Vehicle control device, vehicle control method, and storage medium

Abstract

A vehicle control device, a vehicle control method, and a storage medium capable of performing more appropriate override determination on the basis of the control content of a vehicle being executed. This vehicle control device is provided with: a recognition unit that recognizes the surroundings of a vehicle; a vehicle control unit that executes vehicle control for controlling at least one of acceleration and deceleration and steering of the vehicle when there is a possibility that the vehicle is in contact with the obstacle; and a driving state detection unit that detects a driving state of an occupant of the vehicle, the vehicle control including an alarm control for notifying the occupant when the vehicle approaches the obstacle, and an avoidance control for avoiding contact with the obstacle when the vehicle is closer to the obstacle than the alarm control. In the alarm control, the alarm control is stopped when a steering operation greater than or equal to a predetermined amount from a reference value is detected by the steering operation of the occupant detected by the driving state detection unit, and in the evasion control, the evasion control is not stopped when a steering operation greater than or equal to the predetermined amount from the reference value is detected.

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 takes into account people in vulnerable positions among traffic participants have been active. Towards its realization, research and development efforts are focused on further improving the safety and convenience of traffic through research and development related to preventive safety technologies. In connection with this, the following technology has been disclosed in recent years: when it is determined that the driver has performed a collision avoidance steering operation, a collision avoidance steering support control that automatically steers the steering wheels of the vehicle in a manner that avoids a collision between the vehicle and an obstacle is initiated, and when a driver operation contrary to the intention of the control is detected during the implementation of the above control (avoidance support steering override), the above control is terminated in a driving support device, and the termination of the above control is prohibited by detecting the avoidance support steering override during the period from the start of the control to the elapse of a specified time (for example, Japanese Patent Gazette No. 2020-26207). Summary of the invention

[0003] However, in preventive safety technology, there are cases where vehicle control is performed to urge the vehicle occupants to pay attention to the surroundings before performing the avoidance control between the vehicle and the object, but the determination of overriding control in such a case is not considered. Therefore, there is a problem that sometimes appropriate overriding control determination corresponding to the content of the vehicle control being executed cannot be performed.

[0004] 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 perform more appropriate override determination according to the content of vehicle control being executed in order to solve the above-mentioned problems, thereby contributing to the development of a sustainable transportation system.

[0005] The vehicle control device, vehicle control method, and storage medium according to the present invention employ the following configurations.

[0006] (1): One aspect 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; a vehicle control unit that performs vehicle control of controlling at least one of acceleration, deceleration and steering of the vehicle when there is a possibility that the vehicle contacts an obstacle based on the identification result of the identification unit; and a driving state detection unit that detects the driving state of an occupant of the vehicle, the vehicle control including an alarm control for notifying the occupant when the vehicle approaches the obstacle, and an avoidance control for avoiding contact with the obstacle when the vehicle approaches the obstacle more than the alarm control, wherein in the alarm control, when a steering operation of the occupant detected by the driving state detection unit is detected to be greater than a predetermined amount from a baseline value, the vehicle control unit terminates the alarm control, and when a steering operation of the occupant is detected to be greater than a predetermined amount from the baseline value, the vehicle control unit does not terminate the avoidance control.

[0007] (2) In the above-mentioned aspect (1), when a steering operation toward the reference value is detected during the avoidance control, the vehicle control unit terminates the avoidance control.

[0008] (3) In the above-mentioned embodiment (1), when a steering operation of a predetermined amount or more from the reference value is initially detected during the avoidance control, the vehicle control unit determines whether to terminate the avoidance control based on the steering operation returning to the reference value.

[0009] (4) In the above-mentioned embodiment (1), in the avoidance control, if a steering operation is detected that is greater than a predetermined amount from the reference value and then returns to the reference value, the vehicle control unit terminates the avoidance control.

[0010] (5) In the embodiment of (1) above, the steering operation includes an operation based on a steering change amount derived from a steering amount and a steering angular velocity performed by the occupant.

[0011] (6) In the embodiment of (1) above, the warning control includes steering control for moving the vehicle toward the center of the driving lane.

[0012] (7) Another aspect 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; executing vehicle control that controls at least one of acceleration, deceleration and steering of the vehicle when there is a possibility that the vehicle contacts an obstacle based on the identified result; and detecting the driving status of the occupants of the vehicle, the vehicle control including an alarm control for notifying the occupants when the vehicle approaches the obstacle, and an avoidance control for avoiding contact with the obstacle when the vehicle approaches the obstacle more than the alarm control, wherein the alarm control is terminated when a steering operation exceeding a specified amount from a baseline value is detected through the steering operation of the occupant, and the avoidance control is not terminated when a steering operation exceeding a specified amount from the baseline value is detected in the avoidance control.

[0013] (8): 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; executing vehicle control that controls at least one of acceleration, deceleration and steering of the vehicle when there is a possibility that the vehicle is in contact with an obstacle based on the identified result; and detecting the driving status of the occupants of the vehicle, the vehicle control including an alarm control for notifying the occupants when the vehicle approaches the obstacle, and an avoidance control for avoiding contact with the obstacle when the vehicle is closer to the obstacle than the alarm control, wherein in the alarm control, when a steering operation exceeding a specified amount from a baseline value is detected through the steering operation of the occupant, the alarm control is terminated, and when a steering operation exceeding a specified amount from the baseline value is detected in the avoidance control, the avoidance control is not terminated.

[0014] According to the above aspects (1) to (8), it is possible to perform more appropriate override determination according to the content of vehicle control being executed. BRIEF DESCRIPTION OF THE DRAWINGS

[0015] Figure 1 It is a structural diagram of a vehicle equipped with the vehicle control device according to the embodiment.

[0016] Figure 2 This is a functional structure diagram of the vehicle control unit.

[0017] Figure 3 It is a diagram for explaining the content of vehicle control related to contact avoidance.

[0018] Figure 4 This is a diagram for explaining the content of attention calling control.

[0019] Figure 5 It is a diagram for explaining the content of contact warning alarm control.

[0020] Figure 6 It is a diagram for explaining the content of the automatic steering avoidance control.

[0021] Figure 7 This is a diagram for explaining steering control after a steering trigger by a driver.

[0022] Figure 8 This is a diagram for explaining the speed condition of the host vehicle M for starting control at each operation period.

[0023] Fig. 9 It is a diagram for explaining the override control for the brake control.

[0024] Fig.10 A diagram for explaining steering override.

[0025] Fig.11 This is a diagram for explaining the timing of determining the override in vehicle control.

[0026] Fig.12 It is a diagram for explaining the rise and fall of the steering torque change amount.

[0027] Fig.13 This is a diagram for explaining the timing of determining a driver's steering trigger.

[0028] Fig.14 This is a flowchart showing an example of processing executed by the driving support device in the embodiment.

[0029] Fig.15 This is a flowchart showing an example of the overriding determination process. DETAILED DESCRIPTION

[0030] 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.

[0031] [Overall structure]

[0032] Figure 1 1 is a structural diagram of a vehicle equipped with a vehicle control device according to an embodiment. The vehicle equipped with the vehicle control device (hereinafter referred to as 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 the power generated by a generator connected to the internal combustion engine, or the power discharged from a secondary battery or a fuel cell.

[0033] 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”.

[0034] 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. For example, when photographing the front of the vehicle M, the camera 10 is installed at the upper part of the front windshield, the back of the rearview mirror in the vehicle, etc. The camera 10, for example, periodically and repeatedly photographs the surroundings of the vehicle M. The camera 10 may also be a stereo camera.

[0035] 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.

[0036] The LIDAR 14 irradiates light (or electromagnetic waves with a wavelength close to 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.

[0037] 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".

[0038] 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 the like, or communicates with various server devices via a wireless base station.

[0039] The HMI 30 presents various information to the passengers of the vehicle M and accepts input operations performed by the passengers. The HMI 30 includes, for example, 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.). The HMI 30 can also be a microphone, a buzzer, a vibration generating device (vibrator), a touch panel, a switch, a button, etc. in addition to (or instead of) the display unit 32 and the speaker 34.

[0040] 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 a vertical axis passing through the center of gravity of the vehicle M), a steering angle sensor for detecting a steering angle (the angle of the steering wheel of the vehicle M (actual steering angle) or torque), an azimuth sensor for detecting the orientation of the vehicle M, and the like. 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 and latitude information) from a GPS (Global Positioning System) device. The position sensor may also be a sensor for obtaining position information using a GNSS (Global Navigation Satellite System) receiver 51 of the navigation device 50.

[0041] 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 can 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 can 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 the map) from the position of the vehicle M determined by the GNSS receiver 51 (or an arbitrary position input) 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 may also provide path guidance using the navigation HMI 52 based on the path on the map. The navigation device 50 may 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 may 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.

[0042] 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 direction of vehicle travel) and determines the recommended lane for each block with reference to the second map information 62. The recommended lane determination unit 61 determines the lane number from the left to travel on. When there is a branch in the path on the map, the recommended lane determination unit 61 determines the recommended lane in a manner that enables the host vehicle M to 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 .

[0043] 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 in a position and orientation that allows it to photograph 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 from the front (in an orientation to photograph the face). For example, the driver monitoring camera 70 is installed on the upper part of a display device provided in the central part of the dashboard of the vehicle M. Therefore, the image captured by the driver monitoring camera 70 includes the driver and the steering wheel 82, so it is also possible to determine whether the driver is holding the steering wheel 82 based on the captured image. The driver monitoring camera 70 captures the interior of the vehicle M, including the driver, at a predetermined period from the configured position, and outputs the captured image to the driving support device 100.

[0044] The driving operating member 80 includes, for example, a steering wheel 82, an accelerator pedal 84, a brake pedal 86, an operating switch for a direction indicator, a shift lever, and other operating members. A sensor for detecting an operation amount or the presence or absence of an operation is installed 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.

[0045] 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 through a contact sensor, a pressure sensor, etc. The SW sensor 82A detects the operation amount (steering torque, steering amount) and the operation speed (steering angular velocity) of the steering wheel 82 input (operated) by the driver. The SW sensor 82A can also detect the operation change rate (torque change rate). The steering wheel 82 does not necessarily have to be annular, and can also be in the form of a special-shaped steering wheel, a joystick, a button, etc. In this case, the SW sensor 82A detects the operation amount corresponding to each form.

[0046] 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.

[0047] The driving force output device 200 outputs the driving force (torque) used for driving the vehicle M to the driving 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 operating element 80.

[0048] 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 the actuator according to information input from the driving support device 100 so that the hydraulic pressure of the master hydraulic cylinder is transmitted to the hydraulic cylinder.

[0049] 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 to change the direction of the steering wheel according to information input from the driving support device 100 or information input from the driving operating member 80.

[0050] [Driving support device]

[0051] The driving support device 100 includes, for example, a recognition unit 110, a contact possibility determination unit 120, a driving state detection unit 130, a vehicle control unit 140, an HMI control unit 150, and a storage unit 160. The recognition unit 110, the contact possibility determination unit 120, the driving state detection unit 130, the vehicle 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 can be implemented by hardware (including circuitry) such as LSI (Large Scale Integration), ASIC (Application Specific Integrated Circuit), FPGA (Field-Programmable Gate Array), GPU (Graphics Processing Unit), or can 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-temporary 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 attaching the storage medium (non-temporary storage medium) to a drive device. The HMI control unit 150 is an example of a “notification control unit”.

[0052] For example, 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 inside the driving force output device 200, the braking device 210, and the steering device 220 in a manner that is executed with priority over the detection result from the driving operation member 80. Regarding braking, it can also be set in a manner that is executed with priority when the braking force 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 giving priority to the instruction from the driving support device 100, the communication priority in the in-vehicle LAN (Local Area Network) can also be used. Regarding steering, it can also be set in a manner that is executed by adding the steering force based on the instruction from the driving support device 100 to the steering force based on the operation amount of the driver's steering wheel 82.

[0053] The storage unit 160 may be implemented by the above-mentioned various storage devices, 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, for example, programs, information used in components within the driving support device 100, and other various information. In addition, the storage unit 160 may also store the above-mentioned map information (the first map information 54, the second map information 62).

[0054] 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 (relative position, vehicle distance), speed (relative 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.

[0055] 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) with 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 isolation 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, bicycles, pedestrians, etc.

[0056] 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.

[0057] The contact possibility determination unit 120 determines whether there is a possibility that an obstacle (for example, 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 120 determines whether there is a possibility that the vehicle M contacts other vehicles based on the contact margin value between the vehicle M and other vehicles (preceding vehicles) that exist 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 by the relative speed in the relationship between the vehicle M and other vehicles. The headway time THW is derived, for example, by dividing the relative distance (headway 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 other vehicles are input, a specified function, etc., or it can be derived using a correspondence table that establishes a correspondence between the relative speed and relative position and the contact margin time TTC. The above-mentioned derivation method is also the same for the inter-vehicle time THW. For example, the shorter the contact margin time TTC (or inter-vehicle 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 120 determines that there is a possibility of contact between the 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. In the following, the contact margin time TTC is used as an example of the contact margin value for explanation.

[0058] The driving state detection unit 130 detects the driving state of the occupant (driver) of the vehicle M. The driving state includes, for example, whether the steering wheel 82 is held or information related to the steering operation amount (steering torque, steering torque change amount). The driving state may include information related to the driver's steering speed and steering angular velocity (speed until a predetermined steering angle amount is reached). In addition to the above (or in place of the above), the driving state may also be at least one of the accelerator operation or operation amount (opening) performed by the accelerator pedal 84, and the brake operation or operation amount (opening) performed by the brake pedal 86. The driving state is obtained based on the detection results of the SW sensor 82A, the AP sensor 84A, and the BP sensor 86A, and the information obtained from the vehicle sensor 40 and the driver monitoring camera 70. The driving state detection unit 130 may also detect a state in which the driver does not perform a driving operation (steering operation, accelerator operation, brake operation) based on the detection results of each sensor.

[0059] The driving state detection unit 130 may also detect that the driver's state is not suitable for driving based on the analysis result of the image captured by the driver monitoring camera 70. For example, the driving state detection unit 130 detects that the driver's state is not suitable for driving when the driver does not monitor the surroundings (particularly, the front) of the host vehicle M due to looking to the side or the like based on the analysis result of the above-mentioned image, or when it is predicted that the driver's concentration is reduced based on a predetermined facial expression (a sleepy face, a face in pain), etc.

[0060] The driving state detection unit 130 may also determine the driver's inattentive driving based on the above-mentioned detection results and the like. Inattentive driving refers to driving in a state where the driving operation of the vehicle M is slow (or not operated) due to, for example, a decrease in the driver's attention and the like. For example, based on the detection result of the SW sensor 82A, the driving state detection unit 130 determines that the driver is inattentive driving when the state in which the steering operation of the steering wheel 82 by the driver is less than a predetermined threshold value continues for a predetermined time or longer, and determines that the driver is not inattentive driving when it does not continue for a predetermined time or longer.

[0061] The driving state detection unit 130 may determine that the driver is driving carelessly when the change in the opening amount of the accelerator pedal 84 and the brake pedal 86 is less than the threshold value for a predetermined time period instead of (or in addition to) the driver's steering operation based on the detection results of the AP sensor 84A and the BP sensor 86A. The driving state detection unit 130 may determine that the driver is driving carelessly when (or in addition to) detecting that the driver's state is not suitable for driving for a predetermined time period instead of (or in addition to) the above determination, and determine that the driver is not driving carelessly when it does not continue for a predetermined time period. The determination of careless driving may be made comprehensively based on the determination results based on the above-mentioned multiple conditions.

[0062] The above-mentioned prescribed time may be a fixed time or a variable time. The prescribed time may be set, for example, based on the contact margin time TTC between the obstacle (e.g., the preceding vehicle) around the host vehicle M and the host vehicle M, and the speed of the host vehicle M. Specifically, the greater the speed of the host vehicle M, the shorter the prescribed time is set, and the shorter the contact margin time TTC is, the shorter the prescribed time is set. Thus, careless driving can be more appropriately determined based on the condition of the host vehicle M and the surrounding conditions obtained based on the speed of the host vehicle M and the positional relationship between the host vehicle M and the obstacle.

[0063] The vehicle control unit 140 controls one or both of the steering and acceleration / deceleration of the vehicle M based on the surrounding conditions identified by the identification unit 110. Furthermore, the vehicle control unit 140 may also control one or both of the steering and acceleration / deceleration of the vehicle M based on at least one of the processing results of the contact possibility determination unit 120 and the driving state detection unit 130. The vehicle control unit 140 may also terminate the vehicle control in progress and switch to manual driving by the driver (override control) according to the prescribed driving operation of the driver in vehicle control. Details of the processing of the vehicle control unit 140 will be described later.

[0064] 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 driving 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, etc. The information related to driving control includes, for example, the type of driving control being executed (for example, slow deceleration control, center steering control, contact avoidance braking control, contact avoidance steering control), the reason for driving control, the status of driving control, etc. The information related to driving control may include information related to the driver's attention call and contact warning alarm. The prescribed information may include information related to the current position, destination, and remaining fuel of the vehicle M, and may also include information unrelated to the driving control of the vehicle M, such as television programs, items stored in storage media such as DVDs (for example, movies), etc.

[0065] 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, 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 vehicle control unit 140, etc.

[0066] [Vehicle Control Department]

[0067] Next, the details of the vehicle control unit 140 will be described. Figure 2 : is a functional structure diagram of the vehicle control unit 140. The vehicle control unit 140 includes, for example, a braking control unit 142 and a steering control unit 144. The vehicle control unit 140 performs alarm control and avoidance control for avoiding contact between the vehicle M and an obstacle by being controlled by the braking control unit 142 and the steering control unit 144. The alarm control is a control that operates when the vehicle M is close to an obstacle, and includes, for example, the slow deceleration control and the center steering control described later. The avoidance control is a control that operates when the vehicle M is closer to the obstacle than the alarm control, and includes, for example, the contact avoidance braking control and the contact avoidance steering control described later.

[0068] 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 performs brake control of the host vehicle M based on the target deceleration of the host vehicle M. For example, the brake control unit 142 sets a deceleration state based on the contact margin time TTC between the host vehicle M and the obstacle, and performs deceleration control based on the set deceleration state. The brake control unit 142 includes, for example, a slow deceleration control unit 142A, a contact avoidance brake control unit 142B, and a brake override control unit 142C.

[0069] 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 (e.g., another vehicle) in front of the vehicle M. The slow deceleration control refers to a control for notifying the driver of the approaching obstacle through a vehicle behavior called deceleration (change in longitudinal G) and urging attention to the obstacle (attention calling control), which is different from the contact avoidance control for avoiding contact with the obstacle (however, there may be a case where the result is to avoid contact with the 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 also be performed when the driving state detection unit 130 detects that the driver is driving carelessly, or when the contact margin value satisfies the working conditions of the slow deceleration control.

[0070] The deceleration control unit 142A may also terminate the deceleration control when the driving state detection unit 130 detects that the driver's accelerator operation (operation of the accelerator pedal 84) exceeds a prescribed value (e.g., a prescribed amount) during the deceleration control. In this way, the intention of the driver is determined by the accelerator operation, thereby enabling a more appropriate override control (control switched to manual driving by the driver) to be performed 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 when the operating speed is above the prescribed speed than when it is less than the prescribed speed, and sets the prescribed value to be larger when the operating speed is less than the prescribed speed than when it is above the prescribed speed. The deceleration control unit 142A may also change the prescribed value according to the target deceleration, for example, and the larger the target deceleration, the larger the prescribed value is set. Thus, a more appropriate override determination may be achieved according to the driving condition of the driver and the surrounding conditions of the vehicle M.

[0071] 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 that supports avoiding contact or reducing damage. The braking control performed by the contact avoidance braking control unit 142B can also be performed, for example, after the slow deceleration control, or when the contact margin value meets the working conditions of the contact avoidance braking control.

[0072] The brake override control unit 142C determines whether to perform an override control (override determination) based on the driver's driving operation (driver operation) during the execution of the above-mentioned brake control (slow deceleration control, contact avoidance brake control). The driver operation used in the override determination in the brake control is an accelerator operation or a brake operation. When it is determined that the override control is to be performed, the brake override control unit 142C stops the brake control being executed.

[0073] The steering control unit 144 controls the steering of the host vehicle M. The steering control unit 144 includes, for example, a centering steering control unit 144A, a contact avoidance steering control unit 144B, and a steering override control unit 144C.

[0074] 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 urging attention to the obstacle by notifying the driver of the approaching obstacle through the vehicle behavior of moving laterally near the center (change in lateral G) (however, there may be a situation 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 to avoid contact. The centering steering control can also be performed when the driving state detection unit 130 detects that the driver is driving carelessly, or when the contact margin value meets 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).

[0075] 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 driver's steering operation. 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 driver's steering operation. 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.

[0076] The steering override control unit 144C determines whether to perform an override control based on the driver's operation during the execution of the steering control (centering steering control, avoiding contact steering control). The driver's operation used in the override determination during the steering control is the steering operation. When it is determined that the override control is to be performed, the steering override control unit 144C stops the steering control being executed.

[0077] The vehicle control unit 140 may also perform controls other than the above-mentioned vehicle control. For example, the vehicle control unit 140 may also perform steering control in a manner to maintain the vehicle M in the driving lane as an LKAS (Lane Keeping Assistance System) control (lane keeping control). In this case, the vehicle control unit 140 may also control the steering device 220 in a manner to prevent the vehicle M from deviating from the driving lane and support the driver's steering operation. The steering override control unit 144C may determine whether to perform override control based on the driver's operation during the execution of the LKAS control, and terminate the LKAS control in execution if it is determined that the override control is performed.

[0078] [About vehicle control to avoid contact]

[0079] Next, the content of the vehicle control for avoiding contact in the embodiment will be described in detail. In the following description, it is assumed that the obstacle is another vehicle (preceding vehicle) traveling in front of the host vehicle M. Figure 3 FIG. 2 is a diagram for explaining the content of vehicle control related to avoiding contact. Figure 3 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 3 In the example, time T1 is the earliest, and time T2, T3, T4, and T5 are later in sequence. Figure 3In the example of , the determination of whether the driving is careless or not by the driving state detection unit 130 is continuously executed at a predetermined cycle from a stage before the time T1.

[0080] First, at time T1, the contact possibility determination unit 120 determines that the vehicle M has a contact possibility with another vehicle. When it is determined that there is a contact possibility, the vehicle 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 result of the inattentive driving determination.

[0081] Figure 4 2 is a diagram for explaining the content of attention-calling control. Figure 4 In the example of FIG. 1 , two 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 4 In the example of , the host vehicle M is traveling at a speed VM in the lane L1 , and another vehicle m1 is present in front of the host vehicle M and is traveling at a speed Vm1 in the lane L1 .

[0082] exist Figure 4 In the example of FIG. 1 , the vehicle control unit 140 performs the attention calling control when the time T2 at which the contact margin time TTC obtained based on the relative position and relative speed between the host vehicle M and the other vehicle m1 is less than the first predetermined time and it is determined that the driver is driving carelessly. The time T2 is, for example, the time at which the contact margin time TTC becomes approximately 3 to 4 [seconds].

[0083] The attention-calling control includes, for example, at least one of a slow deceleration control and a centering steering control. 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 a manner that applies a load (longitudinal G) of a first upper limit deceleration (about 0.1 [G]) to the driver in the direction of travel (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, 0.05 [G] of longitudinal G), and then perform the deceleration control at a second deceleration level (for example, 0.1 [G] of longitudinal G) that is larger 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.

[0084] exist Figure 4In the attention-calling control shown, the centering steering control unit 144A performs centering steering control so that a reference point such as the center of gravity or center of the host vehicle M is located in the center of the driving lane (lane L1) based on the recognition result recognized by the recognition unit 110, map information, etc. Figure 4 In the example of FIG. 1 , the vehicle control unit 140 generates a future target trajectory K1 of the host vehicle M corresponding to the slow deceleration control and the center steering control, and controls the steering and speed of the host vehicle M so as to travel along the target trajectory K1 .

[0085] At time T2, the HMI control unit 150 may also generate an image including information showing the driver the reason for the attention-calling control (slow deceleration control, centering steering control), and display the generated image on the display unit 32 to notify the driver. The image may also include information urging attention-calling. However, in this case, the sound output may not be performed. Thus, the driver can be easily informed that the vehicle M is approaching the other vehicle m1 and the attention-calling can be urged, and the driver can be urged to perform an early avoidance operation.

[0086] return Figure 3 In the state where the driver does not call attention to the surroundings even if the above-mentioned attention calling control is performed (override control), at the time T3 when the contact margin time TTC is less than the second prescribed time (the second prescribed time < the first prescribed time), and it is determined that the driver is driving carelessly, the contact attention warning control ( Figure 3 (2)). The time T3 is, for example, the time when the contact margin time TTC becomes approximately 2 [seconds].

[0087] Figure 5 FIG. 2 is a diagram for explaining the content of the contact warning alarm control. Figure 5 In the figure, it is shown that Figure 4From the situation shown in the figure, the contact margin time TTC becomes a scene of 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), performs the slow deceleration control corresponding to the set second target deceleration, and generates the target track K2, so as to control the vehicle M to travel along the generated target track 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 a manner that applies a load (longitudinal G) less than the second upper limit deceleration (about 0.2 [G]) and greater than the first upper limit deceleration in the direction of travel (longitudinal direction). As a result, the driver can be more clearly aware that the 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 driver to be aware of the other vehicle m1, and the driver can have a margin to drive to avoid contact with the other vehicle m1.

[0088] During the contact attention alarm control, in addition to (or instead of) the slow deceleration control, the centering steering control performed by the centering steering control unit 144A may be performed. During the contact attention alarm control, the HMI control unit 150 may also perform control (alarm upgrade control) of highlighting the image of the attention-calling information displayed on the display unit 32 and causing the speaker 34 to output an alarm. In this way, the driver can be strongly notified by image and sound that the possibility of contact is high despite further deceleration, and the driver can be further clearly urged to pay attention and avoid contact control. The above-mentioned attention calling control and contact attention alarm control are controls performed as "alarm control".

[0089] return Figure 3 After the contact warning control is executed, the vehicle control unit 140 executes the automatic steering avoidance control ( Figure 3 (3)). Time T4 is a time when the host vehicle M is closer to the other vehicle m1 than time T3 (for example, the contact margin time TTC is earlier than about 2 [seconds]).

[0090] Figure 6 FIG. 2 is a diagram for explaining the content of the automatic steering avoidance control. Figure 6In the example, it is a control in the case where the driver does not perform the prescribed throttle operation after the execution of the contact attention alarm control. In this case, the contact avoidance steering control unit 144B identifies the area of ​​the driving lane (lane L1) and the position of the other vehicle m1 based on the recognition result identified by the recognition unit 110, and generates a target trajectory K3 for driving in the avoidance space when there is an avoidance space in the driving lane, and performs steering control in a manner that causes the vehicle M to travel along the generated target trajectory K3. In this case, the acceleration and deceleration control performed by the vehicle control unit 140 can be performed as needed. During the automatic steering avoidance control, the HMI control unit 150 can also continue to execute 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.

[0091] The vehicle control unit 140 may also execute the CMBS control in parallel through the avoidance contact brake control unit 142B at the timing of time T4. When the CMBS control is executed, the above-mentioned automatic steering avoidance control and the driver steering support control described later may not be executed. In this case, the HMI control unit 150 may output an alarm (image, sound) related to the CMBS control.

[0092] return Figure 3 At time T5 when the driver operates the steering wheel 82 (driver steering trigger is detected) and performs a steering operation in the direction of avoiding the other vehicle ml, the avoiding contact steering control unit 144B performs avoiding contact steering control (driver steering support control) in a manner to avoid further departure from the adjacent lane (lane L2) adjacent to the driving lane (lane L1) ( Figure 3 (4)). The driver steering trigger means, for example, that the steering torque of the driver used to avoid the other vehicle m1 becomes greater than a predetermined amount. The driver steering support control may be executed after the automatic steering avoidance control, or after the contact warning control (at time T4 without the automatic steering avoidance control).

[0093] Figure 7 is a diagram for explaining the steering control after the driver's steering trigger. Figure 7In the example, when there is no space on the lane L1 to avoid contact between the vehicle M and the other vehicle m1, and when the driver's steering trigger is detected, the avoidance contact 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 separation from the adjacent lane L2. In this case, the avoidance contact steering control unit 144B may also generate a target track K4 for lane change to the lane L2, and perform steering assistance in a manner that the position of the vehicle M approaches the target track K4 by the driver's steering operation. The avoidance contact steering control unit 144B may also control the steering operation of the driver in a manner that applies a reaction force to the steering wheel 82 to suppress the steering amount. During the driver's steering assistance control, the HMI control unit 150 may also continue to perform the above-mentioned alarm escalation control. As a result, even in the case of emergency avoidance steering by the driver's steering operation, more appropriate vehicle control can be achieved.

[0094] return Figure 3 , the vehicle control unit 140 Figure 3 When the contact margin time TTC after the attention calling control shown in (1) is close to the limit value and the driver performs a steering operation, Figure 3 The control of (4) similarly performs the driver steering support control in a manner to avoid further crossing the adjacent lane. Figure 3 (5)). In this case, the HMI control unit 150 may perform notification control such as notification and alarm to the driver that the steering assist control is in effect. The above-mentioned avoidance braking control and avoidance steering control are controls executed as "avoidance control".

[0095] Here, in Figure 3 In each of the operation periods of the attention calling, contact warning alarm, automatic steering avoidance, and contact avoidance steering shown, the determination condition for performing the operation may be that a condition related to the speed of the host vehicle M is satisfied. Figure 8This is a diagram for explaining the speed condition of the vehicle M for starting control in each operation period. For example, in the avoidance contact steering control in the automatic steering avoidance and driver steering support control, the control is performed in a manner that is executed when the speed VM of the vehicle M is 40 [km / h] or more. This control is a control after attention is called, so as long as the contact margin time TTC is about 2 [seconds], the contact can be fully avoided by the driver's braking operation. Regarding the centering steering control in the attention call and contact warning alarm, the control is performed in a manner that is executed when the speed VM of the vehicle M is 30 [km / h] or more. Regarding the slow deceleration control in the attention call and contact warning alarm, in the case of the accelerator operation (AP operation), the control is performed in a manner that is executed when the speed VM of the vehicle M is 30 [km / h] or more. This speed is lower than the steering avoidance limit speed and is in the 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 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 a careless driving state in congestion, and the contact between the host vehicle M and the other vehicle m1 can be avoided more safely.

[0096] [Brake override]

[0097] Next, the override control performed by the brake override control unit 142C will be described. Fig. 9 FIG. 2 is a diagram for explaining the override control for the brake control. Fig. 9 In the example of , the override control for slow deceleration control is explained. Fig. 9 In the example, it is shown that Figure 4 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 (e.g., output to the HMI 30, deceleration (braking) control) change with the passage of time. Fig. 9 In the example, time T11 is the earliest, and time T12, T13, T14, and T15 are later in sequence.

[0098] Fig. 9 The period from time T11 to T12 shown is a state where the driver is determined to be in a careless driving state. During this period, the driver performs AP operation, and the host 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.

[0099] After time T12, the vehicle 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 is generated in the host vehicle M. At this stage, a notification of the reason for the operation is output to the HMI 30 (only an image display including information indicating that the host vehicle M is approaching the other vehicle m1 in front). Fig. 9 In the example of FIG. 1 , the driver physically feels the longitudinal G due to the slow deceleration and recognizes the notification content output by the HMI 30 , thereby recognizing the front of the host vehicle M (surrounding monitoring) and determining the next action (driving operation).

[0100] At time T13, the driver performs an AP operation to accelerate the host vehicle M during the execution of the slow deceleration control. At this time point, an AP operation exceeding a prescribed amount (prescribed value) is not performed, so the brake override control unit 142C determines that the override control is not performed and the slow deceleration control is continued. At this stage, the output of the work reason notification by the HMI 30 is also continued. Moreover, at time T14 when the AP operation becomes greater than the prescribed amount, the brake override control unit 142C determines that the execution condition of the override control is satisfied, and terminates the slow deceleration control performed by the slow deceleration control unit 142A. Thereafter, the host vehicle M is accelerated according to the throttle opening based on the manual driving of the driver, so that a longitudinal G accompanying the acceleration is generated. Thus, the override control for the slow deceleration is performed.

[0101] exist Fig. 9 In the example of FIG. 1 , the AP operation after time T14 is made constant, so the vehicle M accelerates to the speed corresponding to the AP operation after the override control, and becomes a constant speed at the time point (time T15) when the speed VM becomes the 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 does not execute the slow deceleration control until the execution condition of the next slow deceleration is satisfied.

[0102] Here, the brake override control unit 142C stops the slow-down control when an AP operation exceeding a prescribed amount is detected, but the prescribed amount (prescribed value) may be changed according to the speed at which the driver performs the AP operation (AP operation speed). For example, the brake override control unit 142C sets the prescribed amount to be small when the driver's AP operation speed is above the prescribed speed, and sets the prescribed amount to be large when the AP operation speed is below the prescribed speed. In this way, the brake override control unit 142C determines the driver's intention according to the driver's AP operation speed, thereby making it possible to make a more appropriate override determination for the slow-down control. The brake override control unit 142C makes an override determination when the AP opening change rate is above the prescribed value (3 to 5%), thereby making it possible to make an override determination in a short time, and to cope with a driver who performs AP operation quickly. The brake override control unit 142C uses the AP opening at the start of control as a reference, and performs an override determination when the AP operation amount increases by 10 to 20% or more (10 to 20%), thereby enabling an override determination based on the magnitude of the operation amount even when an override determination cannot be made by a short AP operation. This makes it possible to cope with a driver who performs AP operation slowly.

[0103] [Steering Override]

[0104] Next, the content of the steering override performed by the steering override control unit 144C will be described using the drawings. Fig.10 is a diagram used to illustrate steering override. Fig.10 In the example, the overriding judgment condition of the center steering control during the alarm control is described. Fig.10 In FIG. 1 , the relationship between the steering angle of the vehicle M and the torque characteristics of the steering wheel 82 is shown, where the horizontal axis represents the steering angle of the vehicle M and the vertical axis represents the steering torque (torque amount) of the steering wheel 82. Fig.10 In the example of FIG. 1 , a threshold value for determining whether the vehicle M is careless driving (careless driving determination threshold value), a determination threshold value TH1 (an example of a first threshold value) for overriding avoidance control (automatic steering avoidance control and driver steering support control), and a determination threshold value TH2 (an example of a second threshold value) for overriding LKAS control are shown for steering torque. The careless driving determination threshold value is, for example, a steering torque smaller than the steering angle at which the vehicle M changes its direction (becomes greater than a predetermined angle) as the threshold value. Thus, careless driving can be determined even in a stable driving state before the vehicle M actually changes its direction.

[0105] In the centering steering control, the steering override control unit 144C performs an override control to terminate the steering control when the driver's steering torque (steering amount) is above a threshold. In the override judgment, the steering override control unit 144C changes the judgment threshold according to whether the steering direction of the driver's steering torque is forward or reverse relative to the steering control performed by the vehicle control unit 140. The so-called forward direction means the same direction as the steering direction used to move the vehicle M laterally (road width direction) by the vehicle control unit 140 (vehicle system), and the so-called reverse direction means the direction opposite to the forward direction (for example, the direction opposite to the steering direction used to move the vehicle M laterally by the vehicle control unit 140, and the direction that hinders the steering based on the vehicle system). For example, in the case of the centering steering control, the forward direction is the steering direction used to move the vehicle M toward the center of the driving lane, and the reverse direction is the steering direction used to move away from the center of the driving lane.

[0106] The specific description is as follows. For example, regarding the judgment threshold value (reverse threshold value) in the reverse direction, a value smaller than the judgment threshold value (forward threshold value) in the forward direction is set. The reverse threshold value, for example, sets the steering torque to a degree that the direction of the vehicle M changes slightly as the threshold value. Through the reverse steering operation, the driver's intention that is opposite to the steering control can be clearly grasped, and even a small steering torque can make an appropriate override judgment. The reverse threshold value is, for example, set to a value close to the judgment threshold value TH1 (a value whose error is less than a specified value). That is, the reverse threshold value is set to a value closer to the judgment threshold value TH1 than the judgment threshold value TH2.

[0107] On the other hand, the forward threshold is set to a value greater than the reverse threshold. In the case of steering operations in the same direction as vehicle control, it is possible that the driver is dragged by the steering control on the system side to perform the operation. Therefore, by increasing the forward threshold, it is possible to perform override control in a state where the driver's intention becomes clearer through the detection of a large steering torque. The forward threshold is, for example, set to a value close to the determination threshold TH2 (a value in which the error is less than a specified value). That is, the forward threshold is set to a value closer to the determination threshold TH2 than the determination threshold TH1. In this way, it is set to a value (equivalent value) close to the determination threshold of override of other driving assistance (existing driving control), so that the driver can easily grasp the operation amount required for override and can perform appropriate steering operations in order to switch to manual driving.

[0108] The above-mentioned determination thresholds (careless operation determination threshold, determination thresholds TH1, TH2, reverse threshold, forward threshold) may be variably set according to, for example, the road conditions (e.g., curved road, straight road, etc.) on which the host vehicle M is traveling, or may be variably set according to the vehicle type (steering characteristics of each vehicle type), etc. The steering override control unit 144C may perform override determination based on a steering torque variation amount described later instead of the steering torque.

[0109] [Timing of overcontrol determination in warning control and evasion control]

[0110] As described above, the vehicle control in the vehicle control unit 140 includes warning control (slow deceleration, center steering control) and avoidance control (automatic steering avoidance control and driver steering assistance control), but the timing of determining the override (timing of executing the override) in each control may be different based on the driver's operation, etc.

[0111] Fig.11 FIG. 2 is a diagram for explaining the timing of determining the override in vehicle control. Fig.11 In the example of , the determination timing in the warning control (centering steering control) related to the steering control and the determination timing in the avoidance control (automatic steering avoidance control, driver steering support control) are shown. Fig.11 In the example of FIG. 144 , the timing of detecting the driver steering trigger is also shown. The driver steering trigger is the working condition of the driver steering support control. The steering override control unit 144C satisfies the steering torque, steering angular velocity, and steering torque change amount (an example of steering change amount) predetermined for each control content in the warning control and the avoidance control. Fig.11 The steering torque variation refers to a value derived based on the steering torque and the steering angular velocity. For example, when the steering angular velocity is 10 [deg / s] and the steering torque is 1.0 [Nm], the torque variation corresponding to the above values ​​is derived.

[0112] For example, the steering override control unit 144C may be configured as follows: Fig.11 As shown, the judgment condition is that the steering torque change is above the threshold value, and the override control in the warning control is further performed when the rise of the steering torque change is detected, and the override control of the avoidance control is performed when the fall is detected. The rise of the steering torque change refers to, for example, a state in which the steering torque change changes in a manner away from a reference value (reference position). The fall of the steering torque change refers to, for example, a state in which the steering torque change changes in a manner approaching (returning) a reference value. The reference value refers to, for example, a position where the steering angle (or the change in the steering torque) is 0, or the position of the steering wheel 82 when no steering operation is performed.

[0113] Fig.12 It is a diagram for explaining the rise and fall of the steering torque change. Fig.12 In the example, the horizontal axis represents time, and the vertical axis represents the steering torque change amount within a specified time. The steering torque change amount of 0 (zero) indicates a state where the driver's steering operation is not performed, and indicates a reference value. For example, the steering override control unit 144C detects standing up when the steering torque change amount becomes above a threshold in the direction away from the reference value, and at this time, performs an override control of the warning control (centering steering control) being executed. Falling down is detected when the direction of returning to the reference value (the direction of the change amount approaching the reference) changes by more than a threshold from the standing up state (a state above the threshold), and at this time, performs an override control of the avoidance control (automatic steering avoidance control, driver steering support control) being executed. Falling down can also be determined by whether the change amount from the maximum value of the steering torque in the standing up state (the amount returned to the reference value) is above the threshold, or it can be detected when the steering torque change amount becomes above the threshold and the standing up is detected, and then returns to less than the threshold. Falling down is not limited to the case where the steering returns to the reference value. For example, the steering torque change amount is derived based on the steering torque and the steering angular velocity. Therefore, even if the vehicle stops while being steered, the steering angular velocity becomes small, and thus the vehicle may fall.

[0114] Fig.13 2 is a diagram for explaining the timing of determining the driver's steering trigger. Fig.13 In the example, the horizontal axis represents time, and the vertical axis represents steering torque and steering angular velocity, respectively. In the driver steering support control, the control is executed when the contact margin time TTC is small, so it is preferred to detect the driver's steering operation and immediately detect the driver's steering trigger. Therefore, in the case of the driver's steering trigger, Fig.13 As shown, the driver's steering trigger is detected when the steering operation (steering torque, steering angular velocity) that exceeds a threshold value in a short time is started.

[0115] By adjusting the judgment timing for each content (period) of the vehicle control as described above, the override control can be executed at a more appropriate timing. For example, regarding the center steering control, the override control can be executed at the timing when the steering operation is started (standing up timing), so the warning control can be released (terminated) at an early timing. Regarding the avoidance control, the override judgment is performed at the time of falling, so the judgment can be made at a timing different from the detection timing (standing up) of the driver steering trigger, which is one of the working conditions of the driver steering assist control. Therefore, it is possible to suppress the execution judgment of the driver steering assist control and the override judgment of the avoidance control from being executed at the same timing, and various judgments can be made at more appropriate timings.

[0116] The steering override control unit 144C may also perform an override determination at the time of falling when the vehicle is initially determined to be standing up during the avoidance control, and then perform an override determination at the time of standing up. In the initial standing up, the detection timing of the driver's steering trigger in the automatic steering avoidance control is the same as the override determination timing, so the initial standing up gives priority to the detection of the driver's steering trigger, and the override determination of the avoidance control is performed at the time of the subsequent falling down. Moreover, regarding the subsequent (second and subsequent) override determination, since the driver's steering trigger determination has already been performed, the override determination can be performed at the time of standing up.

[0117] [Processing Flow]

[0118] Fig.14 FIG. 1 is a flowchart showing an example of processing executed by the driving support device 100 in the embodiment. Fig.14 In the example of FIG. 1 , a vehicle control process including an override control, among processes executed by the driving support device 100 , will be described.

[0119] exist Fig.14 In the example, the recognition unit 110 recognizes the surrounding conditions of the vehicle M (step S100). Next, the contact possibility determination unit 120 derives the contact margin time TTC between the vehicle M and the obstacle based on the recognized surrounding conditions (step S110). Next, the driving state detection unit 130 detects the driving state of the driver of the vehicle M (step S120) and determines whether the driver is driving carelessly (step S130). In the case where it is determined to be careless driving, the vehicle control unit 140 determines whether the contact margin time TTC meets the working conditions of the braking control or the steering control (step S140). In the process of step S140, it can also be determined whether the working conditions of both the braking control and the steering control are met. In the case where it is determined that the contact margin time TTC meets the working conditions of the braking control or the steering control, the vehicle control unit 140 performs the vehicle control corresponding to the working conditions (step S150). The vehicle control includes, for example, at least one of the above-mentioned attention calling control, contact attention alarm control, automatic steering avoidance control, driver steering support control, and CMBS control.

[0120] Next, the vehicle control unit 140 determines whether a prescribed driver operation is performed during the execution of the vehicle control (step S160). If it is determined that a prescribed driver operation is performed, the vehicle control unit 140 terminates the vehicle control being executed (step S170). Thus, the processing of this flowchart ends. If it is determined in the processing of step S130 that the vehicle is not being driven carelessly, if it is determined in the processing of step S140 that the contact margin time TTC does not meet the working conditions of the braking control or the steering control, or if it is determined in the processing of step S160 that a prescribed driver operation is not performed during the execution of the vehicle control, the processing of this flowchart ends.

[0121] Fig.15 FIG. 4 is a flowchart showing an example of an overriding determination process. Fig.15 In the example of , an example of the content executed by the processing of the above-mentioned steps S160 to S170 is shown. Fig.15 In the example of FIG. 1 , the overriding determination process related to the steering operation is shown. Fig.15 In the example of FIG. 1 , the steering override control unit 144C determines whether the warning control is in progress (step S200). If it is determined that the warning control is in progress, the steering override control unit 144C determines whether an increase in the steering torque change amount is detected (step S210). If it is determined that an increase in the steering torque change amount is detected (for example, a change of a predetermined amount or more from a reference value), the steering override control unit 144C terminates the warning control being executed (step S220).

[0122] If it is determined in the process of step S200 that the warning control is not in progress, the steering override control unit 144C determines whether the avoidance control is in progress (step S230). If it is determined that the avoidance control is in progress, the steering override control unit 144C determines whether a drop in the steering torque change amount (for example, a change greater than a predetermined amount returning to a reference value) is detected (step S240). If it is determined that a drop is detected, the steering override control unit 144C terminates the avoidance control being executed (step S250). Thus, the process of this flowchart ends.

[0123] If it is determined in step S210 that an increase in the steering torque change is not detected, if it is determined in step S230 that avoidance control is not in progress, or if it is determined in step S240 that a decrease in the steering torque change is not detected, this flowchart ends.

[0124] As described above, according to the embodiment, the driving support device 100 (an example of a vehicle control device) includes: an identification unit 110 that identifies the surrounding conditions of the vehicle M; a vehicle control unit 140 that performs vehicle control of controlling at least one of acceleration, deceleration and steering of the vehicle M when there is a possibility that the vehicle M contacts an obstacle; and a driving state detection unit 130 that detects the driving state of the occupant of the vehicle M, the vehicle control including an alarm control that notifies the occupant when the vehicle M approaches an obstacle, and an avoidance control that avoids contact with the obstacle when the vehicle M approaches the obstacle more than the alarm control, the alarm control is terminated when a steering operation of the occupant detected by the driving state detection unit 130 exceeds a predetermined amount from a reference value, and the avoidance control is not terminated when a steering operation of the occupant exceeds a predetermined amount from a reference value is detected during the avoidance control, thereby making it possible to perform a more appropriate override judgment based on the content of the vehicle control being executed.

[0125] Specifically, according to the implementation method, in the steering avoidance control, the overcontrol judgment of the alarm control (slow deceleration control, center steering control) is determined by the operation condition in the steering direction (standing up), and the overcontrol judgment in the avoidance control is determined by the operation condition from the steering direction to the return direction (falling down), thereby, in the avoidance control related to the driver steering assistance control, the unintentional overcontrol control performed by the driver's steering operation can be suppressed.

[0126] [Modifications]

[0127] In the above-mentioned embodiment, the case where the driver is determined to be driving carelessly is used as one of the working conditions to perform the attention calling control, the slow deceleration control in the contact attention warning control, and the centering steering control, but the slow deceleration control and the centering steering control may also be selected and executed according to whether the driver is driving carelessly. For example, the vehicle control unit 140 may also perform the slow deceleration control and the centering steering control in the case where it is determined that the driver is driving carelessly, and perform either the slow deceleration control or the centering steering control in the case where it is determined that the driver is not driving carelessly. The vehicle control unit 140 may not perform the centering steering control (for example, in the case of driving along the road dividing line), or perform the slow deceleration control in the case where the vehicle M moves in the direction close to the other vehicle m1 due to the centering steering control. In addition, the vehicle control unit 140 may also perform the slow deceleration control in the case where the dividing line of the driving lane cannot be recognized because the centering steering control cannot be performed. In the above-mentioned embodiment, the slow deceleration control and the center steering control may be performed without determining whether the driver is driving carelessly.

[0128] In the above-mentioned embodiment, the obstacle is not limited to the preceding vehicle, but may be another vehicle approaching the host vehicle M. The obstacle may also be a pedestrian, a bicycle, or another object (which may not be a moving object). The numerical values ​​shown in the above-mentioned embodiment are only examples, and may 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.

[0129] The above-described embodiment can be expressed as follows.

[0130] A control device for a vehicle, wherein:

[0131] The vehicle control device comprises:

[0132] a storage medium storing computer-readable instructions; and

[0133] a processor connected to the storage medium,

[0134] The processor executes the computer-readable instructions to perform the following processing:

[0135] Identify the surrounding conditions of the vehicle;

[0136] When there is a possibility that the vehicle is in contact with an obstacle based on the recognition result, executing vehicle control to control at least one of acceleration, deceleration and steering of the vehicle; and

[0137] detecting a driving state of an occupant of the vehicle,

[0138] The vehicle control includes an alarm control for notifying the occupant when the vehicle approaches the obstacle, and an avoidance control for avoiding contact with the obstacle when the vehicle approaches the obstacle closer than the alarm control.

[0139] In the warning control, when a steering operation of the occupant detected by the driving state detection unit is detected to be a steering operation of a predetermined amount or more from a reference value, the warning control is stopped,

[0140] When a steering operation of a predetermined amount or more from the reference value is detected during the avoidance control, the avoidance control is not stopped.

[0141] Although specific embodiments of the present invention have been described above using the embodiments, the present invention is not limited to such embodiments at all, and various modifications and substitutions can be made without 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 a surrounding condition of the vehicle; a vehicle control unit that, when there is a possibility that the vehicle is in contact with an obstacle based on the recognition result of the recognition unit, performs vehicle control to control at least one of acceleration, deceleration and steering of the vehicle; as well as a driving state detection unit for detecting a driving state of an occupant of the vehicle, The vehicle control includes an alarm control for notifying the occupant when the vehicle approaches the obstacle, and an avoidance control for avoiding contact with the obstacle when the vehicle approaches the obstacle closer than the alarm control. In the warning control, when a steering operation of the occupant detected by the driving state detection unit is detected to be a steering operation of a predetermined amount or more from a reference value, the vehicle control unit stops the warning control, When a steering operation of a predetermined amount or more from the reference value is detected during the avoidance control, the vehicle control unit does not stop the avoidance control.

2. The vehicle control device according to claim 1, wherein: When a steering operation toward the reference value is detected during the avoidance control, the vehicle control unit stops the avoidance control.

3. The vehicle control device according to claim 1, wherein: When a steering operation of a predetermined amount or more from the reference value is detected for the first time during the avoidance control, the vehicle control unit determines whether to terminate the avoidance control based on the steering operation returning to the reference value.

4. The vehicle control device according to claim 1, wherein: During the avoidance control, if a steering operation is detected that is greater than or equal to a predetermined amount from the reference value and then a steering operation that returns to the reference value is detected, the vehicle control unit terminates the avoidance control.

5. The vehicle control device according to claim 1, wherein: The steering operation includes an operation based on a steering change amount derived from a steering amount and a steering angular velocity performed by the occupant.

6. The vehicle control device according to claim 1, wherein: The warning control includes steering control to move the vehicle toward the center of a driving lane.

7. 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 there is a possibility that the vehicle is in contact with an obstacle based on the recognition result, executing vehicle control to control at least one of acceleration, deceleration and steering of the vehicle; as well as detecting a driving state of an occupant of the vehicle, The vehicle control includes an alarm control for notifying the occupant when the vehicle approaches the obstacle, and an avoidance control for avoiding contact with the obstacle when the vehicle approaches the obstacle closer than the alarm control. In the warning control, when a steering operation of the occupant exceeding a predetermined value from a reference value is detected, the warning control is stopped; When a steering operation of a predetermined amount or more from the reference value is detected during the avoidance control, the avoidance control is not stopped.

8. 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 there is a possibility that the vehicle is in contact with an obstacle based on the recognition result, executing vehicle control to control at least one of acceleration, deceleration and steering of the vehicle; as well as detecting a driving state of an occupant of the vehicle, The vehicle control includes an alarm control for notifying the occupant when the vehicle approaches the obstacle, and an avoidance control for avoiding contact with the obstacle when the vehicle approaches the obstacle closer than the alarm control. In the warning control, when a steering operation of the occupant exceeding a predetermined value from a reference value is detected, the warning control is stopped; When a steering operation of a predetermined amount or more from the reference value is detected during the avoidance control, the avoidance control is not stopped.

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