Vehicle control device, vehicle control method, and storage medium

Abstract

The present application provides a vehicle control device, a vehicle control method, and a storage medium capable of performing more appropriate vehicle control on an occupant in accordance with a surrounding situation of a vehicle. A vehicle control device according to an embodiment includes: a recognition unit that recognizes a surrounding situation of a host vehicle; and a control unit that controls one or both of steering and acceleration and deceleration of the host vehicle when it is determined that an obstacle is present in front of the host vehicle on the basis of the recognition result of the recognition unit, and that controls one or both of steering and acceleration and deceleration of the host vehicle when it is determined that an obstacle is present in front of the host vehicle by the recognition unit. At least steering control for moving the host vehicle to the center of a travel lane is executed.

Description

Technical Field

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

[0002] In recent years, efforts to provide a sustainable transportation system that also takes into account people who are particularly vulnerable among traffic participants are becoming more active. To achieve this, efforts are being made to further improve the safety and convenience of traffic through research and development related to preventive safety technologies. In connection with this, the following technologies have been disclosed in recent years: a technology for performing slow braking control of the vehicle so that the object is included in the camera detection range when it is determined that there is a possibility that an object is approaching the vehicle, and a technology for estimating the presence or absence of a collision between a rear vehicle and an obstacle when the vehicle avoids an obstacle through an evasive action of either lane change or steering, and determining an evasive action based on the estimated presence or absence of a collision (for example, Japanese Patent Publication No. 2016-200929 and Japanese Patent Publication No. 2019-151185). Summary of the invention

[0003] Problems to be solved by the invention

[0004] However, in the preventive safety technology, the vehicle behavior for urging the vehicle occupants to pay attention to the surroundings is not considered in the pre-stage of the vehicle and object avoidance control. Therefore, there is a problem that sometimes the vehicle control suitable for the occupants cannot be performed according to the surrounding conditions of the vehicle.

[0005] One of the purposes of the present application is to provide a vehicle control device, a vehicle control method, and a storage medium that can more appropriately control a vehicle for a passenger according to the surrounding conditions of the vehicle in order to solve the above-mentioned problems, thereby contributing to the development of a sustainable transportation system.

[0006] Solutions to Solve Problems

[0007] The vehicle control device, vehicle control method, and storage medium according to the present invention employ the following configurations.

[0008] (1): One embodiment of the present invention relates to a vehicle control device, wherein the vehicle control device comprises: an identification unit that identifies the surrounding conditions of the vehicle; and a control unit that controls one or both of the steering and acceleration and deceleration of the vehicle when it is determined that there is an obstacle in front of the vehicle based on the identification result of the identification unit, and the control unit at least performs steering control to move the vehicle to the center of the driving lane when the identification unit determines that there is an obstacle in front of the vehicle.

[0009] (2): In the above aspect (1), when the host vehicle is traveling within a predetermined range in the center of the driving lane, the control unit performs steering control to move the host vehicle to the center of the driving lane.

[0010] (3) In the above aspect (1), when the obstacle is located closer to a dividing line that divides the driving lane than the host vehicle, the control unit performs steering control to move the host vehicle toward the center of the driving lane.

[0011] (4): In the above aspect (1), when the obstacle is within a predetermined range relative to the host vehicle in the width direction of the travel lane, the control unit performs steering control to move the host vehicle toward the center of the travel lane.

[0012] (5): Based on the above scheme (1), when the obstacle is present in the center of the driving lane or in the driving lane outside the center when viewed from the host vehicle, the control unit does not perform steering control to move the host vehicle to the center of the driving lane.

[0013] (6): In the above aspect (5), the control unit executes deceleration control of the host vehicle without executing steering control for moving the host vehicle to the center of the driving lane.

[0014] (7): Based on the scheme of (1) above, the vehicle control device further includes a driving state detection unit for detecting the driving state of the occupant of the vehicle, and the control unit controls one or both of the steering and acceleration / deceleration of the vehicle when the driving state detection unit detects that the occupant is driving carelessly.

[0015] (8) Another embodiment of the present invention relates to a vehicle control method, wherein the vehicle control method causes a computer to perform the following processing: identifying the surrounding conditions of the vehicle; controlling one or both of the steering and acceleration and deceleration of the vehicle when it is determined that there is an obstacle in front of the vehicle based on the identified result; and executing at least steering control to move the vehicle to the center of the driving lane when it is determined that there is an obstacle in front of the vehicle.

[0016] (9): Another embodiment of the present invention relates to a storage medium storing a program, wherein the program causes a computer to perform the following processing: identifying the surrounding conditions of a vehicle; controlling one or both of the steering and acceleration / deceleration of the vehicle when it is determined that there is an obstacle in front of the vehicle based on the identified result; and executing at least a steering control to move the vehicle to the center of the driving lane when it is determined that there is an obstacle in front of the vehicle.

[0017] Effects of the Invention

[0018] According to the above aspects (1) to (9), it is possible to perform more appropriate vehicle control for the occupants according to the surrounding conditions of the vehicle. BRIEF DESCRIPTION OF THE DRAWINGS

[0019] Figure 1 This is a configuration diagram of the vehicle equipped with the vehicle control device according to the first embodiment.

[0020] Figure 2 It is a diagram for explaining the content of vehicle control related to contact avoidance.

[0021] Figure 3 This is a diagram for explaining the content of attention calling control.

[0022] Figure 4 This is a diagram for explaining the first operation determination of the attention calling control.

[0023] Figure 5 This is a diagram for explaining the second operation determination of the attention calling control.

[0024] Figure 6 It is a diagram for explaining the content of contact warning alarm control.

[0025] Figure 7 This is a diagram for explaining the adjustment of the target position according to the presence or absence of the accelerator operation.

[0026] Figure 8 It is a diagram for explaining the content of the automatic steering avoidance control.

[0027] Fig. 9 This is a diagram for explaining steering control after a steering trigger by a driver.

[0028] Fig.10 This is a diagram for explaining the conditions of the speed of the host vehicle at which control is started for each operation period.

[0029] Fig.11 This is a diagram showing an example of the content of the override control for the slow deceleration control.

[0030] Fig.12This is a diagram showing the relationship between the opening degree of the accelerator pedal and the rate of change in the override determination.

[0031] Fig.13 This is a flowchart showing an example of processing executed by the driving support device in the first embodiment.

[0032] Fig.14 This is a flowchart showing an example of the contact margin value derivation process.

[0033] Fig.15 This is a flowchart showing an example of an override control process for the slow deceleration control.

[0034] Fig.16 It is a diagram showing a first example of centering steering control in the second embodiment.

[0035] Fig.17 It is a diagram showing a second example of the center steering control in the second embodiment.

[0036] Fig.18 It is a diagram showing a third example of the center steering control in the second embodiment.

[0037] Fig.19 It is a diagram showing a fourth example of the center steering control in the second embodiment.

[0038] Fig. 20 This is a diagram for explaining considerations based on the lateral position between an object and the host vehicle.

[0039] Fig.21 It is a diagram for explaining the conditions for executing the override control in the center steering control.

[0040] Fig. 22 This is a flowchart showing an example of processing executed by the driving support device 100 in the second embodiment.

[0041] Fig.23 This is a flowchart showing an example of the override control process in the center steering control. DETAILED DESCRIPTION

[0042] Hereinafter, embodiments of a vehicle control device, a vehicle control method, and a storage medium according to the present invention will be described with reference to the accompanying drawings.

[0043] (First embodiment)

[0044] [Overall structure]

[0045] Figure 11 is a structural diagram of a vehicle M equipped with a vehicle control device according to the first embodiment. The vehicle M is, for example, a two-wheel, three-wheel, or four-wheel vehicle, and its driving source is an internal combustion engine such as a diesel engine or a gasoline engine, an electric motor, or a combination thereof. The electric motor operates using power generated by a generator connected to the internal combustion engine, or power discharged from a secondary battery or a fuel cell.

[0046] The vehicle M is equipped with, for example, a camera 10, a radar device 12, a LIDAR (Light Detection and Ranging) 14, an object recognition device 16, a communication device 20, an HMI (Human Machine Interface) 30, a vehicle sensor 40, a navigation device 50, an MPU (Map Positioning Unit) 60, a driver monitoring camera 70, a driving operating element 80, a driving support device 100, a driving force output device 200, a brake device 210, and a steering device 220. These devices and equipment are connected to each other via a multi-channel communication line such as a CAN (Controller Area Network) communication line, a serial communication line, a wireless communication network, and the like. Figure 1 The illustrated configuration is merely an example, and a part of the configuration may be omitted, or another configuration may be added. The driving support device 100 is an example of a “vehicle control device”.

[0047] The camera 10 is, for example, a digital camera using a solid-state imaging element such as a CCD (Charge Coupled Device) or a CMOS (Complementary Metal Oxide Semiconductor). The camera 10 is installed at any position of the vehicle M. When shooting the front, the camera 10 is installed at the top of the front windshield, the back of the rearview mirror in the vehicle, etc. The camera 10, for example, periodically and repeatedly shoots the surroundings of the vehicle M. The camera 10 may also be a stereo camera.

[0048] The radar device 12 radiates radio waves such as millimeter waves to the periphery of the vehicle M, and detects radio waves (reflected waves) reflected by an object to detect at least the position (distance and direction) of the object. The radar device 12 is installed at any part of the vehicle M. The radar device 12 can also detect the position and speed of the object by FM-CW (Frequency Modulated Continuous Wave) method.

[0049] The LIDAR 14 irradiates light (or electromagnetic waves with a wavelength close to that of light) to the periphery of the vehicle M and measures scattered light. The LIDAR 14 detects the distance to the object based on the time from light emission to light reception. The irradiated light is, for example, a pulsed laser. The LIDAR 14 is installed at any part of the vehicle M.

[0050] The object recognition device 16 performs sensor fusion processing on the detection results detected by part or all of the camera 10, the radar device 12, and the LIDAR 14 to recognize the position, type, speed, etc. of the object. The object recognition device 16 outputs the recognition result to the driving support device 100. The object recognition device 16 can directly output the detection results of the camera 10, the radar device 12, and the LIDAR 14 to the driving support device 100. The object recognition device 16 can also be omitted from the vehicle M. The camera 10, the radar device 12, the LIDAR 14, and part or all of the object recognition device 16 are examples of "external detection devices".

[0051] The communication device 20 communicates with other vehicles around the host vehicle M using, for example, a cellular network, a Wi-Fi network, Bluetooth (registered trademark), DSRC (Dedicated Short Range Communication), or communicates with various server devices via a wireless base station.

[0052] The HMI 30 presents various information to the passengers of the vehicle M and accepts input operations performed by the passengers. The HMI 30, for example, includes a display unit 32 and a speaker 34. The display unit 32 is, for example, an LCD (Liquid Crystal Display), an organic EL (Electro Luminescence) display device, etc. The display unit 32 displays various images (including images) in the embodiment. The display unit 32 can also be formed as a touch panel and integrated with the input unit. The speaker 34 outputs a specified sound (such as an alarm, etc.). In addition to the display unit 32 and the speaker 34, the HMI 30 can also be (or instead of) a microphone, a buzzer, a vibration generating device (vibrator), a touch panel, a switch, a button, etc.

[0053] The vehicle sensor 40 includes a vehicle speed sensor for detecting the speed of the vehicle M, an acceleration sensor for detecting acceleration, a yaw rate sensor for detecting yaw rate (for example, the rotational angular velocity around the vertical axis passing through the center of gravity of the vehicle M), an azimuth sensor for detecting the orientation of the vehicle M, a steering angle sensor for detecting the steering angle of the vehicle M (which may be the angle of the steering wheel or the operating angle of the steering wheel), etc. The vehicle sensor 40 may also be provided with a position sensor for detecting the position of the vehicle M. The position sensor is, for example, a sensor for obtaining position information (longitude, latitude information) from a GPS (Global Positioning System) device. The position sensor may also be a sensor that obtains position information using a GNSS (Global Navigation Satellite System) receiver 51 of the navigation device 50.

[0054] The navigation device 50 includes, for example, a GNSS receiver 51, a navigation HMI 52, and a route determination unit 53. The navigation device 50 stores first map information 54 in a storage device such as a HDD (Hard Disk Drive) or a flash memory. The GNSS receiver 51 determines the position of the vehicle M based on signals received from GNSS satellites. The position of the vehicle M may also be determined or supplemented by an INS (Inertial Navigation System) using the output of the vehicle sensor 40. The navigation HMI 52 includes a display device, a speaker, a touch panel, a key, etc. The navigation HMI 52 may also be partially or entirely shared with the aforementioned HMI 30. The route determination unit 53, for example, refers to the first map information 54 to determine a route (hereinafter referred to as a route on a map) from the position of the vehicle M determined by the GNSS receiver 51 (or an input arbitrary position) to the destination input by the occupant using the navigation HMI 52. The first map information 54 is information that represents the shape of a road by, for example, representing road segments and nodes connected by the road segments. The first map information 54 may also include the curvature of the road, POI (Point Of Interest) information, etc. The path on the map is output to the MPU 60. The navigation device 50 can also provide route guidance using the navigation HMI 52 based on the path on the map. The navigation device 50 can also be implemented by the function of a terminal device such as a smartphone or a tablet terminal held by the passenger. The navigation device 50 can also send the current position and destination to the navigation server via the communication device 20, and obtain a path equivalent to the path on the map from the navigation server.

[0055] The MPU 60 includes, for example, a recommended lane determination unit 61, and stores the second map information 62 in a storage device such as a HDD or a flash memory. The recommended lane determination unit 61 divides the path on the map provided by the navigation device 50 into a plurality of blocks (for example, divided into every 100 [m] in the vehicle's traveling direction), and determines a recommended lane for each block with reference to the second map information 62. The recommended lane determination unit 61 determines the lane on which the vehicle M should travel from the left. When there is a branch in the path on the map, the recommended lane determination unit 61 determines the recommended lane so that the vehicle M can travel on a reasonable path for traveling to the branch destination. The second map information 62 is map information with higher accuracy than the first map information 54. The second map information 62 includes, for example, information on the center of the lane or lane boundary information such as a road dividing line dividing the lane. The second map information 62 may include road information, traffic restriction information, address information (address, postal code), facility information, telephone number information, etc. The second map information 62 may be updated at any time by communicating with other devices through the communication device 20. The first map information 54 and the second map information 62 may be stored in a storage unit in the driving support device 100 .

[0056] The driver monitoring camera 70 is, for example, a digital camera using a solid-state imaging element such as a CCD or a CMOS. The driver monitoring camera 70 is installed at any part of the vehicle M at a position and orientation that enables the head and upper body (including the position of the hands) of the occupant (hereinafter referred to as the driver) sitting in the driver's seat of the vehicle M to be photographed from the front (in the orientation of photographing the face). For example, the driver monitoring camera 70 is installed on the upper part of a display device provided at the center of the dashboard of the vehicle M. The driver monitoring camera 70 outputs an image obtained by photographing the interior of the vehicle including the driver of the vehicle M from the configured position to the driving support device 100.

[0057] The driving operating member 80 includes, for example, a steering wheel 82, an accelerator pedal 84, a brake pedal 86, a direction indicator operating switch, a shift lever, and other operating members. A sensor for detecting an operation amount or the presence or absence of an operation is mounted on the driving operating member 80, and the detection result is output to the driving support device 100, or a part or all of the driving force output device 200, the brake device 210, and the steering device 220.

[0058] For example, a steering wheel sensor (SW sensor) 82A is provided on the steering wheel 82. The SW sensor 82A detects whether the driver is holding the steering wheel 82. The SW sensor 82A detects the amount of operation (steering torque, steering amount) of the steering wheel 82 by the driver. The steering wheel 82 does not necessarily need to be annular, and may be in the form of a special-shaped steering wheel, a joystick, a button, etc. In this case, the SW sensor 82A detects the amount of operation corresponding to each form.

[0059] The accelerator pedal 84 is provided with an accelerator pedal sensor (AP sensor) 84A. The AP sensor 84A detects the operation amount (opening degree) of the accelerator pedal 84 that changes according to the operation of the accelerator pedal 84 by the driver. The brake pedal 86 is provided with a brake pedal sensor (BP sensor) 86A. The BP sensor 86A detects the operation amount (opening degree) of the brake pedal 86 that changes according to the operation of the brake pedal 86 by the driver.

[0060] The driving force output device 200 outputs the driving force (torque) for driving the vehicle M to the drive wheels. The driving force output device 200 includes, for example, a combination of an internal combustion engine, an electric motor, and a transmission, and an ECU (Electronic Control Unit) that controls them. The ECU controls the above-mentioned structure according to information input from the driving support device 100 or information input from the driving operation element 80.

[0061] The brake device 210 includes, for example, a brake caliper, a hydraulic cylinder that transmits hydraulic pressure to the brake caliper, an electric motor that generates hydraulic pressure in the hydraulic cylinder, and an ECU. The ECU controls the electric motor according to information input from the driving support device 100 or information input from the driving operating member 80 so that a braking torque corresponding to the braking operation is output to each wheel. The brake device 210 may include a mechanism that transmits the hydraulic pressure generated by the operation of the brake pedal included in the driving operating member 80 to the hydraulic cylinder via the master hydraulic cylinder as a backup. The brake device 210 is not limited to the structure described above, and may also be an electronically controlled hydraulic brake device that controls an actuator according to information input from the driving support device 100 to transmit the hydraulic pressure of the master hydraulic cylinder to the hydraulic cylinder.

[0062] The steering device 220 includes, for example, a steering ECU and an electric motor. The electric motor, for example, applies force to a rack-and-pinion mechanism to change the direction of the steering wheel. The steering ECU drives the electric motor according to information input from the driving support device 100 or information input from the driving operating member 80 to change the direction of the steering wheel.

[0063] [Driving support device]

[0064] The driving support device 100 includes, for example, a recognition unit 110, a driving state detection unit 120, a contact possibility determination unit 130, a control unit 140, an HMI control unit 150, and a storage unit 160. The recognition unit 110, the driving state detection unit 120, the contact possibility determination unit 130, the control unit 140, and the HMI control unit 150 are implemented by, for example, a hardware processor such as a CPU (Central Processing Unit) executing a program (software). Some or all of these components may be implemented by hardware (including a circuit unit: circuitry) such as an LSI (Large Scale Integration), an ASIC (Application Specific Integrated Circuit), an FPGA (Field-Programmable Gate Array), and a GPU (Graphics Processing Unit), or may be implemented by the coordinated cooperation of software and hardware. The program may be stored in advance in a storage device such as an HDD or flash memory of the driving support device 100 (a storage device having a non-transitory storage medium), or may be stored in a removable storage medium such as a DVD or CD-ROM, and installed in the HDD or flash memory of the driving support device 100 by mounting the storage medium (non-transitory storage medium) in a drive device. The HMI control unit 150 is an example of a “notification control unit”.

[0065] For example, the instructions from the driving support device 100 to the driving force output device 200, the braking device 210, and the steering device 220 are set in the driving force output device 200, the braking device 210, and the steering device 220 so as to be executed with priority over the detection result from the driving operation element 80. Regarding braking, it may be set so as to be executed with priority when the braking force obtained based on the operation amount of the brake pedal 86 is larger than the instruction from the driving support device 100. As a structure for executing the instruction from the driving support device 100 with priority, the communication priority in the in-vehicle LAN (Local Area Network) may be used.

[0066] The storage unit 160 may be implemented by the various storage devices mentioned above, or SSD (Solid State Drive), EEPROM (Electrically Erasable Programmable Read Only Memory), ROM (Read Only Memory), or RAM (Random Access Memory). The storage unit 160 stores programs, other various information, etc. The storage unit 160 may also store the above-mentioned map information (the first map information 54 and the second map information 62).

[0067] The recognition unit 110 recognizes the surrounding conditions of the vehicle M based on the information input from the external detection device. For example, the recognition unit 110 recognizes the position, speed, acceleration and other states of objects existing in the surroundings (for example, within a specified distance from the vehicle M). Objects are, for example, other vehicles, bicycles, pedestrians, etc. The position of the object is, for example, recognized as a position on an absolute coordinate with a representative point (center of gravity, drive shaft center, etc.) of the vehicle M as the origin, and is used for control. The position of the object can also be represented by representative points such as the center of gravity and corners of the object, or by an area. The so-called "state" of an object can also include the acceleration, jerk, or "action state" of the object (for example, whether a lane change is in progress or about to be made). The recognition unit 110 recognizes the relative position and relative speed with respect to the object.

[0068] The recognition unit 110, for example, recognizes the lane in which the vehicle M is traveling (driving lane). For example, the recognition unit 110 recognizes the driving lane by comparing the pattern of the road dividing lines obtained from the second map information 62 (for example, the arrangement of solid lines and dotted lines) and the pattern of the road dividing lines around the vehicle M recognized based on the image captured by the camera 10. The recognition unit 110 is not limited to recognizing road dividing lines, but can also recognize the driving lane by recognizing road dividing lines, driving road boundaries (road boundaries) including shoulders, curbs, central median strips, guardrails, etc. In this recognition, the position of the vehicle M obtained from the navigation device 50 and the processing results based on the INS can also be taken into consideration. The recognition unit 110 recognizes obstacles, temporary stop lines, red lights, toll booths, and other road phenomena based on the recognition results of the objects. Obstacles are objects that the vehicle M needs to avoid contact with, such as other vehicles.

[0069] When recognizing the driving lane, the recognition unit 110 recognizes the position and posture of the host vehicle M relative to the driving lane. For example, the recognition unit 110 may recognize the deviation of the reference point of the host vehicle M from the center of the lane and the angle formed by the traveling direction of the host vehicle M with respect to the line connecting the centers of the lanes as the relative position and posture of the host vehicle M with respect to the driving lane. Alternatively, the recognition unit 110 may recognize the position of the reference point of the host vehicle M with respect to either side end (road dividing line or road boundary) of the driving lane as the relative position of the host vehicle M with respect to the driving lane.

[0070] The driving state detection unit 120 detects a predetermined driving state of the occupant (driver) of the vehicle M. The predetermined driving state is, for example, a careless driving state. Careless driving refers to a state in which the driving operation of the vehicle M becomes slow (or no operation) due to a decrease in the driver's attention or the like. For example, the driving state detection unit 120 detects the driver's careless driving state when a state less than a threshold value (determination threshold value TH1 described later) of the steering operation of the steering wheel 82 by the driver continues for a predetermined time or longer based on the detection result of the SW sensor 82A. The driving state detection unit 120 may also detect the driver's careless driving state when a state in which the change amount of the opening of the accelerator pedal 84 and the brake pedal 86 is less than a threshold value continues for a predetermined time or longer based on the detection results of the AP sensor 84A and the BP sensor 86A. The above-mentioned predetermined time may be variably set according to, for example, the speed of the vehicle M, the margin until the vehicle M contacts an obstacle (for example, another vehicle), and the like. This makes it possible to perform more appropriate careless driving determination based on the speed of the host vehicle M and the positional relationship between the host vehicle M and the obstacle. The predetermined time may be a fixed time.

[0071] The driving state detection unit 120 may detect the driver's state as being inattentive driving when it is determined that the driver's state detected based on the analysis result of the image captured by the driver monitoring camera 70 is not suitable for driving. The state not suitable for driving refers to, for example, a situation where the driver does not monitor the surroundings (especially the front) of the host vehicle M by looking to the side, or a situation where it is predicted that the concentration is reduced based on the facial expression (sleepy face, painful face), etc.

[0072] The driving state detection unit 120 may also detect the content of the driving operation of the driver. For example, the driving state detection unit 120 may detect the steering amount (torque amount of the steering torque) of the driver based on the detection result of the SW sensor 82A, may detect the operation (opening degree) of the accelerator pedal 84 based on the detection result of the AP sensor 84A, or may detect the operation (opening degree) of the brake pedal 86 based on the BP sensor 86A. The driving state detection unit 120 may also detect a state in which the driver is not driving.

[0073] The contact possibility determination unit 130 determines whether there is a possibility that an obstacle (e.g., another vehicle) contacts the vehicle M based on the surrounding conditions (external information) identified by the identification unit 110. For example, the contact possibility determination unit 130 determines whether there is a possibility that the vehicle M contacts the other vehicle based on the contact margin value between the vehicle M and the other vehicle (the preceding vehicle) that exists in front of the vehicle M based on the surrounding conditions. The so-called contact margin value is, for example, a value set based on the contact margin time TTC (Time To Collision), but it can also be a value set based on the headway time THW (Time Headway). The contact margin time TTC is derived, for example, by dividing the relative distance between the vehicle M and the other vehicle by the relative speed. The headway time THW is derived, for example, by dividing the relative distance (inter-vehicle distance) by the speed of the vehicle M. The contact margin time TTC can also be derived, for example, using a learned model that outputs the contact margin time TTC when the position and speed of the vehicle M and the other vehicle are input, a predetermined function, etc., or can be derived using a correspondence table that establishes a correspondence relationship between the relative speed and relative position and the contact margin time TTC. The above-mentioned derivation method is also the same for the headway time THW. For example, the shorter the contact margin time TTC (or the headway time THW), the smaller the contact margin value (in other words, the longer the contact margin time, the larger the contact margin value). For example, the contact possibility determination unit 130 determines that there is a possibility of contact between the host vehicle M and other vehicles when the contact margin value is less than a threshold value, and determines that there is no possibility of contact when the contact margin value is greater than the threshold value.

[0074] The control unit 140 controls one or both of the steering and acceleration / deceleration of the vehicle M based on at least one of the recognition result of the recognition unit 110 , the detection result of the driving state detection unit 120 , and the determination result of the contact possibility determination unit 130 . The control unit 140 includes, for example, a braking control unit 142 and a steering control unit 144 .

[0075] When it is determined based on the recognition result of the recognition unit 110 that there is an obstacle in front of the host vehicle M, the brake control unit 142 at least performs a deceleration control of the host vehicle M based on the target deceleration of the host vehicle M. The brake control unit 142 performs the brake control of the host vehicle M based on the driving operation (hereinafter referred to as the driver operation) performed by the driver of the host vehicle M or regardless of the operation. For example, the brake control unit 142 sets a deceleration state based on the contact margin value between the host vehicle M and the obstacle, and performs a deceleration control based on the set deceleration state. The brake control unit 142 includes, for example, a slow deceleration control unit 142A and a contact avoidance brake control unit 142B.

[0076] The slow deceleration control unit 142A performs slow deceleration control of the vehicle M when the recognition unit 110 determines that there is an obstacle (for example, another vehicle) in front of the vehicle M. The slow deceleration control refers to control for urging the driver to pay attention to the approach of other vehicles by means of a vehicle behavior called deceleration (attention calling control), and is different from contact avoidance control for avoiding contact with an obstacle (however, there may be a case where the result is to avoid contact with an obstacle). For example, when it is determined that there is an obstacle in front of the vehicle M, the slow deceleration control unit 142A derives a target deceleration of the vehicle M, and decelerates the vehicle M in a manner close to the derived target deceleration without depending on the driver's operation. The slow deceleration control may be performed when the driving state detection unit 120 detects that the driver is driving carelessly, or when the contact margin value satisfies the operating conditions of the slow deceleration control.

[0077] The deceleration control unit 142A may also stop the deceleration control when the driving state detection unit 120 detects the driver's accelerator operation (operation of the accelerator pedal 84) of a prescribed value (e.g., a prescribed amount) or more during the deceleration control. In this way, the intention of the driver is determined by the accelerator operation, thereby enabling more appropriate override control (switching to the driver's manual driving) for the deceleration control. The prescribed value (prescribed amount) may also vary based on the operating speed of the driver's accelerator operation. For example, the deceleration control unit 142A sets the prescribed value to be smaller than the case where the operating speed is above the prescribed speed, and sets the prescribed value to be larger than the case where the operating speed is below the prescribed speed. The deceleration control unit 142A may also change the prescribed value according to the target deceleration, for example, and set the prescribed value to be larger as the target deceleration is larger. In this way, more appropriate override determination can be achieved according to the driver's driving condition and the surrounding conditions of the vehicle M.

[0078] The contact avoidance braking control unit 142B performs emergency braking control for avoiding contact between the vehicle M and an obstacle. For example, when the contact avoidance braking control unit 142B determines that there is a possibility of contact between the vehicle M and an obstacle based on the surrounding conditions identified by the identification unit 110, the contact avoidance braking control unit 142B performs braking control (deceleration control) for avoiding contact. The braking control performed by the contact avoidance braking control unit 142B includes, for example, CMBS (Collision Mitigation Brake System) control for supporting contact avoidance or reducing damage. The braking control performed by the contact avoidance braking control unit 142B may be performed, for example, after the slow deceleration control, or may be performed when the contact margin value satisfies the working conditions of the above-mentioned braking control.

[0079] The steering control unit 144 controls the steering of the vehicle M. The steering control unit 144 includes, for example, a centering steering control unit 144A and a contact avoidance steering control unit 144B. When the recognition unit 110 determines that there is an obstacle in front of the vehicle M, the centering steering control unit 144A performs a steering control (centering steering control) to move the vehicle M toward the center of the driving lane. This steering control is not a control for avoiding contact with an obstacle, but a control for making the driver aware of the obstacle in front and urging attention to be called by the vehicle behavior of moving laterally near the center (however, there may be a case where the result is to avoid contact with the obstacle). Through this steering control, the driver can be aware of the obstacle in front at an early stage, which can help driving for avoiding contact. The centering steering control can also be performed when the driving state detection unit 120 detects that the driver is driving carelessly, or when the contact margin value satisfies the working conditions of the steering control. The above-mentioned slow deceleration control and centering steering control can be performed separately, or they can be performed simultaneously at the same time (for example, the attention calling control stage).

[0080] The contact avoidance steering control unit 144B performs steering control of the vehicle M for avoiding contact between the vehicle M and an obstacle. For example, when the vehicle M is able to avoid an obstacle within its driving lane, the contact avoidance steering control unit 144B performs a steering operation to move in a direction that does not contact the obstacle without leaving the same lane, without relying on the steering operation of the driver. The contact avoidance steering control unit 144B may also perform steering control of the vehicle M in a manner that stabilizes the behavior of the vehicle M after the avoidance operation, after the vehicle M has performed an avoidance operation with an obstacle across a dividing line that divides the driving lanes through the steering operation of the driver. The steering control performed by the contact avoidance steering control unit 144B may, for example, be performed after the centering steering control, or may be performed when the contact margin value satisfies the working conditions of the above-mentioned steering control.

[0081] The control unit 140 may also perform controls other than the above-mentioned vehicle control. For example, the control unit 140 may also perform steering control in a manner to maintain the host vehicle M in the driving lane as LKAS (Lane Keeping Assistance System) control (lane keeping control). In this case, the control unit 140 controls the steering device 220 to support the driver's steering operation so that the host vehicle M does not leave the driving lane.

[0082] The HMI control unit 150 notifies the occupants (including the driver) of the prescribed information through the HMI 30. The prescribed information includes, for example, information related to the state of the vehicle M, information related to driving control, and other information related to the travel of the vehicle M. The information related to the state of the vehicle M includes, for example, the speed of the vehicle M, the engine speed, the gear position, and the like. The information related to driving control includes, for example, the type of driving control being executed (for example, slow deceleration, center steering control, contact avoidance braking control, contact avoidance steering control), the reason for driving control, the status of driving control, and the like. The information related to driving control may include information related to the driver's attention call and alarm. The prescribed information may include information related to the current position, destination, and remaining fuel level of the vehicle M, and may also include information unrelated to the travel control of the vehicle M, such as television programs and items stored in storage media such as DVDs (for example, movies).

[0083] For example, the HMI control unit 150 may generate an image including the above-mentioned prescribed information and display the generated image on the display unit 32 of the HMI 30, or may generate a sound indicating prescribed information and output the generated sound from the speaker 34 of the HMI 30. The timing of outputting the sound is, for example, the timing of starting or stopping the driving control, when a message is received, the timing of switching the displayed image, the timing of the host vehicle M becoming a prescribed state, etc. The HMI control unit 150 may also output the information received by the HMI 30 to the control unit 140, etc.

[0084] [Control Department]

[0085] Next, the details of the vehicle control performed by the control unit 140 will be described. Figure 2 FIG. 2 is a diagram for explaining the content of vehicle control related to avoiding contact. Figure 2 In the example of FIG. 1 , the content of vehicle control when it is determined that there is a possibility of contact based on the contact margin time TTC is shown. Figure 2 In the example, it is assumed that time T1 is the earliest, and time T2, T3, T4, and T5 are successively later.

[0086] First, in Figure 2At time T1, the contact possibility determination unit 130 determines that there is a possibility of contact between the host vehicle M and the obstacle. When it is determined that there is a possibility of contact, the control unit 140 performs attention calling control ((1) in the figure) for urging the driver to pay attention to the surroundings (particularly the direction of travel) based on the contact margin time TTC and the detection result of the driving state detection unit 120.

[0087] Figure 3 2 is a diagram for explaining the content of attention-calling control. Figure 3 In the example of FIG. 1 , lanes L1 and L2 are shown that can travel in the same direction (the X-axis direction in the figure). Lane L1 is divided by road dividing lines LN1 and LN2, and lane L2 is divided by road dividing lines LN2 and LN3. Figure 3 In the example, the host vehicle M is traveling at a speed VM in the lane L1, and a vehicle (preceding vehicle) m1 traveling ahead of the host vehicle M is traveling at a speed Vm1 in the lane L1 ahead of the host vehicle M. In the following description, it is assumed that the other vehicle m1 is an obstacle.

[0088] exist Figure 3 In the example of FIG. 1 , the control unit 140 performs the attention calling control when the contact margin time TTC (contact margin value) obtained based on the relative position and relative speed of the host vehicle M and the other vehicle m1 becomes less than the first predetermined value (predetermined time) at time T2 and the driver is detected to be driving carelessly. The time T2 is, for example, a value where the contact margin time TTC is set to about 3 to 4 [seconds], but can be variably set based on the relative speed, relative position, road shape, etc.

[0089] The attention-calling control includes, for example, at least one of the slow deceleration control performed by the slow deceleration control unit 142A and the centering steering control performed by the centering steering control unit 144A. The slow deceleration control performed by the attention-calling control is a control in the first deceleration state. The slow deceleration control unit 142A sets the target deceleration (first target deceleration) in such a manner that a load (longitudinal G) of a first upper limit deceleration (about 0.1 [G]) is applied to the driver in the traveling direction (longitudinal direction). In the attention-calling control (first deceleration state), the slow deceleration control unit 142A may initially perform the slow deceleration control at a first deceleration level (for example, a longitudinal G of 0.05 [G]), and then perform the deceleration control at a second deceleration level (for example, a longitudinal G of 0.1 [G]) greater than the first deceleration level. By performing control in such a manner that the deceleration level is increased in stages, the load on the driver and other passengers at the start of the slow deceleration control can be reduced, and the passengers can be prevented from being surprised during the slow deceleration control.

[0090] In the attention calling control, the center steering control unit 144A performs center steering control for steering the host vehicle M toward the center of the travel lane (lane L1). The center steering control will be described in detail later (in the second embodiment). Figure 3 In the example of FIG. 1 , the control unit 140 generates a future target trajectory K1 of the host vehicle M corresponding to the slow deceleration and center steering control, and controls the steering and speed of the host vehicle M so as to travel along the target trajectory K1 .

[0091] At time T2, the HMI control unit 150 may also generate an image to the driver indicating the reason for the attention-calling control (slow deceleration, centering steering control), and display the generated image on the display unit 32 to notify the driver (however, there is no sound output). In this way, the approach to the obstacle can be notified to the driver to urge attention, and the occupants can be urged to perform an early avoidance operation.

[0092] Here, when the contact margin time TTC is used for operation judgment, when the relative speed between the host vehicle M and the other vehicle m1 is 0 (zero), the attention calling control may not be performed at the appropriate time. When the other vehicle m1 decelerates or the host vehicle M accelerates, the operation timing may be delayed. Therefore, in the first embodiment, in the control of slow deceleration or center steering control, the position of the other vehicle m1 before or after a specified time is estimated, and the contact margin value is derived for the estimated position, and the operation judgment of the attention calling control such as slow deceleration control and center steering control is performed. Several examples of the operation judgment of the attention calling control are described below. In the following description, the contact margin value is set based on the headway THW.

[0093] [First work judgment]

[0094] Figure 4 1 is a diagram for explaining the first operation determination of the attention calling control. Figure 4 In the example of FIG. 1 , the vehicle M and another vehicle m1 are shown traveling in the lane L1 divided by the road dividing lines LN1 and LN2. Figure 4 As shown, in the derivation of the headway time THW between the present vehicle M and the other vehicle m1, it is assumed that the position of the other vehicle m1 exists at a position after the first specified time, and the contact margin value between the present vehicle M and the other vehicle m1 is derived, and a first judgment is made based on the derived contact margin value whether to perform contact avoidance control (such as attention call control).

[0095] exist Figure 4In the example, the control unit 140 assumes the position of the other vehicle m1 after the first prescribed time based on the speed Vm1 of the other vehicle m1, and calculates the headway THW based on the inter-vehicle distance D1 between the assumed position and the vehicle M and the speed VM of the vehicle M. Furthermore, the control unit 140 determines to perform the attention calling control when the contact margin value obtained based on the calculated inter-vehicle distance THW is less than the threshold value, and determines not to perform the attention calling control when the contact margin value obtained based on the calculated inter-vehicle distance THW is greater than the threshold value. In this way, according to the first judgment, the contact margin value is derived with a margin of the distance of the first prescribed time, so that the attention calling control (slow deceleration control, center steering control) can work with a certain degree of margin. Therefore, the occupants can more reliably identify dangerous situations. Attention calling control can be performed in advance even in a situation where the inter-vehicle distance becomes unexpectedly shorter.

[0096] [Second work judgment]

[0097] Figure 5 : is a diagram for explaining the second operation determination of the attention calling control. In the second operation determination, the inter-vehicle distance D2 and the speed (the speed VM# of the vehicle M) after the second predetermined time are estimated based on the position and speed VM of the vehicle M and the position and speed Vm1 of the other vehicle m1 identified by the identification unit 110, and a contact margin value is derived based on the estimation result, and a second determination is made based on the derived contact margin value whether to execute the contact avoidance control (for example, the attention calling control). That is, the control unit 140 calculates the headway time THW based on the inter-vehicle distance D2 after the second predetermined time and the speed VM# of the vehicle M. Moreover, the control unit 140 determines to execute the attention calling control when the contact margin value obtained based on the calculated headway time THW is less than the threshold value, and determines not to execute the attention calling control when the contact margin value obtained based on the calculated headway time THW is greater than the threshold value. According to the second operation determination, for example, even when the other vehicle m1 decelerates suddenly, the possibility of delay in vehicle control and notification can be reduced.

[0098] Here, the second predetermined time is, for example, about 1 second, but is not limited thereto. The first predetermined time is, for example, a time shorter than the second predetermined time (for example, about 0.5 seconds). Thus, it is possible to prevent the position of only the other vehicle m1 from greatly deviating from the actual position, thereby enabling a more appropriate operation determination.

[0099] return Figure 2When the contact margin time TTC (contact margin value) becomes less than the prescribed value (predetermined time) at time T3 when the driver does not call attention to the surroundings even when the above-mentioned attention call control is performed (override control), and the contact attention warning control ((2) in the figure) is performed when it is detected that the driver is driving carelessly. Time T3 is, for example, the time when the contact margin time TTC becomes about 2 [seconds].

[0100] Figure 6 FIG. 2 is a diagram for explaining the content of the contact warning alarm control. Figure 6 In the figure, it is shown that Figure 3 From the situation shown, the contact margin time TTC becomes 2 [seconds] in the absence of the driver's accelerator operation. In the contact warning alarm control stage, the slow deceleration control unit 142A sets the target deceleration (second target deceleration) and performs the slow deceleration control corresponding to the set second target deceleration. It is also possible to generate a target trajectory K2 for performing the slow deceleration control, and control the host vehicle M in such a way that it travels along the generated target trajectory K2. The slow deceleration control performed in the contact warning alarm control is the control in the second deceleration state. In the second deceleration state, the slow deceleration control unit 142A sets the target deceleration (second target deceleration) in such a way that a load (longitudinal G) less than the second upper limit deceleration (about 0.2 [G]) and greater than the first upper limit deceleration is applied to the driver in the travel direction (longitudinal direction). As a result, the driver can be more clearly aware that the host vehicle M is approaching the other vehicle m1. In this way, the deceleration control is performed while increasing the deceleration as needed, so that more time can be created for the other vehicle m1 to be aware of, and the driver can have a margin to drive to avoid contact with the other vehicle m1.

[0101] Here, the slow deceleration control unit 142A may also adjust the above-mentioned target deceleration and the position where deceleration is completed based on the target deceleration (for example, the target stop position of the vehicle M) based on whether the accelerator operation performed by the driver of the vehicle M is detected, based on the detection result of the AP sensor 84A when performing deceleration based on the attention calling control and the contact attention alarm control. Figure 7This is a diagram for explaining the adjustment of the target position according to the presence or absence of the accelerator operation. For example, when the accelerator operation of the driver is detected, the slow deceleration control unit 142A sets a position (first target position P1) that slightly overlaps with the main area when the other vehicle m1 is viewed from above (for example, several tens of cm from the rear end to the front), and sets a first target deceleration that completes deceleration before the vehicle M reaches the first target position P1. The first target position P1 is set to the rear of the other vehicle m1 in the front-rear direction. When the accelerator operation of the driver is not detected, the target position (second target position P2) is set to the rear of the first target position P1 (in other words, to the side of the vehicle M or to the front side when viewed from the vehicle M), and sets a second target deceleration that completes deceleration before the vehicle M reaches the second target position P2. The slow deceleration control unit 142A decelerates based on the above-mentioned target deceleration, thereby suppressing excessive deceleration while maximizing the driver's involvement in the deceleration operation.

[0102] During the contact warning control, the centering steering control performed by the centering steering control unit 144A as described above may be performed in addition to (or instead of) the slow deceleration control. During the contact warning control, the HMI control unit 150 may also perform control (alarm escalation control) of highlighting the image of the attention-calling information displayed on the display unit 32 and outputting an alarm from the speaker 34. This can notify the driver that the possibility of contact is high despite deceleration, and further clearly urge the driver to call attention and avoid contact.

[0103] return Figure 2 After the contact warning control is executed, at time T4 when it is determined that the vehicle can be automatically avoided within the driving lane, the steering control unit 144 executes the automatic steering avoidance control ( Figure 2 (3)) shown. Figure 8 FIG. 2 is a diagram for explaining the content of the automatic steering avoidance control. Figure 8 In the example, for example, it is control in the case where the driver does not perform accelerator operation after the execution of the contact attention alarm control. In this case, the contact avoidance steering control unit 144B generates a target trajectory K3 for traveling in the avoidance space based on the area of ​​the driving lane and the position of the other vehicle m1, when there is an avoidance space in the driving lane, and performs steering control (speed control is performed as needed) in a manner such that the vehicle M travels along the generated target trajectory K3. The contact avoidance steering control unit 144B may also perform acceleration and deceleration control in addition to steering control. During the automatic steering avoidance control, the HMI control unit 150 may also continue to perform the above-mentioned alarm escalation control. Thus, in a case where steering avoidance can be performed with high safety control, automatic steering control is performed, thereby enabling more appropriate vehicle control.

[0104] At this timing, the contact avoiding braking control unit 142B may execute the CMBS control in parallel. When the CMBS control is executed, the above-mentioned automatic steering avoiding control and the contact avoiding steering control described later may not be executed.

[0105] return Figure 2 At time T5 when the driver operates the steering wheel 82 (driver steering trigger is detected) and performs a steering operation in a direction to avoid the other vehicle m1, the avoiding contact steering control unit 144B performs the avoiding contact steering control ( Figure 2 (4)). The contact avoidance steering control may be executed after the automatic steering avoidance control or after the contact attention warning control.

[0106] Fig. 9 is a diagram for explaining the steering control after the driver's steering trigger. Fig. 9 In the example, when there is no space for the vehicle M to avoid contact with the other vehicle m1 on the lane L1 and a driver steering trigger (a steering amount above a threshold value performed by the driver on the steering wheel 82) is detected, the contact avoidance steering control unit 144B performs steering control of the vehicle M in a manner that allows the vehicle M to move from the lane L1 to the adjacent lane L2 and avoids further departure from the adjacent lane L2. For example, a target trajectory K4 for lane change to the lane L2 is generated, and steering assistance is performed in a manner that the position of the vehicle M approaches the target trajectory K4 due to the steering operation performed by the driver. During the contact avoidance steering control, the HMI control unit 150 may also continue to perform the above-mentioned alarm escalation control. As a result, more appropriate vehicle control can be achieved after emergency avoidance steering is performed through the driver's steering operation.

[0107] The control unit 140 Figure 2 When the contact margin time TTC immediately after the attention calling control shown in (1) is close to the limit value and the driver performs a steering operation, Figure 2 The control of (4) similarly performs the avoidance steering control (driver steering support control) in a manner to avoid further crossing the adjacent lane ( Figure 2 (5)). In this case, the HMI control unit 150 may perform notification control such as notification and alarm to indicate that the steering assist is in operation.

[0108] In each of the above-mentioned operation periods of attention calling, contact warning alarm, automatic steering avoidance, and contact avoidance steering, conditions related to the speed of the host vehicle M may be added to the determination conditions for performing the operations. Fig.10This is a diagram for explaining the speed condition of the host vehicle M for starting control at each operation period. For example, in the contact avoidance steering control in the automatic steering avoidance and contact avoidance steering (steering support), the speed VM of the host vehicle M is 40 [km / h] or more as one of the operation start conditions. This control is a control after attention is called, so as long as the contact margin time TTC is about 2 [seconds], it is possible to fully avoid contact by the driver's brake operation. Regarding the center steering control in the attention call and contact warning, the control is performed in a manner that is executed when the speed VM of the host vehicle M is 30 [km / h] or more. Regarding the slow deceleration control in the attention call and contact warning, the control is performed in a manner that is executed when the speed VM of the host vehicle M is 30 [km / h] or more when there is an accelerator operation (AP operation). This speed is lower than the steering avoidance limit speed and is in a range where there is a performance margin for the CMBS control, so by setting this condition, more appropriate driving control can be achieved. In the absence of AP operation, the control is performed in a manner that is executed when the speed VM of the host vehicle M is 5 [km / h] or more. That is, when the driver's AP operation is not detected, a lower speed is set than when the AP operation is detected. Thus, by relaxing the start condition of the slow deceleration control in the absence of AP operation, the slow deceleration control can be performed in various situations including careless driving in congestion, and the contact between the host vehicle M and the other vehicle m1 can be avoided more safely.

[0109] [About Override Control]

[0110] The above-mentioned attention call or slow deceleration control during the contact warning may be stopped by a predetermined operation performed by the driver during the slow deceleration control. Fig.11 FIG. 2 is a diagram showing an example of the content of the override control for the slow deceleration control. Fig.11 In the example, it is shown as Figure 3 As shown in FIG. 1 and FIG. 2 , when the host vehicle M and another vehicle m1 as its preceding vehicle are present in the lane L1, the respective states of the host vehicle M, the driver, and the vehicle control system as time passes. Fig.11 In the example, time T11 is the earliest, and time T12, T13, T14, and T15 are later in sequence.

[0111] Fig.11 The period from time T11 to T12 shown is a state where the driver is determined to be in a careless state. During this period, the driver operates the accelerator, and the vehicle M travels at a constant speed (vertical G is 0 (zero)). No information is output to the HMI 30, and no deceleration control is performed.

[0112] After time T12, the control unit 140 satisfies the execution conditions of the slow deceleration control, and thus performs the slow deceleration control. In this case, a longitudinal G during slow deceleration occurs in the vehicle M. At this stage, a notification of the operation reason is output to the HMI 30 (only image display). Fig.11 In the example of FIG. 1 , the driver physically feels the longitudinal G due to the slow deceleration and recognizes the content of the notification output by the HMI 30 , thereby recognizing the front of the host vehicle M and determining the next action (driving operation).

[0113] At time T13, the driver performs accelerator operation to accelerate the host vehicle M during the execution of the slow deceleration control. At this point in time, the accelerator operation exceeding the prescribed amount is not performed, so the slow deceleration control is continued, and the operation reason notification performed by HMI30 is also continuously output. Moreover, at time T14 when the accelerator operation exceeds the prescribed amount, the slow deceleration control unit 142A terminates the slow deceleration control. Thereafter, the host vehicle M accelerates according to the accelerator opening based on the manual driving of the driver, so longitudinal G occurs with acceleration. Thus, the override control for the slow deceleration is performed. Fig.11 In the example of , the accelerator operation after time T14 is made constant, so the vehicle M accelerates after the override until the speed corresponds to the accelerator operation, and the speed VM becomes a constant speed at the time point (time T15) when the speed VM becomes a speed corresponding to the accelerator opening. After the override control is executed, the HMI 30 also ends the notification of attention call, alarm, etc., and the slow deceleration control is not executed until the execution condition of the next slow deceleration is satisfied.

[0114] The brake control unit 142 stops the slow deceleration control when the driving state detection unit 120 detects an accelerator operation of a predetermined value or more, but the predetermined value may be changed according to the accelerator operation speed of the accelerator operation.

[0115] Fig.12 : is a diagram showing the relationship between the opening degree and the rate of change of the accelerator pedal 84 in the override determination. Fig.12 The example shows the AP opening and the AP opening change rate in two modes. In each mode, the horizontal axis represents time, and the vertical axis represents the AP opening and the AP opening change rate. For example, in mode 1, when the prescribed opening △OP (for example, about 3 to 5 [%]) is opened using a time △T1 of about 3 to 4 [seconds], it can be considered that there may be no intention to terminate the slow deceleration control being implemented at this time. In contrast, when the prescribed opening △OP is opened for a time △T2 (for example, a short time of about 1 [second]) as shown in mode 2, this is considered to be a response to the slow deceleration control. Based on the above considerations, the change rate when the prescribed opening is opened during the prescribed time is used as a reference to determine whether to perform override control for the slow deceleration control.

[0116] For example, the brake control unit 142 determines that the override control is to be performed when the AP opening change rate is greater than a predetermined value as in mode 2 (for example, the override determination is performed based on whether there is an operation of 3 to 5 [%] of the AP operation amount in 0.5 to 1 [second]). The brake control unit 142 may perform the override control when the AP operation amount increases by 10 to 20 [%] or more, based on the AP opening at the start of the control, rather than the AP opening change rate. The brake control unit 142 may also change the threshold for determining whether the override control is to be performed according to the deceleration of the slow deceleration. In this case, the threshold for determining whether the override control is to be performed is lowered as the deceleration is smaller (or the threshold is larger as the deceleration is larger). The brake control unit 142 may also determine whether the override control is to be performed based on whether the AP opening change rate or the AP opening that generates the acceleration required to eliminate the deceleration based on the slow deceleration is generated.

[0117] The brake control unit 142 may also set the prescribed value to be small when the speed of the driver's accelerator operation is above the prescribed speed, and may set the prescribed value to be large when the speed of the accelerator operation is below the prescribed speed. In this way, the intention of the driver is determined based on the accelerator operation speed of the driver, thereby making it possible to make a more appropriate overriding judgment in slow deceleration. Overriding judgment is made when the AP opening change rate is above the prescribed value (3 to 5%), thereby making it possible to make overriding judgment in a short time, and to cope with people who perform AP operation quickly. Based on the AP opening at the start of control, overriding judgment is made when the AP operation amount increases by 10 to 20% or more (10 to 20%), thereby making it possible to make overriding judgment even when it cannot be made by a short AP operation. In this way, it is possible to cope with people who perform AP operation slowly. The overriding judgment threshold is changed according to the deceleration of the slow deceleration (e.g., the target deceleration) (e.g., if the deceleration is small, the overriding judgment threshold is lowered, and if the deceleration is large, the overriding judgment threshold is increased). Thus, the judgment threshold is changed according to the deceleration, thereby being able to match the driver's driving feel.

[0118] [First embodiment: process flow]

[0119] Fig.13 FIG. 1 is a flowchart showing an example of processing executed by the driving support device 100 in the first embodiment. Fig.13 In the example of FIG. 1 , among the processes executed by the driving support device 100 , the processes related to the gradual deceleration control in particular will be described.

[0120] exist Fig.13In the example, the recognition unit 110 recognizes the surrounding conditions of the vehicle M (step S100). Next, the driving state detection unit 120 detects the driving state of the occupant (driver) of the vehicle M (step S110). The driving state detection unit 120 determines whether the driver's driving state is careless driving (step S120). If it is determined to be careless driving, the contact possibility determination unit 130 determines whether there is another vehicle m1 (an example of an obstacle) in front of the vehicle M (step S130). If it is determined that there is another vehicle m1 in front, the contact margin value between the vehicle M and the other vehicle m1 is derived (step S140). Details of the processing of step S140 will be described later.

[0121] Next, the slow deceleration control unit 142A determines whether the contact margin value satisfies the working conditions of the slow deceleration control (in other words, the execution conditions of the attention calling control) (step S150). If it is determined that the working conditions are met, the target deceleration is derived based on the detection result of the driver's throttle operation detected by the driving state detection unit 120 (step S160). Next, the slow deceleration control unit 142A performs the slow deceleration control corresponding to the derived target deceleration (step S170). Thus, the processing of this flowchart ends. If it is determined that it is not careless driving in the processing of step S120, if it is determined that there is no other vehicle ahead in the processing of step S130, and if it is determined that the contact margin value does not meet the working conditions of the slow deceleration control in the processing of step S150, the processing of this flowchart ends.

[0122] Fig.14 This is a flowchart showing an example of the contact margin value derivation process. Fig.14 The processing shown in FIG. 1 shows the details of the processing of step S140. Fig.14In the process, the contact possibility determination unit 130 calculates the contact margin value (first margin value) between the host vehicle M and the other vehicle m1, with the position of the other vehicle m1 set to the position after the first predetermined time (step S141). Next, the contact possibility determination unit 130 performs a first contact determination on whether the host vehicle M and the other vehicle m1 are in contact based on the first margin value (step S142). Next, the contact possibility determination unit 130 estimates the inter-vehicle distance and relative speed between the host vehicle M and the other vehicle m1 after the second predetermined time (step S143), and calculates the contact margin value (second margin value) between the host vehicle M and the other vehicle m1 based on the estimation result (step S144), and performs a second contact determination on whether the host vehicle M and the other vehicle m1 are in contact based on the calculated second margin value (step S145). The contact margin value derivation process may also perform only one of the processes of steps S141 to S142 (first process) and the processes of steps S143 to S145 (second process). When both the first process and the second process are performed, the first predetermined time may be set to a time shorter than the second predetermined time.

[0123] Fig.15 FIG. 1 is a flowchart showing an example of an override control process for a slow deceleration control. Fig.15 In the example of , the recognition unit 110 recognizes the surrounding conditions of the vehicle M (step S200). Next, the driving state detection unit 120 detects the driving state of the driver (step S210). Next, the slow deceleration control unit 142A determines whether an accelerator operation exceeding a prescribed amount is received during the slow deceleration (step S220). If it is determined that an accelerator operation exceeding a prescribed value is received, the slow deceleration control is terminated (step S230). Thus, the processing of this flowchart ends. If it is determined in the processing of step S220 that an accelerator operation exceeding a prescribed value is not received during the slow deceleration control, the processing of this flowchart ends. The prescribed amount in the processing of step S220 can be adjusted according to, for example, the accelerator operation speed of the driver.

[0124] As described above, according to the first embodiment, it is possible to perform more appropriate vehicle control on the occupants according to the surrounding conditions of the vehicle. For example, according to the first embodiment, in the attention-calling control, the target deceleration is changed according to whether the driver's throttle operation is detected, and a slow deceleration control corresponding to the changed target deceleration is performed, thereby being able to convey the approach to an obstacle to the occupants, and urging the occupants to call attention and decelerate. According to the first embodiment, in the contact attention alarm control, the deceleration degree is further increased, thereby enabling the occupants to recognize that the possibility of contact with an obstacle is high despite deceleration, thereby urging the occupants to decelerate. According to the first embodiment, a slow deceleration control is performed when the driver is driving carelessly, thereby being able to suppress unnecessary attention-calling and achieving more appropriate vehicle control of the driver.

[0125] According to the first embodiment, for example, in the slow deceleration control that operates before the CMBS control operates, the override threshold value is changed according to the operation speed of the accelerator pedal 84, thereby making it possible to determine the intention of the occupant according to the AP operation speed of the driver and make a more appropriate override determination. According to the first embodiment, the override determination is made according to the opening change rate of the accelerator pedal, thereby making it possible to make a determination in a short time, and it is possible to cope with a driver who quickly performs AP operation. According to the first embodiment, the override control is performed when the subsequent operation amount increases by a predetermined amount or more based on the opening of the accelerator pedal 84 at the start of the slow deceleration control, thereby making it possible to cope with a driver who slowly performs AP operation. According to the first embodiment, the determination threshold value is changed according to the deceleration, so that it is possible to make an override determination that matches the driving feeling of the driver.

[0126] According to the first embodiment, in the headway time between the present vehicle and the preceding vehicle, the position of the preceding vehicle is modified to a position after the first prescribed time to derive the contact margin time, thereby enabling slow deceleration or centering to work with margin even when the preceding vehicle decelerates suddenly when the relative speed is the same and the vehicle-to-vehicle distance is short. The occupants can recognize dangerous situations early. The vehicle-to-vehicle distance and relative speed between the present vehicle and the preceding vehicle after the second prescribed time are estimated, and the contact margin time is calculated based on the estimation result, thereby reducing the possibility of vehicle control and notification delays when the preceding vehicle decelerates suddenly. In this way, the deceleration of the preceding vehicle in a state of short vehicle-to-vehicle distance and the sudden deceleration of the preceding vehicle in a state of short vehicle-to-vehicle distance can be dealt with.

[0127] (Second embodiment)

[0128] In the first embodiment described above, the deceleration control for avoiding contact with an object is mainly described, but in the second embodiment, the steering control of the vehicle M is mainly described. The second embodiment can be applied to the same structure as the vehicle M described in the first embodiment. Therefore, the following assumes that Figure 1 The functional structure of the vehicle M is shown, and its specific description is omitted.

[0129] In the second embodiment, the centering steering control unit 144A performs centering steering control for steering the host vehicle M toward the center of the driving lane when the recognition unit 110 determines that there is an obstacle (for example, another vehicle m1) in front of the host vehicle M. In the following, several embodiments related to the centering steering control are divided and described.

[0130] (First embodiment)

[0131] Fig.16 1 is a diagram showing a first example of centering steering control in the second embodiment. Fig.16 In the example shown, the host vehicle M and another vehicle m1 as a leading vehicle are traveling in the lane L1 divided by the road dividing lines LN1 and LN2. For example, when approaching a front obstacle, the centering steering control unit 144A generates a target track K5 for being located in the center of the lane CL1, and performs steering control so that the host vehicle M travels along the generated target track K5.

[0132] In this way, the host vehicle M is turned toward the center of the lane CL1, so that when the driver is not aware of the obstacle ahead, the obstacle ahead can be detected by the change in the lateral (width direction of the driving lane) behavior of the host vehicle M, which can help avoid the obstacle ahead. The steering control in the attention call control is a behavior for urging the driver to monitor the surroundings, and therefore is different from the steering control of the host vehicle M for avoiding other vehicles m1. However, in the steering control in the first embodiment, the steering is turned in the direction away from other vehicles m1, so the driver can easily perform the subsequent avoidance driving.

[0133] (Second embodiment)

[0134] Fig.17 2 is a diagram showing a second example of the centering steering control in the second embodiment. Fig.17In the example, a situation is schematically shown in which another vehicle m1 exists near the center CL1 of the lane, or exists on the opposite side of the vehicle M across the center CL1 of the lane (in the same lane on the outside of the center CL of the lane) when viewed from the vehicle M. In this case, the center steering control unit 144A does not perform steering control to move the vehicle M toward the center CL of the lane. In this case, the control unit 140 may generate a target trajectory K6 for traveling along the dividing line LN2 of the road dividing lines LN1 and LN2 that is closer to the vehicle M, and control the vehicle to travel along the generated target trajectory K6. In this case, the control unit 140 may perform LKAS control to prevent the vehicle M from leaving the driving lane. In the second embodiment, the control unit 140 may also perform deceleration control (e.g., slow deceleration control) of the vehicle M without performing steering control to move the vehicle M toward the center of the driving lane.

[0135] (Third embodiment)

[0136] Fig.18 2 is a diagram showing a third embodiment of the centering steering control in the second embodiment. Fig.18 As shown, in the third embodiment, no matter where the other vehicle m1 is located on the lane L1 (near the center of the lane, near each road dividing line dividing the lane L1), when the host vehicle M is within the lane center error range, the centering steering control unit 144A generates a target trajectory K7 for moving the host vehicle M toward the center of the lane CL1, and performs steering control in a manner such that the host vehicle M travels on the generated target trajectory K7. In this way, the driver can be aware of the presence of the preceding vehicle through the lateral movement of the host vehicle M.

[0137] (Fourth embodiment)

[0138] Fig.19 2 is a diagram showing a fourth embodiment of the centering steering control in the second embodiment. In the fourth embodiment, when another vehicle m1 is within a predetermined range (error range) relative to the host vehicle M in the width direction of the travel lane, a steering control is performed to move the host vehicle M toward the center of the travel lane. Fig.19 As shown, in the fourth embodiment, when the lateral position of the vehicle M is close to that of another vehicle m1 (when the relative relationship cannot be determined), the centered steering control unit 144A generates a target trajectory K8 in such a way that the vehicle M moves toward the center of the lane CL1, and controls the steering of the vehicle M in such a way that the vehicle M travels along the generated target trajectory K8.

[0139] In the fourth embodiment, the host vehicle M is positioned at the center of the lane CL1, and as a result, the vehicle is steered in the direction approaching the other vehicle m1. However, the purpose of the steering control in the attention call is to make the driver aware, which is different from the steering control for avoiding contact with the other vehicle m1. By performing this control, the host vehicle M is positioned at the center of the lane L1 at the time when the driver is aware of the other vehicle. Therefore, in the subsequent manual driving, the vehicle can not only decelerate, but also easily perform the steering operation by selecting either the left or right direction.

[0140] [Center determination]

[0141] Here, the positional relationship in the lateral direction (the width direction of the driving lane) between the host vehicle M and an object (another vehicle, the center of the lane) for determining whether to execute the center steering control will be described. Fig. 20 2 is a diagram for explaining considerations based on the lateral position between the object and the host vehicle M. Fig. 20 In the example, the relationship between the rear end projection surface of other objects such as vehicles and the lateral position on the road between the position of the vehicle M is shown. Regarding the lane center error range, for example, the distance W1 of the lateral position between the center (center) CM of the vehicle M and the center CL1 of the lane is set to be between about 0.3 and 0.5 [m] to the left and right from the center CL1 of the lane. This is because it is considered that when the distance W1 is about 0.5 [m], in a general lane, the vehicle M exists in the vicinity of the approximate center CL1 of the lane. However, in the case of 0.5 [m], it is also possible that the vehicle M is close to either side of the road dividing line. Therefore, when the distance W1 is within about 0.3 [m], it is determined that the vehicle M exists within the lane center error range.

[0142] When the distance W2 is within the error range of 0.2 to 0.3 [m] between the center CM of the host vehicle M and the center Cm1 of the object, it is determined that the lateral position of the host vehicle M and the object is close, and the host vehicle M is turned toward the center CL1 of the lane. Here, the steering control sometimes causes the host vehicle M to sway within the range of ±0.2 [m], and the accuracy of external recognition also has errors. Therefore, it is considered that there is an area that cannot be used for judgment when the lateral offset between the host vehicle M and the object is about 0.2 [m], and the distance W2 is set to a lower limit of 0.2 [m]. When this value is increased, the object is obviously located in the range overlapping with the host vehicle M in terms of lateral position and does not need to be centered. Therefore, about 0.3 [m] is set as the upper limit, and the distance W2 for determining whether the lateral position is close is set, thereby enabling a more appropriate judgment.

[0143] [About the override control for the center steering control]

[0144] Regarding the above-mentioned center steering control, when a predetermined condition is satisfied by the driver's steering operation during execution, the center steering control may be stopped and switched to manual driving by the driver. The content of the override control for the center steering control will be described in detail below. Fig.21 FIG. 2 is a diagram for explaining the conditions for executing the override control in the center steering control. Fig.21 In the example of FIG. 1 , the relationship between the steering angle of the vehicle M and the torque characteristics of the steering wheel 82 is shown, with the horizontal axis representing the steering angle of the vehicle M and the vertical axis representing the torque amount (steering torque) of the steering wheel 82. Fig.21 In the example of FIG. 1 , a determination threshold TH1 for determining whether the vehicle is driving carelessly, a determination threshold TH2 (an example of a first threshold) for overriding steering in the center steering control, and a determination threshold TH3 (an example of a second threshold) for overriding steering in the center steering control. The forward direction refers to a case where the direction of the torque amount (steering torque) of the steering wheel 82 and the rotation direction of the steering wheel 82 are in the same direction, for example. The reverse direction refers to a case where the direction of the torque amount (steering torque) of the steering wheel 82 and the rotation direction of the steering wheel 82 are in the opposite direction, for example.

[0145] The threshold value TH1 for determining whether or not the vehicle is careless driving is set to a steering torque that is smaller than the steering angle at which the direction of the vehicle M changes. Thus, careless driving can be determined before the direction of the vehicle M changes.

[0146] In addition, during the center steering control, the center steering control unit 144A performs an override control to terminate the center steering control when the steering torque (steering amount) of the driver is greater than or equal to a threshold value. In the determination for executing the override control (hereinafter referred to as the override determination), the center steering control unit 144A changes the threshold value according to whether the steering direction of the driver is forward or reverse relative to the steering performed by the center steering control. In this way, the override determination is performed in consideration of the driver's intention according to the steering direction of the driver's steering wheel 82, thereby making it possible to perform a more appropriate override determination in the center steering control.

[0147] For example, the determination threshold TH2 in the forward direction is set to a smaller determination threshold than the determination threshold TH3 in the reverse direction. Thus, the intention of the driver who is contrary to the centering steering control can be considered, and a more appropriate override determination can be made in the centering. The determination threshold TH3 in the reverse direction is larger than the determination threshold TH2, so that the intention of the driver who is not contrary to the steering control or the state in which the driver is steering due to the steering drag performed by the centering steering control can be considered, and a more appropriate override can be achieved.

[0148] The overriding judgment for the center steering is applicable, for example, to the section from the start of the center steering control by the attention calling control to the contact warning alarm control. The judgment threshold TH3 in the reverse steering may also be equivalent to the judgment threshold for overriding the LKAS control (an example of the third threshold), for example. The judgment threshold TH2 in the forward steering may also be equivalent to the judgment threshold for overriding the automatic steering avoidance control and the contact avoidance steering control (an example of the fourth threshold), for example. For example, when the control unit 140 stops the LKAS control when the steering torque amount (steering amount) of the driver in the LKAS control is greater than the third threshold, the judgment threshold TH3 (the second threshold) is set to a value closer to the third threshold than the judgment threshold TH2 (the first threshold). In this way, the judgment threshold is set to a value close to the judgment threshold for overriding other driving assistance (existing driving control) (a value equivalent to the judgment threshold for overriding other driving assistance (existing driving control)), so that the driver can easily grasp the operation amount required for overriding.

[0149] [Second embodiment: process flow]

[0150] Fig. 22 : is a flowchart showing an example of the processing executed by the driving support device 100 in the second embodiment. Fig. 22 In the example of FIG. 1 , among the processes executed by the driving support device 100 , the processes related to the center steering control in particular will be described. Fig. 22 The processing of steps S300 to S340 shown in FIG. Fig.13 The processing of steps S100 to S140 shown in the figure is the same processing, so the description here is omitted.

[0151] exist Fig. 22 In the example of , after calculating the contact margin value, the center steering control unit 144A determines whether the contact margin value satisfies the operation condition of the center steering control (step S350). If it is determined that the operation condition is satisfied, it is determined whether the other vehicle m1 is located on the center side of the driving lane of the host vehicle M or on the opposite side of the center of the lane (in the same lane) based on the positional relationship between the other vehicle m1 and the host vehicle M identified by the identification unit 110 (step S360). If it is determined that the other vehicle m1 is not located on the center side of the driving lane or on the opposite side of the center of the lane, the center steering control unit 144A performs center steering control to turn the host vehicle M toward the center of the driving lane (step S370). In the process of step S360, if it is determined that the other vehicle m1 is located on the center side of the driving lane of the host vehicle M or on the opposite side, the center steering control unit 144A causes the host vehicle M to travel along the dividing line on the side closer to the host vehicle M (in other words, does not turn toward the center) (step S380). Thus, the process of this flowchart ends.

[0152] If it is determined in the processing of step S320 that the driving is not careless, if it is determined in the processing of step S330 that there are no other vehicles ahead, and if it is determined in the processing of step S350 that the contact margin value does not meet the working conditions of the center steering control, the processing of this flowchart ends.

[0153] Fig.23 FIG. 2 is a flowchart showing an example of an override control process in center steering control. Fig.23 In the example, the recognition unit 110 recognizes the surrounding conditions of the vehicle M (step S400). Next, the driving state detection unit 120 detects the driving state of the driver (step S410). Next, the center steering control unit 144A determines whether the steering amount (steering torque amount) of the steering wheel 82 by the driver during the center steering control is greater than the threshold value (step S420). If it is determined that the steering amount is greater than the threshold value, the center steering control unit 144A terminates the center steering control (step S430). If it is determined that the steering amount is not greater than the threshold value during the processing of step S420, the processing of this flowchart ends.

[0154] As described above, according to the second embodiment, it is possible to perform more appropriate vehicle control for the occupants according to the surrounding conditions of the vehicle. For example, according to the second embodiment, when approaching a front obstacle, the vehicle turns toward the center of the lane, thereby enabling the occupants to perceive the front obstacle when they are not aware of the front obstacle, which can help avoid the front obstacle. When the vehicle M is within the lane center error range, the vehicle turns toward the lane center, thereby providing support by turning toward the lane center even if other vehicles are near the lane center, thereby increasing the possibility of detecting the obstacle according to the vehicle behavior when the occupants are not aware of the obstacle. When there is an obstacle on the road dividing line side relative to the vehicle M, the vehicle turns toward the lane center, thereby enabling support for avoiding the obstacle. When the lateral position of the vehicle and the obstacle is close (the relative relationship cannot be determined), the vehicle turns toward the lane center, thereby enabling support for avoiding the obstacle. According to the second embodiment, when an obstacle is present on the lane center side relative to the host vehicle M, or when an obstacle is present on the opposite dividing line side across the lane center, steering is performed along the dividing line on the side closer to the host vehicle M (centering steering is not performed), thereby enabling more appropriate steering assistance according to the situation. Even when there is a clear distance from the obstacle, deceleration is performed, thereby enabling the possibility of the occupant not noticing the obstacle to be increased according to the vehicle behavior when the occupant is not aware of the obstacle. Centering steering control is performed when it is determined that the driver is driving carelessly, thereby performing attention-calling control only for the driver who is driving carelessly, thereby enabling unnecessary control to be suppressed.

[0155] According to the second embodiment, in the override control for the centering steering control, the steering override judgment is performed after considering the intention of the occupant according to the steering operation direction of the driver, thereby enabling a more appropriate override judgment to be performed in the centering. According to the second embodiment, a first threshold value set for the forward direction and a second threshold value set for the reverse direction are set, and the second threshold value is set to a higher value than the first threshold value, thereby enabling the intention of the occupant to be opposite to the steering control, thereby enabling a more appropriate override judgment to be performed in the centering. According to the second embodiment, the intention of the occupant to be opposite to the steering control can be considered, and the override threshold value is further set to be equivalent to the driving support in the normal state, thereby enabling the occupant to easily grasp the operation amount required for the override.

[0156] [Variation example]

[0157] The first and second embodiments may each be combined with at least a portion of the other embodiments. For example, the centering steering control may be combined with the execution of the slow deceleration control for attention-awakening. It is also possible to select and execute one of the slow deceleration control and the centering steering control according to the road conditions, the positions and number of surrounding vehicles, etc. For example, it is also possible to perform the slow deceleration control and the centering steering control when it is determined that the driver is driving carelessly, and to perform either the slow deceleration control or the centering steering control when it is determined that the driver is not driving carelessly. It is also possible to perform the slow deceleration control when the centering steering control is not performed (for example, when driving along the road dividing line) and when the vehicle M performs the centering steering control and moves in the direction close to the other vehicle m1. In this way, appropriate vehicle control can be performed according to the driver's state.

[0158] In the above-mentioned embodiment, it is also possible to perform slow deceleration control and center steering control without determining whether the driver is driving carelessly. The numerical values ​​shown in the above-mentioned embodiment are only examples, and can be appropriately adjusted according to the road conditions (shape, number of lanes, road type), the driving conditions of the driver (degree of carelessness), the vehicle conditions (speed, vehicle type, shape, number of passengers), etc.

[0159] The above-described embodiment can be expressed as follows.

[0160] A control device for a vehicle, wherein:

[0161] The vehicle control device comprises:

[0162] a storage medium that stores computer-readable instructions; and

[0163] a processor connected to the storage medium,

[0164] The processor executes the computer-readable instructions to:

[0165] Identify the surrounding conditions of the vehicle;

[0166] When it is determined based on the recognition result that there is an obstacle in front of the host vehicle, controlling one or both of steering and acceleration / deceleration of the host vehicle; and

[0167] When it is determined that there is an obstacle in front of the host vehicle, at least steering control is performed to move the host vehicle to the center of the driving lane.

[0168] As mentioned above, although the specific embodiment of the present invention was described using the embodiment, the present invention is not limited to such embodiment at all, and various modifications and substitutions can be added within the scope not departing from the gist of the present invention.

Claims

1. A vehicle control device, wherein: The vehicle control device comprises: an identification unit that identifies the surrounding conditions of the host vehicle; and a control unit that controls one or both of steering and acceleration / deceleration of the host vehicle when it is determined based on the recognition result of the recognition unit that an obstacle is present in front of the host vehicle, The control unit performs at least a steering control for moving the host vehicle to the center of a driving lane when the recognition unit determines that an obstacle is present in front of the host vehicle.

2. The vehicle control device according to claim 1, wherein: The control unit performs steering control to move the host vehicle to the center of the driving lane when the host vehicle is traveling within a predetermined range in the center of the driving lane.

3. The vehicle control device according to claim 1, wherein: The control unit performs steering control to move the host vehicle toward the center of the traveling lane when the obstacle is located on a side of a dividing line that divides the traveling lane relative to the host vehicle.

4. The vehicle control device according to claim 1, wherein: The control unit performs steering control to move the host vehicle toward the center of the traveling lane when the obstacle is present within a predetermined range relative to the host vehicle in the width direction of the traveling lane.

5. The vehicle control device according to claim 1, wherein: The control unit does not perform steering control to move the host vehicle to the center of the driving lane when the obstacle is present in the center of the driving lane or in the driving lane outside the center when viewed from the host vehicle.

6. The vehicle control device according to claim 5, wherein: The control unit performs deceleration control of the host vehicle without performing steering control for moving the host vehicle to the center of the driving lane.

7. The vehicle control device according to claim 1, wherein: The vehicle control device further includes a driving state detection unit for detecting a driving state of a passenger of the host vehicle. The control unit controls one or both of steering and acceleration / deceleration of the host vehicle when the driving state detection unit detects inattentive driving of the occupant.

8. A vehicle control method, wherein: The vehicle control method enables the computer to perform the following processing: Identify the surrounding conditions of the vehicle; When it is determined based on the recognition result that there is an obstacle in front of the host vehicle, controlling one or both of steering and acceleration / deceleration of the host vehicle; and When it is determined that there is an obstacle in front of the host vehicle, at least steering control is performed to move the host vehicle to the center of the driving lane.

9. A storage medium storing a program, wherein: The program causes the computer to perform the following processing: Identify the surrounding conditions of the vehicle; When it is determined based on the recognition result that there is an obstacle in front of the host vehicle, controlling one or both of steering and acceleration / deceleration of the host vehicle; and When it is determined that there is an obstacle in front of the host vehicle, at least steering control is performed to move the host vehicle to the center of the driving lane.

Images