Vehicle control device, vehicle control method, and storage medium

Abstract

Provided are a vehicle control device, a vehicle control method, and a storage medium capable of giving a more appropriate report to an occupant in accordance with a vehicle condition. A vehicle control device is provided with: a recognition unit that recognizes the surroundings of a host vehicle; a driving state detection unit that detects a driving state of a driver of the host vehicle; a control unit that executes driving control in accordance with an obstacle when the obstacle is present in front of the host vehicle on the basis of the recognition result of the recognition unit and the driver is in a careless driving state; and a reporting unit that, when the control unit executes the driving control, reports to the driver, the reporting including a first report that is reported when the first driving control is executed and a second report that is reported when the second driving control is executed, the first driving control including steering control, and the second driving control including steering control. The second driving control is executed in a state in which the host vehicle is closer to the obstacle than the first driving control, and the notification unit performs a second notification when a specific driving support function is operated within a predetermined time from the first notification.

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. To achieve this, research and development related to preventive safety technologies are focused on further improving the safety and convenience of traffic. In connection with this, the following technology has been disclosed in recent years: when the vehicle avoids an obstacle through an evasive action of either lane change or steering, it is estimated whether there is a collision between a rear vehicle and an obstacle, and an evasive action is determined based on the estimated collision (for example, Japanese Patent Publication No. 2019-151185). Summary of the invention

[0003] However, in the preventive safety technology, the reporting control for urging the occupants of the vehicle to pay attention to the surroundings is not considered in the pre-stage of the control for avoiding the contact between the vehicle and the object. Therefore, there is a problem that sometimes the occupants cannot be properly reported according to the vehicle status.

[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 provide a more appropriate report to passengers according to the vehicle status 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 host vehicle; a driving state detection unit that detects the driving state of the driver of the host vehicle; a control unit that performs driving control corresponding to the obstacle when there is an obstacle in front of the host vehicle based on the identification result identified by the identification unit and the driver is in a careless driving state; and a reporting unit that reports to the driver when the driving control is executed by the control unit, the report including a first report reported when a first driving control is executed and a second report reported when a second driving control is executed, the first driving control including steering control, the second driving control being executed when the host vehicle is close to the obstacle compared to the first driving control, the reporting unit performing the second report when a specific driving support function is activated within a specified time from the first report.

[0007] (2): Based on the above-mentioned solution (1), the first report is a report made by image display, and the second report is a report made by image display and sound output.

[0008] (3) In the above-mentioned aspect (1), the specific driving support function includes steering control for suppressing the vehicle from going off the road.

[0009] (4) In the above-mentioned aspect (1), the specific driving support function includes control for parking the host vehicle at a predetermined position when it is detected that the driver is not in a state capable of driving the host vehicle.

[0010] (5): Based on the scheme of (1) above, the specific driving assistance function includes a steering control for causing the driver to recognize the existence of the obstacle when it is determined that there is an obstacle in front of the vehicle based on the recognition result recognized by the recognition unit and when it is determined that the driver is careless.

[0011] (6): Based on the scheme of (5) above, the first driving control is a first steering control for urging the driver of the vehicle to pay attention to the obstacle, and the specific driving support function is a second steering control for urging the driver to pay attention.

[0012] (7): Based on the scheme of (1) above, when the recognition unit cannot identify the driving lane of the vehicle, the control unit does not perform the first driving control but performs a deceleration control to decelerate the vehicle, and the reporting unit reports the deceleration control.

[0013] (8): Based on the scheme of (1) above, when an override control for switching to manual driving is executed through a prescribed driving operation of the driver during execution of the first driving control, the reporting unit does not perform the second report even if a specific driving assistance function operates within a prescribed time from the first driving control.

[0014] (9) In the above aspect (8), the predetermined driving operation of the driver is a steering operation of the host vehicle.

[0015] (10): Based on the scheme of (8) above, when the override control is executed by the driver's accelerator operation or brake operation, the reporting unit does not make the second report even if a specific driving assistance function is operating within a specified time from the first driving control, provided that the driver is holding the steering wheel.

[0016] (11): In the above aspect (1), when the reporting unit issues the second report within a predetermined time from the first report, the control unit does not execute driving control based on the specific driving support function.

[0017] (12): Based on the scheme of (1) above, when the reporting unit makes the second report within a specified time from the first report, the control unit does not execute driving control for urging the driver of the vehicle to pay attention to the obstacle before a predetermined time has passed.

[0018] (13): In the above-mentioned aspect (1), the reporting unit extends the reporting time based on the number of times the second reporting is performed within the prescribed time.

[0019] (14): Another embodiment of the present invention relates to a vehicle control method, wherein the vehicle control method causes a computer to perform the following processing: identifying the surrounding conditions of the vehicle; detecting the driving state of the driver of the vehicle; when an obstacle exists in front of the vehicle based on the result of identifying the surrounding conditions and the driver is in a careless driving state, executing driving control corresponding to the obstacle; and when the driving control is executed, reporting to the driver, the report includes a first report reported when a first driving control is executed, and a second report reported when a second driving control is executed, the first driving control including steering control, the second driving control being executed when the vehicle is close to the obstacle compared to the first driving control, and the second report being executed when a specific driving support function is operating within a specified time from the first report.

[0020] (15): 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; detecting the driving state of the driver of the vehicle; when an obstacle exists in front of the vehicle based on the result of identifying the surrounding conditions and the driver is in a careless driving state, executing driving control corresponding to the obstacle; and when the driving control is executed, reporting to the driver, the report includes a first report reported when a first driving control is executed, and a second report reported when a second driving control is executed, the first driving control including steering control, the second driving control being executed when the vehicle is close to the obstacle compared to the first driving control, and the second report being executed when a specific driving support function is operating within a specified time from the first report.

[0021] According to the above aspects (1) to (15), more appropriate reports can be made to the passengers according to the vehicle conditions. BRIEF DESCRIPTION OF THE DRAWINGS

[0022] Figure 1 1 is a configuration diagram of a host vehicle M equipped with the vehicle control device according to the embodiment.

[0023] Figure 2 It is a diagram for explaining the content of vehicle control related to contact avoidance.

[0024] Figure 3 This is a diagram for explaining the content of attention calling control.

[0025] Figure 4 It is a diagram for explaining the content of contact warning alarm control.

[0026] Figure 5 It is a diagram for explaining the content of the automatic steering avoidance control.

[0027] Figure 6 This is a diagram for explaining steering control after a steering trigger by a driver.

[0028] Figure 7 This is a diagram for explaining the conditions of the speed of the host vehicle at which control is started for each operation period.

[0029] Figure 8 This is a diagram for explaining the content of the report control according to the embodiment.

[0030] Fig. 9 This is a flowchart showing an example of driving control executed by the driving support device.

[0031] Fig.10 This is a flowchart showing an example of a reporting process performed in conjunction with execution of the vehicle control according to the embodiment. DETAILED DESCRIPTION

[0032] 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.

[0033] [Overall structure]

[0034] Figure 1 1 is a structural diagram of a vehicle M equipped with a vehicle control device according to an embodiment. The vehicle M is, for example, a two-wheel, three-wheel, or four-wheel vehicle, and its driving source is an internal combustion engine such as a diesel engine or a gasoline engine, an electric motor, or a combination thereof. The electric motor operates using power generated by a generator connected to the internal combustion engine, or power discharged from a secondary battery or a fuel cell.

[0035] 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”.

[0036] 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 shooting the front, 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 shoots the surroundings of the vehicle M. The camera 10 may also be a stereo camera.

[0037] 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.

[0038] LIDAR14 irradiates light (or electromagnetic waves with a wavelength close to light) to the periphery of the vehicle M and measures scattered light. LIDAR14 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. LIDAR14 is installed at any part of the vehicle M.

[0039] 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".

[0040] 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.

[0041] 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 may be, for example, a multi-information display (MID) arranged in the central part of the dashboard of the vehicle M, an instrument display arranged in the front part of the driver's seat of the dashboard, or a head-up display (HUD). The display unit 32 may also be arranged in multiple locations. The display unit 32 displays, for example, a speedometer (speed meter) indicating the driving speed of the vehicle M or a rotation speed meter (tachometer) indicating the rotation speed (rotation speed) of the internal combustion engine of the vehicle M, information (images, videos) related to various driving assistance performed by the vehicle M, and other information in the vehicle M. The display unit 32 may also be configured 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 may be a microphone, a buzzer, a vibration generating device (vibrator), a touch panel, a switch, a key, or the like in addition to (or instead of) the display unit 32 and the speaker 34 .

[0042] The vehicle sensor 40 includes a vehicle speed sensor for detecting the speed of the vehicle M, an acceleration sensor for detecting acceleration, a yaw rate sensor for detecting yaw rate (for example, the rotational angular velocity around the vertical axis passing through the center of gravity of the vehicle M), an azimuth sensor for detecting the orientation of the vehicle M, 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.

[0043] 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.

[0044] 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 point 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, the position of the shoulder, 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 .

[0045] 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 can capture the head and upper body (including the position of the hands) of at least the driver (hereinafter referred to as the driver) sitting in the driver's seat of the vehicle M among the passengers of the vehicle M from the front (the orientation for capturing the face). For example, the driver monitoring camera 70 is installed, for example, on the upper part of a display device provided in the center of the dashboard of the vehicle M. The driver monitoring camera 70 outputs the image captured from the configured position of the interior of the vehicle including the driver of the vehicle M to the driving support device 100.

[0046] 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.

[0047] For example, a steering wheel sensor (SW sensor) 82A is provided on the steering wheel 82. The SW sensor 82A detects whether the driver is holding the steering wheel 82. The so-called "holding" may include not only the state in which the driver holds the steering wheel 82 with his hands but also the state in which the hands are in contact with the steering wheel 82. The SW sensor 82A detects the amount of operation (steering torque, steering amount) of the steering wheel 82 by the driver. The steering wheel 82 does not necessarily have to be annular, but may also be in the form of a special-shaped steering wheel, a joystick, a button, or the like. In this case, the SW sensor 82A detects the amount of operation corresponding to each form.

[0048] 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.

[0049] 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.

[0050] 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 causes the hydraulic cylinder to generate hydraulic pressure, 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.

[0051] 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.

[0052] [Driving support device]

[0053] The driving support device 100 includes, for example, a recognition unit 110, a driving state detection unit 120, a contact possibility determination unit 130, a control unit 140, an HMI control unit 150, and a storage unit 160. The recognition unit 110, the driving state detection unit 120, the contact possibility determination unit 130, the control unit 140, and the HMI control unit 150 are implemented by, for example, a hardware processor such as a CPU (Central Processing Unit) executing a program (software). Some or all of these components may be implemented by hardware (including a circuit unit: circuitry) such as an LSI (Large Scale Integration), an ASIC (Application Specific Integrated Circuit), an FPGA (Field-Programmable Gate Array), and a GPU (Graphics Processing Unit), or may be implemented by the coordinated cooperation of software and hardware. The program may be stored in advance in a storage device such as an HDD or flash memory of the driving support device 100 (a storage device having a non-transitory storage medium), or may be stored in a removable storage medium such as a DVD or CD-ROM, and installed in the HDD or flash memory of the driving support device 100 by attaching the storage medium (non-transitory storage medium) to a drive device. The HMI 30 and the HMI control unit 150 are examples of a “report unit”.

[0054] 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.

[0055] The storage unit 160 may also 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 programs, other various information, etc. The storage unit 160 may also store the above-mentioned map information (first map information 54, second map information 62).

[0056] The recognition unit 110 recognizes the surrounding conditions of the vehicle M based on the information input from the external detection device. For example, the recognition unit 110 recognizes the position, speed, acceleration and other states of objects existing in the surroundings (for example, within a specified distance from the vehicle M). Objects are, for example, other vehicles, bicycles, pedestrians, etc. The position of the object is, for example, recognized as a position on an absolute coordinate with a representative point (center of gravity, drive shaft center, etc.) of the vehicle M as the origin, and is used for control. The position of the object can also be represented by representative points such as the center of gravity and corners of the object, or by an area. The so-called "state" of an object can also include the acceleration, jerk, or "action state" of the object (for example, whether a lane change is in progress or about to be made). The recognition unit 110 recognizes the relative position and relative speed with respect to the object.

[0057] 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.

[0058] 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.

[0059] The driving state detection unit 120 detects a predetermined driving state of the driver of the vehicle M. The predetermined driving state is, for example, a careless driving state. Careless driving refers to a state in which the driving operation of the vehicle M is slow (or not operated) due to, for example, a decrease in the driver's attention. For example, the driving state detection unit 120 detects that the driver is in a careless driving state when the state in which the steering operation of the steering wheel 82 by the driver is less than a threshold value continues for a predetermined time or more based on the detection result of the SW sensor 82A. The driving state detection unit 120 may also detect that the driver is in a careless driving state when the change in the opening amount of the accelerator pedal 84 and the brake pedal 86 is less than a threshold value continues for a predetermined time or more based on the detection results of the AP sensor 84A and the BP sensor 86A. The above-mentioned predetermined time may also be variably set according to, for example, the speed of the vehicle M, the margin until the vehicle M contacts an obstacle (for example, another vehicle), etc. In this way, a more appropriate careless driving judgment can be made based on the speed of the vehicle M and the positional relationship between the vehicle M and the obstacle. The prescribed time may also be a fixed time.

[0060] The driving state detection unit 120 may also detect that the driver is in a careless driving state when it is determined that the driver's state detected based on the analysis result of the image captured by the driver monitoring camera 70 is not a state suitable for driving. The state not suitable for driving refers to, for example, a situation where the driver does not monitor the surroundings (especially, the front) of the host vehicle M due to looking to the side, or a situation where it is predicted that the concentration is reduced based on the facial expression (sleepy face, painful face), etc. In addition to the driver being in a careless state, the driving state detection unit 120 may also detect that the driver is in a state that cannot drive when it is detected based on the analysis result of the image captured by the driver monitoring camera 70 that the driver's consciousness is absent (no action is performed for more than a predetermined time), etc.

[0061] The driving state detection unit 120 may also detect the content of the driving operation (hereinafter referred to as the driver operation) performed by the driver of the vehicle M. For example, the driving state detection unit 120 may detect the steering amount (torque amount of the steering torque) of the driver based on the detection result of the SW sensor 82A, may detect the operation (opening degree) of the accelerator pedal 84 based on the detection result of the AP sensor 84A, or may detect the operation (opening degree) of the brake pedal 86 based on the BP sensor 86A.

[0062] The contact possibility determination unit 130 identifies whether there is a possibility of an obstacle (e.g., another vehicle) contacting the vehicle M based on the surrounding conditions (external information) identified by the identification unit 110. For example, the contact possibility determination unit 130 determines whether there is a possibility of contact between the vehicle M and 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 an index value indicating the margin, such as 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 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 margin (in other words, the longer the contact margin time, the greater the margin). For example, the contact possibility determination unit 130 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.

[0063] The control unit 140 performs driving control for controlling one or both of the steering and acceleration / deceleration of the host vehicle M based on at least one of the recognition result of the recognition unit 110, the detection result of the driving state detection unit 120, and the determination result of the contact possibility determination unit 130. For example, when there is an obstacle in front of the host vehicle M based on the recognition result recognized by the recognition unit 110 and the driver is in a careless driving state, driving control corresponding to the obstacle is performed. The driving control corresponding to the obstacle includes, for example, driving control for urging the driver to pay attention to the obstacle, driving control for avoiding contact with the obstacle, and the like.

[0064] The control unit 140 includes, for example, a brake control unit 142 and a steering control unit 144. When the brake control unit 142 determines that there is an obstacle in front of the vehicle M based on the recognition result of the recognition unit 110, it performs at least a deceleration control of the vehicle M based on the target deceleration of the vehicle M. The brake control unit 142 performs the brake control of the vehicle M based on the driver's operation or regardless of the driver's operation. For example, the brake control unit 142 sets a deceleration state based on the contact margin value between the vehicle M and the obstacle, and performs a deceleration control based on the set deceleration state. The brake control unit 142 includes, for example, a slow deceleration control unit 142A and a contact avoidance brake control unit 142B.

[0065] 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 attention-calling control for urging the driver to pay attention to the approach of other vehicles by means of vehicle behavior such as deceleration, and is different from contact avoidance braking control for avoiding contact with an obstacle by braking (however, there may be a case where the result is to avoid contact with an obstacle). For example, when it is determined that there is an obstacle in front of the vehicle M and the contact margin value satisfies the operating conditions of the slow deceleration control, the slow deceleration control unit 142A derives the target deceleration of the vehicle M, and decelerates the vehicle M in a manner close to the derived target deceleration without depending on the driver's operation. The slow deceleration control may be performed, for example, when the driving state detection unit 120 detects that the driver is driving carelessly, and may not be performed when the driver is not driving carelessly.

[0066] The slow deceleration control unit 142A may also stop the slow deceleration control when the driving state detection unit 120 detects an accelerator operation (operation of the accelerator pedal 84) of a predetermined value (e.g., a predetermined amount) or more by the driver during the slow deceleration control. In this way, the intention of the driver can be determined by the accelerator operation, thereby performing a more appropriate override (switching to manual driving by the driver) control for the slow deceleration control.

[0067] 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 (sudden 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.

[0068] For example, the contact avoiding brake control unit 142B may execute an override control to stop the contact avoiding control when the driving state detection unit 120 detects an accelerator operation of the driver exceeding a predetermined value (eg, a predetermined amount) during the contact avoiding control.

[0069] The steering control unit 144 controls the steering of the vehicle M. The steering control unit 144 includes, for example, a centering steering control unit 144A and a contact avoidance steering control unit 144B. 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 when the recognition unit 110 determines that there is an obstacle in front of the vehicle M and the contact margin value satisfies the working conditions of the steering control. This steering control is not a control for avoiding contact with an obstacle, but a control for urging the driver to be aware of the obstacle in front by the vehicle behavior of moving laterally near the center (however, there may be a situation where the result is contact with the obstacle to be avoided). Through this steering control, the driver can be aware of the obstacle in front early, which can help driving for avoiding contact. The centering steering control can also be performed when the driving state detection unit 120 detects that the driver is driving carelessly, and is not performed when the driver is not driving carelessly. The above-mentioned slow deceleration control and centering steering control may be executed separately or simultaneously at the same time (for example, during the attention calling control phase).

[0070] For example, the centering steering control unit 144A may execute an override control to terminate the centering steering control when the driving state detection unit 120 detects a steering operation (operation of the steering wheel 82 ) of the driver exceeding a specified value (e.g., a specified amount) during the centering steering control.

[0071] The contact avoidance steering control unit 144B performs a second 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 control to move in a direction that does not contact the obstacle within the same lane without departing from the same lane, without relying on the steering operation of the driver. The contact avoidance steering control unit 144B may also perform a steering control of the vehicle M in such a way that the behavior of the vehicle M after the avoidance operation is stabilized, after the vehicle M has performed an avoidance operation with an obstacle across a dividing line that divides the driving lanes through the steering operation of the driver. The steering control performed by the contact avoidance steering control unit 144B may, for example, be performed after the centering steering control, or may be performed when the contact margin value satisfies the working conditions of the contact avoidance steering control.

[0072] For example, the avoiding contact steering control unit 144B may execute an override control to stop the avoiding contact steering control when the driving state detection unit 120 detects a steering operation of the driver exceeding a predetermined value (eg, a predetermined amount) during the avoiding contact steering control.

[0073] The control unit 140 may also perform controls other than the above-mentioned driving control. For example, the control unit 140 performs off-road departure suppression control, driver abnormal parking control, etc. Off-road departure suppression control refers to, for example, a control for notifying the driver and urging attention by vibrating the steering wheel 82, displaying an alarm image by the display unit 32, etc., when there is a possibility of departure from the dividing line that divides the driving lane of the host vehicle M recognized by the recognition unit 110. Driver abnormal parking control refers to, for example, a control for moving the host vehicle M to a predetermined position (for example, a safe position such as a nearby shoulder of the road) and parking the vehicle based on the recognition result recognized by the recognition unit 110, etc., when the driving state detection unit 120 detects that the driver is in a state of being unable to drive. Off-road departure suppression control and driver abnormal parking control can be performed, for example, when it is detected that the driver is in a careless state. The control unit 140 may also perform LKAS (Lane Keeping Assistance System) control (lane keeping control). The LKAS control supports the driver's steering operation by controlling the steering device 220 so as to prevent the host vehicle M from deviating from the driving lane, for example, based on the recognition result of the recognition unit 110 .

[0074] The HMI control unit 150 provides (notifies) information to passengers including the driver by causing the HMI 30 to output prescribed information. The prescribed information includes, for example, information related to the state of the vehicle M, information related to driving control, and other information related to the travel of the vehicle M. The information related to the state of the vehicle M includes, for example, the speed of the vehicle M, the engine speed, the gear position, and the like. The information related to driving control includes, for example, the type of driving control being executed (for example, slow deceleration, centering steering control, contact avoidance braking control, contact avoidance steering control), the reason for driving control, the status of driving control, and the like. The information related to driving control may include information related to calling the attention of the driver and alarming (for example, the first report and the second report described later). 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 travel control of the vehicle M, such as television programs and items stored in storage media such as DVDs (for example, movies).

[0075] For example, the HMI control unit 150 may generate an image including the above-mentioned prescribed information and display the generated image on the display unit 32 of the HMI 30, or may generate a sound indicating prescribed information and output the generated sound from the speaker 34 of the HMI 30. The timing of outputting the sound is, for example, the timing of starting or stopping the driving control, when a message is received, the timing of switching the displayed image, the timing of the host vehicle M becoming a prescribed state, etc. The HMI control unit 150 may also output the information received by the HMI 30 to the control unit 140, etc.

[0076] [About vehicle control]

[0077] Next, the details of vehicle control including driving control performed by the control unit 140 and notification control performed by the HMI control unit 150 will be described. Figure 2 FIG. 2 is a diagram for explaining the content of vehicle control related to avoiding contact. Figure 2 In the example of , the processing by the recognition unit 110, the driving state detection unit 120, and the contact possibility determination unit 130 is continuously executed. Figure 2 In the example, time T1 is the earliest, and time T2, T3, T4, and T5 are later in sequence.

[0078] First, in Figure 2After the time T1, the contact possibility determination unit 130 determines that there is a possibility of contact between the vehicle M and the obstacle. When it is determined that there is a possibility of contact, the control unit 140 performs attention calling control ((1) in the figure) for urging the driver to pay attention to the surroundings (especially the direction of travel) based on the contact margin time TTC and the detection result of the driving state detection unit 120. This attention calling control is an example of the "first driving control".

[0079] Figure 3 2 is a diagram for explaining the content of attention-calling control. Figure 3 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 3 In the example of FIG. 1 , the host vehicle M is traveling at a speed VM in the lane L1, and another vehicle (preceding vehicle) m1 is traveling at a speed Vm1 in the lane L1 in front of the host vehicle M. In the following description, it is assumed that the other vehicle m1 is an obstacle.

[0080] exist Figure 3 In the example of , the control unit 140 performs attention calling control at the time T2 when the contact margin time TTC (contact margin value) obtained based on the relative position and relative speed between the host vehicle M and the other vehicle m1 is less than the first specified value (first specified time), and the driver is detected to be driving carelessly. The time T2 is, for example, a value set between about 3 and 4 [seconds] of the contact margin time TTC, but can be variably set based on the relative speed, relative position, road shape, etc.

[0081] The attention-calling control includes at least one of the slow-down control performed by the slow-down control unit 142A and the center-steering control performed by the center-steering control unit 144A. Figure 3 In the example, both the slow deceleration control and the centering control are performed. The slow deceleration control performed in the attention-calling control is the 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), it is also possible that the slow deceleration control unit 142A initially performs the slow deceleration control at a first deceleration level (for example, 0.05 [G] of longitudinal G), and then performs 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 controlling in such a manner that the deceleration level is increased in stages, the load on the driver at the beginning of the execution of the slow deceleration control can be reduced, and the driver can be prevented from being surprised during the slow deceleration control.

[0082] In the attention-calling control, the centering steering control unit 144A performs centering steering control to steer the host vehicle M toward the center of the driving lane (lane L1). In the centering steering control, a lateral load (lateral G) is applied to the driver by changing the behavior of the host vehicle M in the lateral direction (the width direction of the driving lane, the Y-axis direction in the figure). This lateral G can make the driver aware of obstacles ahead and can help avoid contact with obstacles. By moving toward the center of the lane, it is possible to suppress the situation where the driver immediately leaves the driving lane due to the steering operation after the centering steering control. Figure 3 In the example of FIG. 1 , the control unit 140 generates a future target trajectory K1 of the host vehicle M corresponding to the slow deceleration and center steering control, and controls the steering and speed of the host vehicle M so as to travel along the target trajectory K1 .

[0083] The centering steering control may not be executed, for example, when at least one of the dividing lines LN1 and LN2 of the driving lane (lane L1) is not recognized by the recognition unit 110, the host vehicle M is already traveling in the center of the lane L1, and the other vehicle m1 is located closer to the center of the lane L1 than the host vehicle M. In this case, only the slow deceleration control is executed in the attention calling control.

[0084] During the attention calling control at time T2 (first driving control), the EMI control unit 150 generates an image indicating that the attention calling control (slow deceleration, centering steering control) is performed on the driver and / or an image urging attention calling as a first report, and displays the generated image IM10 on the display unit 32 to report to the driver. The content and type of the image IM10 are not limited to Figure 3 For example. The EMI control unit 150 may also generate an image indicating the reason for the attention-calling control (e.g., "there is a possibility of contact with the vehicle ahead") and display the image on the display unit 32. In this way, the approach to the obstacle can be communicated to the driver through the first report to urge attention-calling, and the driver can be urged to perform an early evasive operation. In the first report, there is a certain degree of contact margin value, which is a state in which the possibility of contact between the vehicle M and the other vehicle m1 is not high, so no sound output is performed. In this way, it is possible to make an attention-calling report in advance while reducing the driver's annoyance due to excessive reports to the driver.

[0085] return Figure 2, when the contact margin time TTC (contact margin value) becomes less than the second specified value (second specified time) at time T3 even when the above-mentioned attention call control is performed and the driver does not call attention to the surroundings (or override control), and when it is detected that the driver is driving carelessly, contact attention warning control ((2) in the figure) is performed. This contact attention warning control is an example of "second driving control". Time T3 is, for example, the time when the contact margin time TTC becomes about 2 [seconds]. That is, the second specified time is a time shorter than the first specified time.

[0086] Figure 4 FIG. 2 is a diagram for explaining the content of the contact warning alarm control. Figure 4 In the figure, it is shown that Figure 3 The situation shown is a scene in which the contact margin time TTC becomes 2 [seconds] in the absence of driver operation (a state in which the vehicle M is closer to the other vehicle m1 than when the attention calling control is performed). In the contact attention alarm control stage, the slow deceleration control unit 142A sets a target deceleration (a second target deceleration), generates a target track K2 for performing a slow deceleration control corresponding to the set second target deceleration, and controls the vehicle M in a manner in which it travels along the generated target track K2. The slow deceleration control performed by the contact attention alarm control is a control in the second deceleration state. In the second deceleration state, the slow deceleration control unit 142A sets the target deceleration (the second target deceleration) in a manner in which a load (longitudinal G) greater than the first upper limit deceleration is applied to the driver in the travel direction (longitudinal direction) at a second upper limit deceleration (approximately 0.2 [G]). As a result, the driver can be more clearly aware that the vehicle M is approaching the other vehicle m1. In this way, by performing the deceleration control while increasing the deceleration as necessary, it is possible to create more time for the driver to be aware of the other vehicle m1, and the driver can drive with a margin to avoid contact with the other vehicle m1.

[0087] During the contact warning control, the centering steering control performed by the centering steering control unit 144A as described above may be performed in addition to (or in place of) the slowing down control. During the contact warning control at time T3 (second driving control), the HMI control unit 150 generates, as a second report, an image indicating that the contact warning control is performed on the driver, an image urging attention to be aroused, an image indicating the reason for the operation of the contact warning control, and the like, and displays the generated image IM20 on the display unit 32 to report to the driver. The image IM20 may also be an image that emphasizes the display of the image IM10. The so-called emphasized image includes, for example, enlarging the image, flashing the image, changing the color of the image to an emphasized color, switching from a still image to a dynamic image (animated image), and the like. The emphasized display may include increasing the number of displayed images, displaying the image in a position that is easier to enter the driver's field of vision, and the like. In this case, the HMI control unit 150 may also display the MID instead of the instrument display, or display both the MID and the HUD. The HMI control unit 150 may also cause the speaker 34 to output a prescribed sound (alarm) in addition to the image display. That is, the second report is a report with a higher report level (an upgraded report level) than the first report. Thus, the driver can be more clearly informed of the high possibility of contact with the other vehicle ml and urged to avoid the contact.

[0088] return Figure 2 After the contact warning control is executed, at time T4 when it is determined that the vehicle M can automatically avoid the vehicle in the driving lane, the steering control unit 144 executes the automatic steering avoidance control ( Figure 2 (3) shown in FIG. 1 ). Automatic steering avoidance control is an example of the “third driving control”.

[0089] Figure 5 FIG. 2 is a diagram for explaining the content of the automatic steering avoidance control. Figure 5 In the example, for example, it is control in the case where no driving operation is performed by the driver after the contact attention alarm control is performed. In this case, the contact avoidance steering control unit 144B identifies the area of ​​the driving lane and the position of the other vehicle m1 and performs steering control to avoid contact. For example, when there is an avoidance space in the driving lane to avoid contact with other vehicles ml, the contact avoidance steering control unit 144B generates a target track K3 for traveling in the avoidance space, and performs steering control (speed control is performed as needed) in a manner in which the vehicle M travels along the generated target track K3. The contact avoidance steering control unit 144B may also perform acceleration and deceleration control in addition to steering control. Thus, in a case where steering avoidance is possible in the own lane with high safety, automatic steering control is performed, thereby enabling more appropriate vehicle control.

[0090] During the automatic steering avoidance control at time T4 (third driving control unit), the HMI control unit 150 may continue to execute the second report described above, or may execute a report (third report) with a greater degree of reporting than the second report. At this time, the avoidance contact braking control unit 142B may also execute the CMBS control in parallel. When the CMBS control is executed, the automatic steering avoidance control described above and the avoidance contact steering control described later may not be executed.

[0091] return Figure 2 At time T5 when the driver operates the steering wheel 82 (driver steering trigger is detected) and performs a steering operation in the direction of avoiding the other vehicle ml, the avoiding contact steering control unit 144B performs the avoiding contact steering control ( ) in a manner to avoid further departure from the adjacent lane (lane L2) adjacent to the driving lane (lane L1). Figure 2 (4)). The contact avoidance steering control is an example of the "fourth driving control". The contact avoidance steering control may be executed after the automatic steering avoidance control or after the contact warning control.

[0092] Figure 6 is a diagram for explaining the steering control after the driver's steering trigger. Figure 6 In the example, when there is no space on the lane L1 to avoid contact with another vehicle m1 of the vehicle M, and when a driver's steering trigger (a steering amount above a threshold value performed by the driver on the steering wheel 82) is detected, the contact avoidance steering control unit 144B performs steering control of the vehicle M in a manner that allows the vehicle M to move from the lane L1 to the adjacent lane L2 and avoids further separation from the adjacent lane L2. For example, a target trajectory K4 is generated for lane change to the lane L2, and steering assistance is performed in a manner that the position of the vehicle M approaches the target trajectory K4 through the steering operation performed by the driver. Thus, after an emergency avoidance steering is performed through the steering operation of the driver, more appropriate vehicle control can be achieved. During the contact avoidance steering control (during the fourth driving control), the HMI control unit 150 may continue to execute the above-mentioned second report, or may execute a report (fourth report) with a greater degree of reporting than the second report. The fourth report may also be a report that the driver can recognize as different from the third report.

[0093] The control unit 140 may also Figure 2 In the case where the driver performs a steering operation immediately after the attention-calling control shown in (1) (after the first driving control), or when the contact margin time TTC approaches the limit value without the driver performing careless driving, Figure 2 The control of (4) similarly performs the avoidance steering control (driver steering support control) in a manner to avoid further crossing the adjacent lane. Figure 2 In this case, the HMI control unit 150 may execute the second report or a report (fourth report) with a greater reporting level than the second report.

[0094] In each of the above-mentioned operation periods of the attention calling, contact warning alarm, automatic steering avoidance, and contact avoidance steering, a condition related to the speed of the host vehicle M may be added to the conditions for operating each control. Figure 7 This is a diagram for explaining the conditions of the speed of the vehicle M at which control is started for each operation period. For example, in the avoidance contact steering control in the automatic steering avoidance and avoidance contact steering (steering assistance), the speed VM of the vehicle M is 40 [km / h] or more, which is set as one of the conditions for starting the operation. 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 the contact warning alarm, it is controlled 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 the contact warning alarm, in the case of the accelerator operation (AP operation), it is controlled 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, it is controlled 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 careless driving in congestion, and the contact between the host vehicle M and other vehicles m1 can be avoided more safely.

[0095] [Report Control]

[0096] Next, the report control performed by the HMI control unit 150 for the various driving controls described above will be described in detail. For example, the HMI control unit 150 performs a first report when the first driving control (attention calling control) is performed, and performs a second report when the second driving control (contact attention warning control) is performed as described above. The HMI control unit 150 may also perform a second report when a specific driving assistance function operates within a specified time after the attention calling control (after the first driving control). The specific driving assistance function refers to, for example, the attention calling control (first driving control). In this case, the first driving control is the first attention calling control, and the specific driving assistance function is the second attention calling control.

[0097] Figure 8 This is a diagram for explaining the contents of the report control in the embodiment. Figure 8 In the example described above, the vehicle M is traveling at a speed VM in the lane L1 of the lanes L1 and L2 that can travel in the same direction, and the other vehicle ml is traveling at a speed Vm1 in front of the vehicle M in the same lane. Figure 8 In the example of , time T11 is earlier than time T12.

[0098] For example, when the driver is in a careless driving state and the contact margin time TTC is less than the first prescribed time, the control unit 140 performs a slow deceleration control and a centering control as the first attention calling control, and performs a first report by the HMI control unit 150. At time T12 within the processing time from the time when the attention calling control is performed (for example, time T11), when the contact margin time TTC is further less than the first prescribed time, the control unit 140 activates the second attention calling control and performs the slow deceleration control and the centering control. The prescribed time mentioned above may be a fixed time (for example, about 180 [seconds]), or a variable time corresponding to the speed VM of the vehicle M, the road conditions, etc. When the HMI control unit 150 activates the second attention calling control within the prescribed time, the reporting level is changed from the first report to the second report.

[0099] For example, the HMI control unit 150 Figure 8 As shown in the figure, as the second report, the same image IM10 as the first report is displayed, and a sound (prescribed alarm sound) for urging attention is output. The HMI control unit 150 may also generate an image IM20 that is displayed more emphasized than the image IM10 as the second report, and display the image IM20 on the display unit 32. In this way, in the first attention calling control, only the image IM10 is displayed, and when the attention calling control is operated twice within the prescribed time, the degree of the report is increased by adding a sound output or the like. When the second attention calling control is executed, it is also obvious that the driver is in a careless driving state, so by increasing the degree of the report, the driver's attention can be called more effectively.

[0100] In the embodiment, as a condition for performing the above-mentioned report control (the second report in the second attention-calling control within the specified time), the condition that the attention-calling control includes at least steering control (in the above-mentioned example, centering control) can also be used as a condition. That is, the HMI control unit 150 may not increase the report degree when the centering control is not performed but only the slow deceleration control is performed in the second attention-calling control within the specified time. For example, when the dividing line of the driving lane of the vehicle M cannot be seen by the recognition unit 110, the control unit 140 does not perform the centering control but only the slow deceleration control. In such a case, the HMI control unit 150 does not change the report content even if the working conditions of the second attention-calling control within the specified time are met, but performs the first report on the slow deceleration control. In this way, the object of the driving control for changing the report degree is set to only the steering control, thereby suppressing the report control from working beyond the necessary limit and reducing the situation that the driver feels bored. Compared with executing deceleration control, when steering control is executed, the condition of the vehicle M after execution (the lateral position of the vehicle M on the lane, and the positional relationship with surrounding vehicles) changes. Therefore, by increasing the reporting level during the second steering control, the driver can grasp the changed condition of the vehicle earlier.

[0101] The specific driving support function may be, for example, a run-off prevention control instead of (or in addition to) the attention-calling control. The run-off prevention control is a control (including the control of the steering control) executed when the driver is in a careless driving state. Therefore, when the run-off prevention control is executed within a predetermined time from the execution of the first driving control, the first report is switched to the second report, thereby making it possible to make a more appropriate report to the driver in a careless driving state.

[0102] The specific driving support function may be a driver abnormal stop control instead of (or in addition to) the attention call control and the off-road departure suppression control. The driver abnormal stop control is a control (including the control of the steering control) executed when the driver is in a careless state and further when the driver is in a state of being unable to drive. Therefore, when the driver abnormal stop control is executed within a predetermined time from the execution of the first driving control, the first report is changed to the second report, thereby making it possible to make a more appropriate report to the driver. In this way, the report control can be performed according to various patterns of careless driving states, so that a more appropriate report can be made to the driver according to the condition of the host vehicle M.

[0103] For example, the HMI control unit 150 may not increase the degree of notification even if a specific driving support function is activated within a predetermined time from the execution of the first driving control when the override control is executed during the first driving control. The override control is executed by the driver performing a driving operation (a predetermined operation on the driving operation element 80), so it is known that the driver is not in a careless driving state. Therefore, the HMI control unit 150 does not increase the degree of notification when the override control is executed, thereby reducing the possibility that the driver will be annoyed by the notification.

[0104] During the driver's operation, the HMI control unit 150 may not change the report level related to the second report within the specified time, regardless of whether there are other driving operations (accelerator operation, brake operation) when the override control is performed by the steering operation of the steering wheel 82. The HMI control unit 150 may also set the situation of holding the steering wheel 82 as a condition for not changing the report level when the override control is performed by the accelerator operation or the brake operation. In this way, by detecting the situation that the override control is performed by the steering operation for the driving control, it is possible to accurately detect that the careless driving state is eliminated (the situation of returning to normal manual driving). Even if the override control is performed by the driving operation related to the speed of the vehicle M (accelerator operation, brake operation), the situation of holding the steering wheel 82 is added to the detection, thereby It is possible to accurately detect that the careless driving state is eliminated (the situation of returning to normal manual driving).

[0105] The control unit 140 may also control the on / off of the driving control according to the change control of the reporting degree performed by the HMI control unit 150. For example, the control unit 140 does not perform driving control (e.g., centering steering control) based on a specific driving support function when the reporting degree is changed from the first reporting to the second reporting by the HMI control unit 150. For example, by increasing the reporting degree through the second reporting within a predetermined time, it is possible to suppress the excessive attention call to the driver due to the change in the behavior of the host vehicle M, such as centering control and slow deceleration.

[0106] The control unit 140 may also not perform subsequent attention calling control (off control) until a predetermined time has passed, when the reporting level is changed by the second attention calling control within a predetermined time. The second attention calling control increases the reporting level and notifies the driver, so that the subsequent (third and later) attention calling control is not performed and the driver is allowed to drive, thereby allowing the driver to monitor the surroundings and urge him to drive appropriately. The driver's excessive reliance on driving control can be suppressed.

[0107] The above-mentioned report control can also be applied when a specific driving support function is operated multiple times within a specified time. The HMI control unit 150 can also extend the report time based on the number of times the second report is performed within the specified time. In this case, the HMI control unit 150 can also extend the report time in stages according to the number of reports, or extend the fixed time after the second time. By extending the report time, the driver can be notified more effectively.

[0108] [Processing Flow]

[0109] Next, the processing executed by the driving support device 100 in the embodiment will be described. Among the processing executed by the driving support device 100 , the following description will focus mainly on the driving control processing based on the status of the host vehicle M and the reporting processing during driving control.

[0110] Fig. 9 1 is a flowchart showing an example of driving control performed by the driving support device 100. Fig. 9 In the example, the recognition unit 110 recognizes the surrounding conditions of the vehicle M (step S100). Next, the contact possibility determination unit 130 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 120 detects the driving state of the driver of the vehicle M (step S120) and determines whether the driver is in a careless driving state (step S130). In the case where it is determined to be a careless driving state, the 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 control unit 140 executes 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. Furthermore, vehicle control may include reporting control.

[0111] Next, the 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 the prescribed driver operation is performed, the control unit 140 terminates the vehicle control being executed (step S170). Thus, the processing of this flowchart ends. If it is determined that it is not careless driving in the processing of step S130, if it is determined that the contact margin time TTC does not meet the working conditions of the braking control or the steering control in the processing of step S140, or if it is determined that the prescribed driver operation is not performed during the execution of the vehicle control in the processing of step S160, the processing of this flowchart ends.

[0112] Fig.10 FIG. 1 is a flowchart showing an example of a reporting process performed in conjunction with the execution of the vehicle control according to the embodiment. Fig.10 In the example of , an example of the processing of step S150 is shown. Fig.10 In the example, the control unit 140 determines whether to perform attention calling control (first driving control) (step S151). When it is determined that attention calling control is performed, the control unit 140 executes attention calling control (for example, slow deceleration control, centering control) (step S152). Next, the HMI control unit 150 performs a first report (step S153). Next, the HMI control unit 150 determines whether to execute a second attention calling control (an example of a specific driving assistance function) within a specified time from the above-mentioned first attention calling control (step S154). When it is determined that the second attention calling control is executed, the control unit 140 executes the second attention calling control (step S155). The HMI control unit 150 executes a second report with a greater degree of reporting than the first report (step S156).

[0113] In the process of step S151, if it is determined that it is not the attention calling control (in other words, it is any one of the contact attention warning control, the automatic steering avoidance control, and the contact avoidance steering control), the control unit 140 executes the target vehicle control (step S157). The HMI control unit 150 executes the second report (step S158). Thus, the process of this flowchart ends. In the process of step S154, if it is determined that the second attention calling control is not executed within the specified time, the process of this flowchart ends.

[0114] As described above, according to the embodiment, the driving support device 100 (an example of a vehicle control device) includes: a recognition unit 110 that recognizes the surrounding conditions of the host vehicle M; a driving state detection unit 120 that detects the driving state of the driver (driver) of the host vehicle M; a control unit 140 that performs driving control corresponding to the obstacle when there is an obstacle in front of the host vehicle M based on the recognition result recognized by the recognition unit 110 and the driver is in a careless driving state; and a reporting unit (HMI30, HMI control unit 150) that reports to the driver when the driving control is executed by the control unit 140, the reporting unit includes a first report reported when the first driving control is executed, and a second report reported when the second driving control is executed, the first driving control including the steering control, the second driving control being executed in a state where the host vehicle is close to the obstacle compared to the first driving control, and the reporting unit performs the second report when a specific driving support function is activated within a predetermined time from the first report, thereby making it possible to make a more appropriate report to the driver according to the vehicle condition.

[0115] Specifically, according to the embodiment, when a specific driving support function related to the inattentive driving state is operated within a specified time after the first report, it is obvious that the driver is inattentive, so the report level (report intensity) is changed (increased), thereby making it possible to more effectively notify the driver of the attention call, etc. According to the embodiment, the second operation of the same function and the operation of related functions (off-road departure suppression control, driver abnormal parking control, etc.) are also set as objects, thereby making it possible to more accurately determine the inattentive driving state. According to the embodiment, a part of the driving control (such as steering control) is set as an object, thereby making it possible to suppress the report level from becoming larger than necessary, thereby reducing the possibility of the driver being annoyed. According to the embodiment, by determining that the inattentive driving state returns to normal driving through the override control, it is possible to avoid increasing the report intensity beyond the necessary limit, thereby reducing the possibility of the driver being annoyed.

[0116] According to the embodiment, in the case of a clearly inattentive driving state, after the reporting degree is increased and the driving control is turned off until a certain time has passed, the driver can be prompted to check the surrounding conditions earlier and be urged to drive safely. According to the embodiment, the reporting time is lengthened according to the number of times a specific driving support function is operated within a prescribed time, so that the driver can be notified more effectively in the case of a clearly inattentive driving state.

[0117] The numerical values ​​shown in the above-mentioned embodiment are only examples and may be appropriately changed according to the vehicle type, road conditions, surrounding conditions, developer's settings, etc. of the host vehicle M. In the above-mentioned embodiment, at least one of the third driving control and the fourth driving control may be included in the second driving control from the perspective of driving control other than the first driving control.

[0118] The above-described embodiment can be expressed as follows.

[0119] A control device for a vehicle, wherein:

[0120] The vehicle control device comprises:

[0121] a storage medium storing computer-readable instructions; and

[0122] a processor connected to the storage medium,

[0123] The processor executes the computer-readable instructions to perform the following processing:

[0124] Identify the surrounding conditions of the vehicle;

[0125] detecting a driving state of a driver of the host vehicle;

[0126] When an obstacle exists in front of the host vehicle based on the result of recognizing the surrounding conditions and the driver is in a careless driving state, executing driving control corresponding to the obstacle; and

[0127] When the driving control is executed, reporting to the driver,

[0128] The report includes a first report reported when a first driving control is executed, and a second report reported when a second driving control is executed, the first driving control including a steering control, the second driving control being executed in a state where the host vehicle approaches the obstacle compared to the first driving control,

[0129] The second report is made when a specific driving support function is activated within a predetermined time from the first report.

[0130] 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 the surrounding conditions of the vehicle; a driving state detection unit for detecting a driving state of a driver of the host vehicle; a control unit that, when an obstacle exists in front of the host vehicle based on the recognition result of the recognition unit and the driver is in a careless driving state, executes driving control corresponding to the obstacle; and a reporting unit configured to report to the driver when the driving control is executed by the control unit, The report includes a first report reported when a first driving control is executed, and a second report reported when a second driving control is executed, the first driving control including a steering control, the second driving control being executed when the host vehicle approaches the obstacle compared to the first driving control, The reporting unit makes the second reporting when a specific driving support function is activated within a predetermined time from the first reporting.

2. The vehicle control device according to claim 1, wherein: The first report is a report performed by image display, The second report is a report made by image display and sound output.

3. The vehicle control device according to claim 1, wherein: The specific driving support function includes steering control for suppressing the host vehicle from going off a road.

4. The vehicle control device according to claim 1, wherein: The specific driving support function includes control for parking the host vehicle at a predetermined position when it is detected that the driver is not in a state where he can drive the host vehicle.

5. The vehicle control device according to claim 1, wherein: The specific driving support function includes steering control for causing the driver to recognize the presence of the obstacle when it is determined based on the recognition result of the recognition unit that an obstacle exists in front of the host vehicle and it is determined that the driver is careless.

6. The vehicle control device according to claim 1, wherein: The first driving control is a first steering control for urging a driver of the host vehicle to pay attention to the obstacle, and the specific driving support function is a second steering control for urging the driver to pay attention.

7. The vehicle control device according to claim 1, wherein: the control unit performs deceleration control for decelerating the host vehicle instead of performing the first driving control when the recognition unit cannot recognize the driving lane of the host vehicle; The reporting unit issues a report on the deceleration control.

8. The vehicle control device according to claim 1, wherein: When an override control for switching to manual driving is executed by a predetermined driving operation of the driver during execution of the first driving control, the reporting unit does not issue the second report even if a specific driving support function is activated within a predetermined time from the first driving control.

9. The vehicle control device according to claim 8, wherein: The predetermined driving operation of the driver is a steering operation of the host vehicle.

10. The vehicle control device according to claim 8, wherein: When the override control is executed by the driver's accelerator operation or brake operation, the reporting unit does not issue the second report even if a specific driving support function is activated within a predetermined time from the first driving control, provided that the driver holds the steering wheel.

11. The vehicle control device according to claim 1, wherein: The control unit does not execute driving control based on the specific driving support function when the reporting unit issues the second report within a predetermined time from the first report.

12. The vehicle control device according to claim 1, wherein: The control unit does not execute driving control for urging a driver of the host vehicle to pay attention to the obstacle until a predetermined time has elapsed, when the notification unit issues the second notification within a predetermined time from the first notification.

13. The vehicle control device according to claim 1, wherein: The reporting unit extends the reporting time based on the number of times the second reporting is performed within the prescribed time.

14. A vehicle control method, wherein: The vehicle control method enables the computer to perform the following processing: Identify the surrounding conditions of the vehicle; detecting a driving state of a driver of the host vehicle; When an obstacle exists in front of the host vehicle based on the result of recognizing the surrounding conditions and the driver is in a careless driving state, executing driving control corresponding to the obstacle; as well as When the driving control is executed, reporting to the driver, The report includes a first report reported when a first driving control is executed, and a second report reported when a second driving control is executed, the first driving control including a steering control, the second driving control being executed when the host vehicle approaches the obstacle compared to the first driving control, The second report is made when a specific driving support function is activated within a predetermined time from the first report.

15. A storage medium storing a program, wherein: The program causes the computer to perform the following processing: Identify the surrounding conditions of the vehicle; detecting a driving state of a driver of the host vehicle; When an obstacle exists in front of the host vehicle based on the result of recognizing the surrounding conditions and the driver is in a careless driving state, executing driving control corresponding to the obstacle; as well as When the driving control is executed, reporting to the driver, The report includes a first report reported when a first driving control is executed, and a second report reported when a second driving control is executed, the first driving control including a steering control, the second driving control being executed when the host vehicle approaches the obstacle compared to the first driving control, The second report is made when a specific driving support function is activated within a predetermined time from the first report.

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