45, which adjusts the control intervention threshold T2 within the turning zone TR2.

[0051] Figure 9 This is a diagram illustrating an example of the correction table CT2 used in the process P45 for adjusting the control intervention threshold T2 within the turning range TR2. In this embodiment, the control intervention adjustment unit F4 of the vehicle control device 110 has, for example, a correction table CT2 with a specified gain G2, which is used to shorten the control intervention threshold T2 within the turning range TR2 of the turning path TR. This correction table CT2 is stored, for example, in the memory 111 of the vehicle control device 110.

[0052] The correction table CT2 for the gyration interval TR2 includes, for example, Figure 9 The excess yaw angle gain table CT21 is shown. CT21 is a graph with the excess yaw angle ε on the horizontal axis and the gain G2 on the vertical axis. Here, the control intervention adjustment unit F4, for example, in... Figure 8 The angle between the front and rear axles of vehicle 100 at the current time and the front and rear axles after the remaining time of the collision is calculated within the turning interval TR2 shown, which is the collision prediction yaw angle δ.

[0053] Furthermore, the control intervention adjustment unit F4 calculates the angle between the current front and rear axles of vehicle 100 and the front and rear axles when exiting section TR3, i.e., the end-of-turn yaw angle γ. Then, the control intervention adjustment unit F4 calculates the difference (δ-γ) between the collision prediction yaw angle δ and the end-of-turn yaw angle γ, i.e., the excess yaw angle ε. Subsequently, the control intervention adjustment unit F4, based on the calculated excess yaw angle ε and... Figure 9 The excess yaw angle gain table CT21 shown is used to calculate the gain G2, and the control intervention threshold T2 of the slewing interval TR2 is calculated using the following formula (2).

[0054] T2=G2×T0 ··· (2)

[0055] In equation (2) above, T0 is the control intervention threshold T0 set according to the speed V of vehicle 100 in the processing P41 described above. Figure 9 As shown in the excess yaw gain table CT21 for the yaw range TR2, when the excess yaw angle ε is positive, the more the excess yaw angle ε increases, the more the gain G2 decreases. More specifically, in the excess yaw gain table CT21 for the yaw range TR2, when the excess yaw angle ε is below 0 degrees, the gain G2 is 1. When the excess yaw angle ε is greater than 0 degrees, the more the excess yaw angle ε increases, the more the gain G2 gradually decreases from 1 towards 0.

[0056] By making the gain G2 smaller than 1, the threshold for determining the remaining collision time, i.e., the control intervention threshold T2 of the turning interval TR2, used to determine the control intervention to be performed by ADAS, is shortened as shown in equation (2) above, thereby suppressing the control intervention performed by ADAS. That is, within the turning interval TR2 of the turning path TR, the greater the excess yaw angle ε increases, the more the control intervention adjustment unit F4 shortens the control intervention threshold T2 of the turning interval TR2 to suppress the control intervention performed by ADAS.

[0057] Next, the vehicle control unit 110 executes... Figure 5 The process for determining whether a vehicle is exiting the TR3 section is shown on page 46. Figure 10 This is a top view showing the vehicle 100's travel within the exit zone TR3 of its right turn path TR. Exit zone TR3 is, for example,... Figure 8 The next interval after the turning interval TR2 in the middle stage of the turning path TR shown is the interval of the final stage of the turning path TR in which the driver wants to return the rudder angle θ to 0 degrees, thereby making the direction of the rudder angle velocity α opposite to the turning direction of the vehicle 100.

[0058] In processing P46, for example, if the angle formed by the front and rear axles of the current vehicle 100 and the road end after the turn, i.e., the turn-end yaw angle γ, is less than a predetermined angle, the forward path prediction unit F1 determines that the vehicle 100 is traveling within the exit zone TR3 (Yes). Furthermore, for example, if the rudder angular velocity α reaches a predetermined value or higher in the direction opposite to the turning direction of the vehicle 100, the forward path prediction unit F1 determines that the vehicle 100 is traveling within the exit zone TR3 (Yes).

[0059] Furthermore, for example, when the yaw angle γ and rudder angle θ at the end of a turn are approximately zero and the vehicle 100 is moving in a straight line, the forward path prediction unit F1 determines that the vehicle 100 has passed through the exit section TR3 and ended the driving of the turning forward path TR. In addition, the forward path prediction unit F1 can also use HD maps or GNSS to determine the passage of the exit section TR3 and the end of the turning forward path TR when turning left or right.

[0060] When the forward path prediction unit F1 in process P46 determines, for example, that the vehicle 100 is not traveling within the exit zone TR3 (No), it executes process P48, which selects one of the control intervention thresholds T1 and T2, as described later. On the other hand, when the forward path prediction unit F1 in process P46 determines that the vehicle 100 is traveling within the exit zone TR3 (Yes), the vehicle 100 executes process P47, which adjusts the control intervention threshold T3 within the exit zone TR3.

[0061] Figure 11 and Figure 12 These are diagrams illustrating an example of a correction table CT3 used in the process P46, which adjusts the control intervention threshold T3 within the exit interval TR3. In this embodiment, the control intervention adjustment unit F4 of the vehicle control device 110 has, for example, a correction table CT3 with specified gains G31 and G32, which are used to shorten the control intervention threshold T3 within the exit interval TR3 of the turning path TR. These correction tables CT3 are stored, for example, in the memory 111 of the vehicle control device 110.

[0062] The correction table CT3 for exiting interval TR3 includes, for example, the following: Figure 11 The rudder direction gain table CT31 and shown Figure 12 The table CT32 shows the rudder angle velocity gain. The rudder direction gain table CT31 and the rudder angle velocity gain table CT32 are graphs with the predicted collision lateral position CLL as the horizontal axis and the gains G31 and G32 as the vertical axes, respectively. Here, the predicted collision lateral position CLL is the predicted collision position relative to the front end of the vehicle 100, and is the predicted collision position of the object O in the width direction of the vehicle 100.

[0063] exist Figure 5 In the process P47 shown, the control intervention adjustment unit F4 calculates the control intervention threshold T3 of the exit interval TR3, for example, using the following equation (3). In equation (3), G31 and G32 are respectively based on... Figure 11 CT31 and rudder direction gain table Figure 12 The gain G31 and G32 are determined by the rudder angle rate gain table CT32, and T0 is the control intervention threshold T0 set according to the speed V of vehicle 100 in the processing P41 mentioned above.

[0064] T3=G31×G32×T0 · · · (3)

[0065] like Figure 11 As shown in the steering direction gain table CT31 for exiting interval TR3, the gain is 1 when the predicted collision lateral position CLL is on the side opposite to the steering direction of vehicle 100 relative to the center of vehicle width. For example, like... Figure 11 As shown by the solid line, when the steering direction of the vehicle 100 based on the steering angle θ detected by the steering angle sensor 132 is to the right (right turn) and the predicted lateral collision position CLL is at the center of the vehicle 100 in the width direction or to the left of the center, the gain G31 is 1.

[0066] also, Figure 11 In the steering direction gain table CT31 for the exit interval TR3 shown, the more the predicted lateral collision position CLL moves away from the center of the vehicle width of vehicle 100 in the steering direction of vehicle 100, the more the gain G31 decreases. For example, like... Figure 11 As shown by the solid line, when the steering direction of vehicle 100 is to the right (right turn), the more the predicted lateral collision position CLL moves to the right away from the center of the vehicle width direction of vehicle 100, the more the gain G31 gradually decreases from 1 to 0.

[0067] By making the gain G31 smaller than 1, the threshold for determining the remaining collision time used by ADAS to determine the control intervention in the exit interval TR3 is shortened, as shown in equation (3) above, thereby suppressing the control intervention performed by ADAS. That is, within the exit interval TR3 of the turning path TR, the more the predicted lateral collision position CLL of the target O moves away from the center of the vehicle width direction of the vehicle 100 in the steering direction, the more the control intervention adjustment unit F4 shortens the control intervention threshold T3 of the exit interval TR3 to suppress the control intervention performed by ADAS.

[0068] In addition, such as Figure 12 As shown in the table CT32 for the rudder angular velocity gain in the exit interval TR3, when the predicted collision lateral position CLL is on the side with the same direction as the rudder angular velocity α relative to the center position of the vehicle width 100, the gain G32 is 1. For example, like... Figure 12 As shown by the solid line, when the direction of the rudder angular velocity α of vehicle 100 is to the right and the predicted lateral collision position CLL is at the center of the vehicle width direction of vehicle 100 or to the right relative to the center, the gain G32 is 1.

[0069] also, Figure 12In the table CT32 showing the rudder angular velocity gain for the exit interval TR3, the more the predicted lateral collision position CLL moves away from the center of the vehicle width of vehicle 100 in a direction opposite to the direction of the rudder angular velocity α of vehicle 100, the more the gain G32 decreases. For example, like... Figure 12 As shown by the solid line, when the direction of the rudder angular velocity α of vehicle 100 is to the right, the more the predicted lateral collision position CLL moves to the left away from the center of the vehicle width direction of vehicle 100, the more the gain G32 gradually decreases from 1 to 0.

[0070] and then, Figure 12 In the rudder angular velocity gain table CT32 for the exit interval TR3, the higher the rudder angular velocity α, the greater the rate of change of the gain G32 relative to the predicted lateral collision position CLL. More specifically, in the rudder angular velocity gain table CT32, for example, when the rudder angular velocity α to the right is set to positive and the rudder angular velocity α to the left is set to negative, the larger the absolute value of the rudder angular velocity α, the better. Figure 12 The greater the slope of the solid or dotted line shown.

[0071] By making the gain G32 smaller than 1, the threshold for determining the remaining collision time, i.e., the control intervention threshold T3 for exiting the control intervention interval TR3, is shortened as shown in equation (3) above, thereby suppressing the control intervention performed by the ADAS. Thus, within the exit interval TR3 of the turning path TR, when the direction of the time change rate of the predicted collision lateral position CLL relative to the center position of the vehicle width of the vehicle 100, i.e., the rudder angle velocity α, is opposite, the control intervention adjustment unit F4 shortens the control intervention threshold T1 for entering the interval TR1 to suppress the control intervention performed by the ADAS.

[0072] Next, the vehicle control unit 110 executes... Figure 5 The process P48 illustrates the selection of control intervention thresholds T1, T2, and T3. In the processes P42, P44, and P46 described above, it is assumed that the forward path prediction unit F1 determines one of the following intervals—entry interval TR1, turning interval TR2, and exit interval TR3—as the interval in which vehicle 100 is currently traveling. In this case, in process P48, the control intervention adjustment unit F4 selects the control intervention thresholds T1, T2, and T3 for the interval determined by the forward path prediction unit F1 and terminates the process. Figure 5 The process shown is P4.

[0073] On the other hand, in the processes P42, P44, and P46 described above, it is assumed that the forward route prediction unit F1 determines two or more of the following intervals as the intervals in which the vehicle 100 is currently traveling: the entry interval TR1, the turning interval TR2, and the exit interval TR3. In this case, in process P48, the control intervention adjustment unit F4 selects the correction table CT1, CT2, CT3 with the shortest control intervention thresholds T1, T2, and T3 among the correction tables CT1, CT2, and CT3 of the two or more intervals determined by the forward route prediction unit F1.

[0074] More specifically, such as Figure 10 As shown, when vehicle 100 transitions from the turning zone TR2 to the exit zone TR3 of the turning route TR, sometimes the process P42 described above does not determine that it is entering zone TR1, but the processes P44 and P46 described above determine that it is entering the turning zone TR2 and exit zone TR3, respectively. In this case, the processes P45 and P47 described above calculate the control intervention threshold T2 for the turning zone TR2 and the control intervention threshold T3 for the exit zone TR3 by multiplying the baseline control intervention threshold T0 by gains G21, G22 and G31, G32, respectively.

[0075] Figure 13 This is a diagram illustrating an example of the method for determining the control intervention threshold TH used in ADAS control intervention of a vehicle 100. Figure 13 In the example shown, from the point in time when vehicle 100 starts traveling in the turning section TR2 of the turning route TR until the end of the turn when turning left or right, as shown by the double-dotted line, the collision prediction unit F3 calculates the time remaining relative to the target O.

[0076] Furthermore, from the moment when vehicle 100 begins traveling in the turning zone TR2 until the end of a left or right turn, the forward path prediction unit F1 determines that vehicle 100 is traveling within the turning zone TR2. Furthermore, from the beginning of exiting zone TR3 until the end of a left or right turn, the forward path prediction unit F1 determines that vehicle 100 is traveling within the exiting zone TR3.

[0077] That is, from the moment vehicle 100 begins traveling in the turning zone TR2 until it begins traveling out of the zone TR3, the forward path prediction unit F1 determines that vehicle 100 is traveling within the turning zone TR2. However, from the moment vehicle 100 begins traveling out of the zone TR3 until the end of a left or right turn, the forward path prediction unit F1 determines that vehicle 100 is traveling within both the turning zone TR2 and the zone TR3.

[0078] In this case, such as Figure 13As shown by the dashed line, during the period from when vehicle 100 begins driving in the turning zone TR2 until it begins driving out of the turning zone TR3, the control intervention adjustment unit F4 only calculates the control intervention threshold T2 for the turning zone TR2. Therefore, during this period, if... Figure 13 As shown by the solid line, the control intervention adjustment unit F4 selects the control intervention threshold T2 of the turning interval TR2 as the control intervention threshold TH used by ADAS to control the vehicle 100.

[0079] However, during the period from when the vehicle begins to exit section TR3 and ends when turning left or right, the control intervention adjustment unit F4, in addition to the control intervention threshold T2 of the turning section TR2, also... Figure 13 The control intervention threshold T3 for exiting the TR3 interval was calculated as shown by the midpoint line. However, shortly after the vehicle started exiting the TR3 interval from speed 100, it... Figure 10 As shown, the predicted lateral collision position CLL of the target O relative to vehicle 100 is predicted to be the left end, which is the side opposite to the turning direction when turning right, i.e., the right direction, relative to the center position of the vehicle width of vehicle 100.

[0080] In this case, Figure 11 The gain G31 shown, based on the steering direction gain table CT31 and the predicted collision lateral position CLL, is 1. Furthermore, shortly after vehicle 100 begins to exit section TR3, it is assumed that the driver of vehicle 100 is turning the steering wheel to the right. In this case, Figure 12 The gain G32 based on the rudder angle velocity gain table CT32 and the rudder angle velocity α is 1. Therefore, the control intervention threshold T3 of the exit interval TR3 based on the above equation (3) becomes the reference control intervention threshold T0 set according to the speed V of the vehicle 100, which is longer than the control intervention threshold T2 of the turning interval TR2 before the turn is about to end when turning left or right.

[0081] In this case, the control intervention adjustment unit F4 selects the shortest control intervention threshold T2 between the turning interval TR2 and the exit interval TR3 as the control intervention threshold TH used by the ADAS to control the vehicle 100. Subsequently, when the driver of the vehicle 100 turns the steering wheel to the left just before the exit interval TR3 of the right turn's forward path TR ends, the predicted lateral collision position CLL relative to the target O of the vehicle 100 moves to the right relative to the center position of the vehicle width. Thus, Figure 11 The gain G31 shown is based on the steering direction gain table CT31 and the predicted collision lateral position CLL. Figure 12 The gain G32 based on the rudder angular velocity gain table CT32 and the rudder angular velocity α shown becomes smaller than 1.

[0082] As a result, the control intervention threshold T3 of the exit interval TR3 calculated using the above formula (3) is lower than the control intervention threshold T2 of the turning interval TR2. Therefore, the control intervention adjustment unit F4 selects the shortest control intervention threshold T3 of the exit interval TR3 between the control intervention threshold T2 of the turning interval TR2 and the control intervention threshold T3 of the exit interval TR3 as the control intervention threshold TH used by ADAS for the control intervention of the vehicle 100.

[0083] Thus, the forward route prediction unit F1 may sometimes simultaneously determine two or more of the following sections—entry section TR1, turning section TR2, and exit section TR3—while the vehicle 100 is traveling on the turning forward route TR. In this case, the control intervention adjustment unit F4 selects the correction table with the shortest control intervention thresholds T1, T2, and T3 from the correction tables CT1, CT2, and CT3 for the two or more sections. Figure 5 After the processing shown on P48 is completed, the vehicle control unit 110 ends. Figure 5 The process shown is executed by P4. Figure 3 The process P5 shown is for controlling the controlled object 140.

[0084] In processing P5, if the remaining time of collision with the target O relative to vehicle 100 is shorter than the control intervention threshold TH, vehicle control unit 110 performs collision avoidance control of vehicle 100 via vehicle control unit F5. The collision avoidance control performed by vehicle control unit F5 may include, for example, a collision warning issued by at least one of image display device 141 and voice output device 142. Furthermore, the collision avoidance control performed by vehicle control unit F5 may also include, for example, collision mitigation braking (AEB) performed by actuator 143.

[0085] Furthermore, the control intervention threshold TH may differ depending on whether a collision warning is being issued or an AEB (Automatic Emergency Braking) system is being issued. In this case, the control intervention adjustment unit F4 may have correction tables CT1, CT2, and CT3 for collision warning and correction tables CT1, CT2, and CT3 for AEB, respectively. Thus, the vehicle control unit F5 can, for example, issue a collision warning before AEB is issued. Moreover, the vehicle control unit F5 controls the actuator 143, for example, in a manner that the shorter the remaining time of collision with the target O relative to the vehicle 100, the greater the deceleration of the vehicle 100.

[0086] As described above, the vehicle control device 110 of this embodiment is mounted in the vehicle 100 and includes a forward path prediction unit F1, a collision prediction unit F3, a vehicle control unit F5, and a control intervention adjustment unit F4. The forward path prediction unit F1 predicts the turning forward path TR of the vehicle 100 when turning left and right, based on the steady-state turning forward path of the rudder angle θ detected by the rudder angle sensor 132 of the vehicle 100. The collision prediction unit F3 calculates the remaining time of collision between the object O detected by the external sensor 120 of the vehicle 100 and the vehicle 100 traveling on the steady-state turning forward path, as well as the predicted lateral collision position CLL of the object O relative to the center position of the vehicle width of the vehicle 100. If the remaining time of collision is shorter than the control intervention threshold TH, the vehicle control unit F5 performs collision avoidance control of the vehicle 100. The control intervention adjustment unit F4 adjusts the control intervention threshold TH. Figure 7 and Figure 12 As shown, when the predicted lateral collision position CLL relative to the center of the vehicle width of vehicle 100 is opposite to the direction of the time change rate of the rudder angle θ, i.e., the rudder angle velocity α, the control intervention adjustment unit F4 shortens the control intervention thresholds T1 and T2 as described in equations (1) and (3).

[0087] With this configuration, the vehicle control device 110 of this embodiment can prevent ADAS malfunctions while ensuring safety. More specifically, for example, like Figure 4 or Figure 10 As shown, during a right turn or left turn, a collision between vehicle 100 and object O is sometimes predicted within the entry zone TR1 or exit zone TR3 of the turning path TR. Even in such cases, if the predicted lateral collision position CLL of object O relative to the center of vehicle width is in the opposite direction to the rudder angular velocity α, the probability of avoiding a collision with object O increases as the vehicle 100's direction of travel changes towards the rudder angular velocity α. Therefore, the control intervention adjustment unit F4... Figure 7 and the aforementioned formula (1) or Figure 12 As stated in equation (3), when the predicted lateral collision position CLL of the target O at the center of the vehicle width relative to the vehicle 100 is in the opposite direction to the rudder angular velocity α, the control intervention thresholds T1 and T2 are shortened. As a result, when the probability of avoiding a collision with the target O is high, the collision avoidance control performed by the vehicle control unit F5 is suppressed, thereby avoiding unnecessary collision warnings or unnecessary AEB and preventing ADAS malfunction. Furthermore, if the predicted lateral collision position CLL of the target O at the center of the vehicle width relative to the vehicle 100 is in the same direction as the rudder angular velocity α, the reference control intervention threshold T0 will not be shortened, thus enabling ADAS to operate correctly and ensuring the safety of the vehicle 100 and the target O.

[0088] Furthermore, in the vehicle control device 110 of this embodiment, the forward path prediction unit F1, when the vehicle 100 is traveling on the turning forward path TR, determines the entry interval TR1 where the direction of the rudder angle velocity α is consistent with the turning direction of the vehicle 100, the turning interval TR2 where the rudder angle velocity α becomes approximately zero, and the exit interval TR3 where the direction of the rudder angle velocity α becomes opposite to the turning direction of the vehicle 100. In addition, the control intervention adjustment unit F4 has correction tables CT1, CT2, and CT3 with defined gains G11, G12, G2, G31, and G32, which are used to shorten the control intervention thresholds T1, T2, and T3 for each of the entry interval TR1, the turning interval TR2, and the exit interval TR3.

[0089] With this configuration, the vehicle control device 110 of this embodiment can suppress ADAS malfunctions caused by predicting the turning path TR in the form of a steady-state turning path based on the rudder angle θ within each of the entry zone TR1, turning zone TR2, and exit zone TR3 of the turning path TR. Furthermore, the vehicle control device 110 can prevent a decrease in safety caused by predicting the turning path TR in the form of a steady-state turning path based on the rudder angle θ within each of the entry zone TR1, turning zone TR2, and exit zone TR3 of the turning path TR.

[0090] Furthermore, in the vehicle control device 110 of this embodiment, the correction table CT1 for entering the interval TR1 includes... Figure 7 The rudder angle velocity gain table CT12 is shown below. CT12 is a graph with the predicted lateral collision position CLL on the horizontal axis and the gain G12 on the vertical axis. In CT12, the further the predicted lateral collision position CLL is from the center of the vehicle width 100 in the direction opposite to the direction of the rudder angle velocity α, the more the gain G12 decreases. Furthermore, the higher the rudder angle velocity α, the greater the rate of change of the gain G12 relative to the predicted lateral collision position CLL.

[0091] Through such a structure, such as Figure 4 As shown, within the entry zone TR1 of the turning path TR of vehicle 100 when the driver turns the steering wheel to the left or right, the vehicle control device 110 of this embodiment, as described above, can suppress ADAS malfunctions while ensuring safety. Furthermore, within the entry zone TR1, the higher the rudder angle velocity α, the more quickly the vehicle 100's direction of travel changes towards the steering direction, thus reducing the likelihood of a collision with the target O. Therefore, as... Figure 7As shown, the higher the rudder angular velocity α, the greater the rate of change of the gain G12 relative to the predicted lateral position CLL of the collision, thus further reducing the gain G12. Therefore, it can more reliably suppress the malfunction of ADAS.

[0092] Furthermore, in the vehicle control device 110 of this embodiment, the correction table CT1 for entering the interval TR1 includes... Figure 6 The steering direction gain table CT11 is shown as shown. The steering direction gain table CT11 is a graph with the predicted lateral collision position CLL as the horizontal axis and the gain G11 as the vertical axis. The more the predicted lateral collision position CLL is away from the center of the vehicle width 100 in the direction opposite to the steering direction of the vehicle, the more the gain G11 decreases.

[0093] With this configuration, the vehicle control device 110 of this embodiment... Figure 4 The entry zone TR1 of the turning path TR during left and right turns, as shown, can suppress ADAS malfunctions while ensuring safety. Specifically, within the entry zone TR1 of the turning path TR, the driver of vehicle 100 turns the steering wheel in the direction of the left or right turn. Therefore, the further away the predicted lateral collision position CLL of object O is from the center of the vehicle width of vehicle 100 from the direction of the vehicle's turn, the lower the probability of a collision. Therefore, as... Figure 6 As shown, the further the predicted lateral collision position CLL of the target O moves away from the center of the vehicle width 100 in the direction opposite to the steering direction of the vehicle, the more the gain G11 is reduced to shorten the control intervention threshold T1 of entering the interval TR1. Thus, the malfunction of ADAS can be suppressed while ensuring safety.

[0094] Furthermore, in the vehicle control device 110 of this embodiment, the control intervention adjustment unit F4 calculates the following within the turning interval TR2: the angle between the current front and rear axles of the vehicle 100 and the front and rear axles after the remaining collision time, i.e., the collision prediction yaw angle δ; the angle between the current front and rear axles of the vehicle 100 and the front and rear axles when exiting the exit interval TR3, i.e., the turn-end yaw angle γ; and the excess yaw angle ε obtained by subtracting the turn-end yaw angle γ from the collision prediction yaw angle δ. Additionally, the correction table CT2 for the turning interval TR2 includes... Figure 9 The excess yaw gain table CT21 is shown below. The excess yaw gain table CT21 is a graph with the excess yaw angle ε as the horizontal axis and the gain G2 as the vertical axis. When the excess yaw angle ε is positive, the more the excess yaw angle ε increases, the more the gain G2 decreases.

[0095] Through this structure, Figure 8Within the turning zone TR2 of the indicated turning path TR, ADAS malfunctions can be suppressed while ensuring safety. Specifically, within the turning zone TR2 of the turning path TR, even if a collision between vehicle 100 and object O is predicted on the steady-state turning path predicted by the path prediction unit F1, the probability of a collision is reduced because the driver will turn the steering wheel in the opposite direction of the turning direction within the subsequent exit zone TR3. That is, the larger the excess yaw angle ε, the more likely ADAS malfunctions will occur. Therefore, in the correction table CT2, the greater the excess yaw angle ε, the more the gain G2 is reduced to shorten the control intervention threshold T2 of the turning zone TR2, thereby suppressing ADAS malfunctions while ensuring safety.

[0096] Furthermore, in the vehicle control device 110 of this embodiment, the correction table CT3 for exiting the interval TR3 includes... Figure 12 The table CT32 shows the rudder angle velocity gain. CT32 is a graph with the predicted lateral collision position CLL on the horizontal axis and the gain G32 on the vertical axis. In CT32, the further the predicted lateral collision position CLL is from the center of the vehicle width 100 in the direction opposite to the direction of the rudder angle velocity α, the smaller the gain G32 becomes. Furthermore, the higher the rudder angle velocity α, the greater the rate of change of the gain G32 relative to the predicted lateral collision position CLL.

[0097] Through such a structure, such as Figure 10 As shown, within the exit zone TR3 of the turning path TR where the driver of vehicle 100 turns the steering wheel in the opposite direction to the steering direction when turning left or right, the vehicle control device 110 of this embodiment, as described above, can suppress ADAS malfunctions while ensuring safety. Furthermore, within the exit zone TR3, the higher the rudder angle velocity α, the more quickly the vehicle 100's direction of travel changes towards the steering direction, thus reducing the likelihood of a collision with the target O. Therefore, as... Figure 12 As shown, the higher the rudder angular velocity α, the greater the rate of change of the gain G32 relative to the predicted lateral position CLL of the collision, thus further reducing the gain G32. Therefore, it can more reliably suppress the malfunction of ADAS.

[0098] Furthermore, in the vehicle control device 110 of this embodiment, the correction table CT3 for exiting the interval TR3 includes... Figure 11 The steering direction gain table CT31 is shown as shown. The steering direction gain table CT31 is a graph with the predicted collision lateral position CLL as the horizontal axis and the gain G31 as the vertical axis. The further the predicted collision lateral position CLL is from the center of the vehicle width of the vehicle 100 in the steering direction of the vehicle 100, the more the gain G31 decreases.

[0099] With this configuration, the vehicle control device 110 of this embodiment... Figure 10 The exit zone TR3 of the turning path TR during left and right turns, as shown, can suppress ADAS malfunctions while ensuring safety. Specifically, within the exit zone TR3 of the turning path TR, the driver of vehicle 100 turns the steering wheel in the opposite direction to the steering direction during left and right turns. Therefore, the further the predicted lateral collision position CLL of object O is from the center of the vehicle width of vehicle 100 in the steering direction, the lower the probability of a collision. Therefore, as Figure 11 As shown, the further the predicted lateral collision position CLL of the target O is from the center of the vehicle width 100 in the direction of the vehicle's steering, the more the gain G31 is reduced to shorten the control intervention threshold T3 of the exit interval TR3. Thus, the malfunction of ADAS can be suppressed while ensuring safety.

[0100] Furthermore, in this embodiment, the forward path prediction unit F1 of the vehicle control device 110 may sometimes simultaneously determine two or more of the following intervals: entry interval TR1, turning interval TR2, and exit interval TR3. In this case, the control intervention adjustment unit F4 selects the correction table CT1, CT2, CT3 with the shortest control intervention thresholds T1, T2, T3 among the correction tables CT1, CT2, CT3 determined by the forward path prediction unit F1 for the two or more intervals.

[0101] Through such a structure, for example like Figure 13 As shown, even when the forward path prediction unit F1 determines two or more intervals, the vehicle control device 110 of this embodiment can select the control intervention threshold T2 of the shortest turning interval TR2 or the control intervention threshold T3 of the exit interval TR3 as the control intervention threshold TH for the collision avoidance control performed by the vehicle control unit F5. Therefore, the vehicle control device 110 of this embodiment can more reliably suppress ADAS malfunctions while ensuring safety.

[0102] As explained above, according to this embodiment, a vehicle control device 110 can be provided that can prevent malfunction of advanced driver assistance systems while ensuring safety.

[0103] The embodiments of the vehicle control device disclosed herein have been described in detail above with the aid of the accompanying drawings. However, the specific configuration is not limited to this embodiment. Even if there are design changes that do not depart from the spirit of this disclosure, they are also included in this disclosure. Symbol Explanation

[0104] 100… vehicles 110…Vehicle control device 120… External Sensors 132…rudder angle sensor CLL…predicts the lateral position of the collision. CT1…Revision Table CT11…Steering Direction Gain Table CT12…Rudder Angular Velocity Gain Table CT2…Correction Table CT21…Excess Yaw Gain Table CT3…Correction Table CT31…Steering Direction Gain Table CT32…Rudder Angular Velocity Gain Table F1…Forward Path Prediction Department F3…Collision Prediction Department F4…Control Intervention Adjustment Department F5…Vehicle Control Unit G11…Gain G12…Gain G2…gain G31…Gain G32…Gain O…object TH…Control intervention threshold TR…Turn forward route TR1…Entering the interval TR2…Turning Range TR3…Exiting the range α…rudder angular velocity δ… Collision Prediction Yaw Angle ε…excess yaw angle γ…Yaw angle at the end of the turn θ…rudder angle.

Claims

1. A vehicle control device, mounted in a vehicle, characterized in that, have: A forward path prediction unit predicts the turning forward path of the vehicle when turning left and right, based on a steady-state turning forward path of the rudder angle detected by the vehicle's rudder angle sensor; a collision prediction unit calculates the remaining time of collision between an object detected by the vehicle's external sensors and the vehicle traveling on the steady-state turning forward path, as well as the predicted lateral position of the object relative to the center of the vehicle's width; a vehicle control unit executes collision avoidance control of the vehicle if the remaining time of collision is shorter than a control intervention threshold; and a control intervention adjustment unit adjusts the control intervention threshold. When the predicted lateral collision position relative to the center position of the vehicle width is opposite to the direction of the time rate of change of the rudder angle, i.e., the rudder angle velocity, the control intervention adjustment unit shortens the control intervention threshold. The forward path prediction unit determines, when the vehicle is traveling on the turning forward path, an entry zone where the direction of the rudder angular velocity is consistent with the vehicle's steering direction, a turning zone where the rudder angular velocity becomes zero, and an exit zone where the direction of the rudder angular velocity becomes opposite to the vehicle's steering direction. The control intervention adjustment unit has a correction table with a specified gain, which is used to shorten the control intervention threshold for each of the entry interval, the turning interval, and the exit interval.

2. The vehicle control device according to claim 1, characterized in that, The correction table for entering the interval includes a rudder angular velocity gain table. The rudder angle velocity gain table is a graph with the predicted lateral position of the collision as the horizontal axis and the gain as the vertical axis. The more the predicted lateral position of the collision moves away from the center of the vehicle width in a direction opposite to the direction of the rudder angle velocity, the more the gain decreases. Moreover, the higher the rudder angle velocity, the greater the rate of change of the gain relative to the predicted lateral position of the collision.

3. The vehicle control device according to claim 1, characterized in that, The correction table for entering the interval includes a steering direction gain table. The steering direction gain table is a graph with the predicted lateral collision position as the horizontal axis and the gain as the vertical axis. The more the predicted lateral collision position moves away from the center of the vehicle width in a direction opposite to the steering direction of the vehicle, the more the gain decreases.

4. The vehicle control device according to claim 1, characterized in that, The control intervention adjustment unit calculates the following within the turning interval: the angle between the vehicle's current front and rear axles and the angle between the front and rear axles after the remaining time of the collision (i.e., the collision prediction yaw angle); the angle between the vehicle's current front and rear axles and the angle between the front and rear axles when exiting the exit interval (i.e., the end-of-turn yaw angle); and the excess yaw angle obtained by subtracting the end-of-turn yaw angle from the collision prediction yaw angle. The correction table for the yaw range includes an excess yaw gain table. The excess yaw angle gain table is a graph with the excess yaw angle as the horizontal axis and the gain as the vertical axis. When the excess yaw angle is positive, the more the excess yaw angle increases, the more the gain decreases.

5. The vehicle control device according to claim 1, characterized in that, The correction table for exiting the range includes a rudder angular velocity gain table. The rudder angle velocity gain table is a graph with the predicted lateral position of the collision as the horizontal axis and the gain as the vertical axis. The more the predicted lateral position of the collision moves away from the center of the vehicle width in a direction opposite to the direction of the rudder angle velocity, the more the gain decreases. Moreover, the higher the rudder angle velocity, the greater the rate of change of the gain relative to the predicted lateral position of the collision.

6. The vehicle control device according to claim 1, characterized in that, The correction table for exiting the range includes a steering direction gain table. The steering direction gain table is a graph with the predicted lateral collision position as the horizontal axis and the gain as the vertical axis. The further the predicted lateral collision position is from the center of the vehicle width in the steering direction of the vehicle, the more the gain decreases.

7. The vehicle control device according to claim 1, characterized in that, If the forward path prediction unit simultaneously determines two or more of the following intervals: the entry interval, the turning interval, and the exit interval. The control intervention adjustment unit selects the correction table with the shortest control intervention threshold from the correction tables of the two or more intervals.

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