Driving assistance control device and driving assistance control method for vehicle

Abstract

A driving assistance control device is provided with a controller (10) for executing, as driving assistance control, steering assistance control (lane maintenance control) for automatically changing the steering angle of a host vehicle (HV) and acceleration assistance control (following distance control) for automatically changing the acceleration of the host vehicle (HV), in accordance with the traveling situation of the host vehicle (HV). The controller is configured to be capable of accepting a setting operation input from a driver of the host vehicle, and is configured to change an intensity of steering assistance in the steering assistance control and an intensity of acceleration assistance in the acceleration assistance control in accordance with the accepted setting operation input.

Description

Technical Field

[0001] The present invention relates to a driving assistance control device for a vehicle, a driving assistance control method, and a storage medium storing a program for assisting a driver in driving a vehicle. Background Art

[0002] Conventionally, a driving assistance control device for a vehicle that performs various driving assistance controls has been known. Representative driving assistance controls include lane keeping control and following distance control. One of the existing devices is configured to be able to change a target driving line in lane keeping control and a target vehicle distance in following distance control according to a driver's preference (for example, refer to Patent Document 1). Prior Art Documents Patent Documents

[0003] Patent Document 1: Japanese Unexamined Patent Application Publication No. 2020-26154 Summary of the Invention

[0004] However, the above-described existing device cannot make driving sensations such as a steering feeling and / or an acceleration feeling in various driving assistance controls conform to a driver's preference.

[0005] The present invention has been made to solve the above problems. That is, one of the objects of the present invention is to provide a driving assistance control device for a vehicle, a driving assistance control method, and a storage medium storing a program that can make a driving sensation in driving assistance control conform to a driver's preference as much as possible.

[0006] One aspect of the driving assistance control device for a vehicle according to the present invention is a driving assistance control device for a vehicle including a controller that performs at least one of steering assistance control (LTA) for automatically changing a steering angle of the own vehicle and acceleration assistance control (ACC) for automatically changing an acceleration of the own vehicle as driving assistance control based on at least a driving state of the own vehicle (HV). The controller is further configured to be able to receive a setting operation input (70, 71) from a driver of the own vehicle, and is configured to change an intensity of steering assistance in the steering assistance control or change an intensity of acceleration assistance in the acceleration assistance control according to the received setting operation input ( Figure 3 , S420, S440, S550, S560, S620, S660, S670).

[0007] Therefore, the driving assistance control device of the above aspect can change a driving sensation in driving assistance control in accordance with a driver's preference.

[0008] In the above description, to facilitate understanding of the present invention, names and / or reference numerals used in the following embodiments are added in parentheses to the configuration of the invention corresponding to the embodiments. However, each component of the present invention is not limited to the embodiments defined by the above names and / or reference numerals. The present invention also relates to a driving assistance control method and a storage medium storing a program thereof. BRIEF DESCRIPTION OF THE DRAWINGS

[0009] Figure 1 is a schematic configuration diagram of a driving assistance control device according to an embodiment of the present invention. Figure 2 (A) is a diagram showing parameters used in lane keeping control, (B) and (C) are Figure 1 images displayed on the display panel shown in, (D) is a diagram showing the state of steering control in lane keeping control, (E) is Figure 1 images displayed on the display panel shown in, (F) is a diagram showing the state of acceleration assistance control in following distance control. Figure 3 is by Figure 1 a routine executed by the CPU of the driving assistance ECU shown in. Figure 4 is by Figure 1 a routine executed by the CPU of the driving assistance ECU shown in. Figure 5 is by Figure 1 a routine executed by the CPU of the driving assistance ECU shown in. Figure 6 is by Figure 1 a routine executed by the CPU of a modified example of the driving assistance ECU shown in. DETAILED DESCRIPTION OF THE EMBODIMENTS

[0010] The "driving assistance control device DS for a vehicle (hereinafter referred to as the "device DS")" according to an embodiment of the present invention includes Figure 1 the components shown in, and is applied (mounted) to the present vehicle HV. The present vehicle HV can be any one of a vehicle powered by an internal combustion engine, a vehicle powered by an electric motor (i.e., an electric vehicle), and a hybrid vehicle.

[0011] In this specification, "ECU" is an electronic control device including a microcomputer having a CPU (processor), ROM, RAM, a non-volatile memory capable of writing data, and an interface. The ECU is also referred to as a control unit, a controller, or a computer. Figure 1The multiple ECUs shown are connected via CAN (Controller Area Network) so as to be able to exchange information with each other. Some or all of these multiple ECUs may also be integrated into one ECU.

[0012] The driving assistance ECU 10 executes "lane keeping control (lane trace assist: LTA) and following distance control (adaptive cruise control: ACC)" and the like which are the driving assistance controls described later. The functions of the driving assistance ECU 10 may also be implemented by multiple ECUs. The driving assistance ECU 10 is connected to Figure 1 the following components (camera, sensors, switches, and devices) shown, and exchanges information or signals with them.

[0013] The camera device 20 includes a camera 21 and an image ECU 22. The camera 21 captures the scene in front of the vehicle HV at regular intervals and obtains image data. The image ECU 22 identifies (detects) the "left boundary line LL and right boundary line RL" of the lane in which the vehicle HV is traveling, that is, the own lane, based on the image data from the camera 21. In addition, the boundary lines of the lane are usually lane dividing lines (lane markings), for example, white lines and yellow lines. The image ECU 22 obtains the following "target travel line TL, road curvature CL, lateral deviation DL, yaw angle deviation θL, etc. (refer to Figure 2 (A))" based on the image data. Further, the image ECU 22 generates camera target object information based on the image data. The camera target object information includes the "position (longitudinal position and lateral position) and type" of the target object existing in front of the vehicle HV.

[0014] The radar device 30 is a known device that uses millimeter-wave band radio waves to obtain information related to the target objects existing in front of the vehicle HV, and includes a radar 31 and a radar ECU 32. The radar 31 transmits millimeter waves within a specified detection range at regular intervals and receives the millimeter waves reflected by the target objects. The radar 31 sends the information related to the transmitted and received millimeter waves to the radar ECU 32. The radar ECU 32 obtains radar target object information based on the information from the radar 31 and sends the radar target object information to the driving assistance ECU 10. The radar target object information includes the distance to the target object, the azimuth of the target object, and the relative speed of the target object.

[0015] In addition, the driving assistance ECU 10 generates fused target object information by integrating the camera target object information and the radar target object information.

[0016] The powertrain ECU 40 drives the powertrain actuator 41 based on an instruction from the driving assistance ECU 10 or an operation by the driver on an accelerator pedal (not shown), thereby adjusting the driving force generated by the drive device of the vehicle HV and controlling the acceleration of the vehicle HV.

[0017] The brake ECU 50 drives the brake actuator 51 based on an instruction from the driving assistance ECU 10 or an operation by the driver on a brake pedal (not shown), thereby adjusting the braking force generated by the braking device of the vehicle HV and controlling the deceleration of the vehicle HV.

[0018] The steering ECU 60 drives the steering motor 61 based on an instruction from the driving assistance ECU 10 or an operation by the driver on a steering wheel (not shown), thereby controlling the steering device of the vehicle HV and changing the steering assistance force and the steering angle (rudder angle) of the vehicle HV.

[0019] The setting input device 70 is connected to a "display panel 71 with touch button function" provided at a position where the driver can operate. By touching the display panel 71, the driver can change the "LTA control level and ACC acceleration level" (refer to Figure 2 (B) to (F)) according to their own preferences.

[0020] The driving assistance ECU 10 inputs the detection values (output values) of the following sensors. · An accelerator pedal operation amount sensor 81 that detects the accelerator pedal operation amount AP of the vehicle HV. · A brake pedal operation amount sensor 82 that detects the brake pedal operation amount BP of the vehicle HV. · A vehicle speed sensor 83 that detects the speed of the vehicle HV (i.e., the vehicle speed Vh of the vehicle). · A longitudinal acceleration sensor 84 that detects the longitudinal acceleration (front - rear acceleration) Gx of the vehicle HV in the front - rear direction. · A lateral acceleration sensor 85 that detects the lateral acceleration (lateral acceleration) Gy of the vehicle HV in the vehicle width direction. · A steering angle sensor 86 that detects the steering angle θ of the steering wheel of the vehicle HV. In addition, the driving assistance ECU 10 is also connected to "other sensors" including a yaw rate sensor and a steering torque sensor, etc.

[0021] (Summary of operations) The device DS performs, as driving assistance controls, lane - keeping control which is one of the steering assistance controls for automatically changing the steering angle of the vehicle HV, and following - distance control which is one of the acceleration assistance controls for automatically changing the acceleration of the vehicle HV, according to the driving condition of the vehicle HV.

[0022] The device DS can change the "strength of the steering feeling (steering assist force) (intensity of steering assist)" in the lane keeping control and the "acceleration of the own vehicle HV (intensity of acceleration assist)" when accelerating the own vehicle HV to the target vehicle speed in the following distance control according to the driver's preference.

[0023] More specifically, by the driver of the own vehicle HV selecting one of the "buttons 111 to 114" included in the "screen 110 for selecting the control level of the lane keeping control (LTA) (refer to Figure 2 (C) of)", the device DS can change the "strength of the steering feeling" when returning the own vehicle HV to the target driving line TL in the lane keeping control.

[0024] For example, if the driver selects button 114 of LTA level 4, as shown in the left figure of Figure 2 (D), the device DS gently changes the steering angle of the own vehicle HV, and returns the own vehicle HV to the target driving line TL relatively slowly. If the driver selects button 111 of LTA level 1, as shown in the right figure of Figure 2 (D), the device DS greatly changes the steering angle of the own vehicle HV, and returns the own vehicle HV to the target driving line TL relatively sharply.

[0025] Furthermore, by the driver of the own vehicle HV selecting one of the "buttons 121 to 124" included in the "screen 120 for selecting the control level of the following distance control (ACC) (refer to Figure 2 (E))", the device DS can change the "acceleration of the own vehicle HV" when accelerating the own vehicle HV to the target vehicle speed when the preceding vehicle PV no longer exists in the following distance control.

[0026] For example, if the driver selects button 124 of ACC level 4, as shown in the left figure of Figure 2 (F), the device DS accelerates the own vehicle HV with a smaller acceleration. In contrast, if the driver selects button 121 of ACC level 1, as shown in the right figure of Figure 2 (F), the device DS accelerates the own vehicle HV with a larger acceleration.

[0027] (Specific operation) The CPU of the driving assistance ECU 10 executes the Figures 3 to 5 shown routine every predetermined time (operation cycle) dt. In addition, hereinafter, "step" will be denoted as "S".

[0028] <Change (setting) of lane keeping control level> When a specified time is reached, the CPU starts processing from Figure 3 at S300, enters S310, and determines whether a lane keeping control level setting operation has been performed through the display panel 71. More specifically, when the driver of the present vehicle HV touches the "LTA setting button 104" included in the "menu screen 100" shown in (B) of Figure 2 , the setting input device 70 displays the "LTA control level setting screen 110" shown in (C) of Figure 2 on the display panel 71.

[0029] The LTA control level setting screen 110 includes a button 111 for selecting LTA level 1 (strong), a button 112 for selecting LTA level 2 (medium), a button 113 for selecting LTA level 3 (weak), and a button 114 for selecting LTA level 4 (extremely weak). When the driver touches one of the buttons 111 - 114 (i.e., when one of these buttons is selected), the setting input device 70 notifies the driving assistance ECU 10 that a lane keeping control level setting operation has been performed. Additionally, in the initial state, the LTA level 2 (medium) button 112 is automatically selected.

[0030] Now, assuming that a lane keeping control level setting operation has been performed, the CPU enters S320 from S310 and determines whether the button 111 for selecting LTA level 1 (strong) has been touched.

[0031] If the button 111 has been touched (i.e., when LTA level 1 is selected), the CPU enters S330 from S320, sets the first gain K1 to a specified positive value K1a, sets the second gain K2 to a specified positive value K2a, and sets the third gain K3 to a specified positive value K3a. Additionally, the first to third gains (K1, K2, K3) will be described later.

[0032] Next, the CPU enters S340 and saves the values of the first to third gains (K1, K2, K3) in the non - volatile memory of the driving assistance ECU 10. After that, the CPU enters S395 and temporarily ends this routine.

[0033] If the button 111 is not touched when the CPU enters S320, the CPU enters S350 from S320 and determines whether the button 112 for selecting LTA level 2 (medium) has been touched. If the button 112 has been touched (i.e., when LTA level 2 is selected), the CPU enters S360 from S350, sets the first gain K1 to the above - mentioned positive value K1a, sets the second gain K2 to "0", and sets the third gain K3 to "0". After that, the CPU enters S340 and S395.

[0034] When the CPU enters S350 and the button 112 has not been touched, the CPU enters S370 from S350 and determines whether the button 113 for selecting LTA level 3 (weak) has been touched. When the button 113 has been touched (i.e., when LTA level 3 has been selected), the CPU enters S380 from S370, sets the first gain K1 to "the product of the coefficient α1 and the above positive value K1a (α1·K1a)", sets the second gain K2 to "0", and sets the third gain K3 to "0". The coefficient α1 is a fixed value greater than "0" and less than "1". After that, the CPU enters S340 and S395.

[0035] When the CPU enters S370 and the button 113 has not been touched, the button 114 is touched (i.e., LTA level 4 has been selected). Therefore, the CPU enters S390 from S370, sets the first gain K1 to "the product of the coefficient α2 and the above positive value K1a (α2·K1a)", sets the second gain K2 to "0", and sets the third gain K3 to "0". The coefficient α2 is a fixed value greater than "0" and less than "1" and less than the coefficient α1. After that, the CPU enters S340 and S395.

[0036] In addition, when the CPU enters S310 and no lane keeping control level setting operation is performed, the CPU directly enters S395 from S310 to temporarily end this routine.

[0037] <Lane Keeping Control> When a specified time is reached, the CPU starts processing from Figure 4 S400 and enters S410, and determines whether the ON condition for lane keeping control is satisfied. For example, the ON condition for lane keeping control is satisfied when all of the following conditions 1 to 3 are satisfied. However, the ON condition for lane keeping control is not limited to this. (Condition 1) The ON condition for the following following distance control is satisfied. (Condition 2) "ON" of the "LTA ON / OFF button 103" included in the "menu screen 100" shown in (B) of " Figure 2 " is selected. (Condition 3) Figure 2 Both the "left boundary line LL and the right boundary line RL" of the current lane shown in (A) of "

[0038] When the ON condition for lane keeping control is not satisfied, the CPU directly proceeds from S410 to S495, temporarily ending this routine. In contrast, when the ON condition for lane keeping control is satisfied, the CPU executes the processes of "S420 to S450" and proceeds to S495.

[0039] S420: The CPU reads the values of the first to third gains (K1, K2, K3) from the non-volatile memory. S430: The CPU obtains the target travel line TL, road curvature CL, lateral deviation DL, and yaw angle deviation θL for lane keeping control from the image data. As Figure 2 shown in (A) of, the target travel line TL is a line connecting the central positions in the lane width direction of the left boundary line LL and the right boundary line RL. The road curvature CL is the curvature of the target travel line TL (the reciprocal of the radius R of the target travel line TL). The lateral deviation DL is the distance between the central position in the vehicle width direction of the host vehicle HV (e.g., the central position between the left front wheel and the right front wheel) and the target travel line TL. The yaw angle deviation θL is the angle formed between the tangential direction of the target travel line TL and the traveling direction of the host vehicle HV.

[0040] S440: The CPU substitutes the "values of the first to third gains (K1, K2, K3) read in S420" and the "road curvature CL, lateral deviation DL, and yaw angle deviation θL obtained in S430" into the following equation (1) to calculate the "target steering angle θtgt as the steering control amount". θtgt = K1·CL + K2·DL + K3·θL...(1)

[0041] The first term (K1·CL) of the above equation (1) is a feedforward term for causing the host vehicle HV to automatically travel along the curve of the own lane (target travel line TL). The "second term (K2·DL) and third term (K3·θL)" of the above equation (1) are feedback terms for making the lateral deviation DL and the yaw angle deviation θL "0", respectively.

[0042] In S450, the CPU sends an instruction to the steering ECU 60 in such a way that the actual steering angle θact (here, the steering angle θ detected by the steering angle sensor 86) coincides with the target steering angle θtgt, and controls the steering motor 61. For example, the CPU obtains the target steering torque Tqtgt that should be generated by the steering motor 61 from a look-up table or the like based on the target steering angle θtgt and the host vehicle speed Vh, and sends the target steering torque Tqtgt to the steering ECU 60. The steering ECU 60 causes the steering motor 61 to generate a torque that coincides with the target steering torque Tqtgt.

[0043] In addition, the CPU may also calculate a target steering torque Tqtgt that replaces the target steering angle θtgt as a steering control amount in accordance with a calculation formula having the same right side as the right side of the above formula (1). In this case, the target steering torque Tqtgt is sent to the steering ECU 60.

[0044] Furthermore, the CPU may also calculate a target yaw rate Yrtgt that replaces the target steering angle θtgt as a steering control amount in accordance with a calculation formula having the same right side as the right side of the above formula (1). In this case, the CPU obtains a target steering torque Tqtgt for generating the target yaw rate Yrtgt based on the vehicle speed Vh of the host vehicle and a look-up table or the like, and sends the target steering torque Tqtgt to the steering ECU 60.

[0045] In this way, when the LTA level 1 (strong) is selected, the first to third gains (K1, K2, K3) are set to (K1a, K2a, K3a). Therefore, a large steering torque is applied so that the host vehicle HV does not deviate from the target driving line TL at all. So, the strength of the steering assist becomes very strong. When the LTA level 2 (medium) is selected, the first to third gains (K1, K2, K3) are set to (K1a, 0, 0). Therefore, since the feedback term for the target driving line TL does not work, although the host vehicle HV travels along the road shape, the driver himself / herself must steer in such a way as not to deviate from the target driving line TL. That is, the strength of the steering assist is medium. When the LTA level 3 (weak) is selected, the first to third gains (K1, K2, K3) are set to (α1·K1a, 0, 0). Therefore, the "auxiliary torque of the steering motor 61" for causing the host vehicle HV to travel along the road shape is weaker than that in the LTA level 2. Therefore, in order to cause the host vehicle HV to travel along the road shape, the driver himself / herself needs to perform slight steering. That is, the strength of the steering assist becomes weak. Further, when the LTA level 4 (very weak) is selected, the first to third gains (K1, K2, K3) are set to (α2·K1a, 0, 0). Therefore, the "auxiliary torque of the steering motor 61" for causing the host vehicle HV to travel along the road shape is further weaker than that in the LTA level 3. So, in order to cause the host vehicle HV to travel along the road shape, the driver himself / herself needs to perform a considerable amount of steering. That is, the strength of the steering assist becomes very weak.

[0046] <Following distance control> When a specified time is reached, the CPU obtains from Figure 5Processing starts from S500 and proceeds to S510 to determine whether the ON condition for the following distance control (ACC) is satisfied. For example, the ON condition for the following distance control is satisfied when both of the following Condition 4 and Condition 5 are met. However, the ON condition for the following distance control is not limited to this. (Condition 4) The vehicle speed Vh of the host vehicle is equal to or higher than the vehicle speed threshold Vth. (Condition 5) "ON" is selected for the "ACC ON / OFF button 101" included in the "menu screen 100" shown in (B) of " Figure 2 ".

[0047] When the ON condition for the following distance control is not satisfied, the CPU directly proceeds from S510 to S595 to temporarily end this routine. In contrast, when the ON condition for the following distance control is satisfied, the CPU proceeds from S510 to S520 to determine whether there is a following preceding vehicle. More specifically, the CPU determines, based on the integrated target object information, a vehicle that is located within the host lane, travels immediately in front of the host vehicle HV, and exists within a specified distance from the host vehicle HV as the following preceding vehicle.

[0048] When there is a following preceding vehicle, the CPU proceeds from S520 to S530 to execute a known following distance control. That is, the CPU controls the acceleration of the host vehicle HV (for example, refer to Patent Document 1, Japanese Unexamined Patent Application Publication No. 2014-148293, Japanese Patent No. 4172434, Japanese Patent No. 4929777, etc.) via the "power train ECU 40 and brake ECU 50" so that the distance between the following preceding vehicle and the host vehicle HV matches the target distance. After that, the CPU proceeds to S595 to temporarily end this routine.

[0049] On the other hand, when there is no following preceding vehicle when the CPU enters S520, the CPU proceeds from S520 to S540 to determine whether the current time is during the process of accelerating the host vehicle HV to a specified target speed because the following preceding vehicle has disappeared.

[0050] When the current time is during the process of accelerating the host vehicle HV to the target speed as the following preceding vehicle has disappeared, the CPU proceeds from S540 to S550 to read the target acceleration Gtgt from the non-volatile memory.

[0051] More specifically, when the driver of the host vehicle HV touches the "ACC setting button 102" included in the "menu screen 100" of the "display panel 71" shown in (B) of " Figure 2 " when starting the host vehicle HV, the setting input device 70 displays on the display panel 71 Figure 2"Screen 120 for selecting the control level of Adaptive Cruise Control (ACC)" as shown in (E). Then, the driver touches one of the "buttons 121 to 124" included in screen 120. As a result, the CPU executes a routine (not shown) and stores the target acceleration Gtgt corresponding to one of the touched "buttons 121 to 124" in the non-volatile memory. Additionally, in the initial state, the ACC level 2 (medium) button 122 is automatically selected.

[0052] For example, when the driver touches button 121 and selects "ACC level 1 (strong)", the acceleration Gx1 is stored as the target acceleration Gtgt in the non-volatile memory. When the driver touches button 122 and selects "ACC level 2 (medium)", the acceleration Gx2 is stored as the target acceleration Gtgt in the non-volatile memory. When the driver touches button 123 and selects "ACC level 3 (weak)", the acceleration Gx3 is stored as the target acceleration Gtgt in the non-volatile memory. When the driver touches button 124 and selects "ACC level 4 (very weak)", the acceleration Gx4 is stored as the target acceleration Gtgt in the non-volatile memory. Additionally, between these accelerations, the following equation (2) holds. 0 < Gx4 < Gx3 < Gx2 < Gx1... (2)

[0053] After the CPU reads the target acceleration Gtgt stored in the non-volatile memory in S550, it enters S560 and controls the acceleration of the vehicle HV via the powertrain ECU 40 in such a way that the actual acceleration of the vehicle HV matches the target acceleration Gtgt until the vehicle speed Vh of the vehicle increases to (reaches) the target speed. After that, the CPU enters S595.

[0054] As a result, the vehicle speed Vh of the vehicle gradually increases and reaches the target speed. In this case, when the CPU enters S540, it is determined as "no" in this S540 and enters S570. In S570, the CPU executes a well-known constant-speed driving control that controls the acceleration of the vehicle HV in such a way that the vehicle speed Vh matches the target speed. After that, the CPU enters S595.

[0055] In this way, the CPU can set the acceleration (target acceleration Gtgt) when accelerating the vehicle HV to the "separately set specified target speed" as the preceding vehicle for following distance control disappears according to the driver's preference.

[0056] (Variant example) The difference between the device DS according to the modified example and the device DS according to the above-described embodiment is that the CPU of the driving assistance ECU 10 executes instead every time a predetermined time dt has elapsed Figure 4 and executes Figure 6 the routine shown. Further, the CPU of this modified example Figure 3 in the "S330, S360, S380, and S390" shown, sets the first to third gains (K1, K2, K3) to the values K1a, K2a, and K3a, respectively.

[0057] Furthermore, the CPU of this modified example sets the upper limit lateral acceleration Gymax to the first lateral acceleration Gy1 in S330, sets the upper limit lateral acceleration Gymax to the second lateral acceleration Gy2 in S360, sets the upper limit lateral acceleration Gymax to the third lateral acceleration Gy3 in S380, and sets the upper limit lateral acceleration Gymax to the fourth lateral acceleration Gy4 in S390. Further, in S340, the CPU stores the value of the upper limit lateral acceleration Gymax in a non-volatile memory. Additionally, the following equation (3) holds among the first to fourth lateral accelerations (Gy1, Gy2, Gy3, Gy4). 0 < Gy4 < Gy3 < Gy2 < Gy1... (3)

[0058] When a predetermined time comes, the CPU starts processing from Figure 6 S600 of Figure 4 and enters S610, and determines whether the ON condition for the lane keeping control is satisfied. This processing is the same as the processing of Figure 4 S410 of Figure 4 . When the ON condition for the lane keeping control is not satisfied, the CPU directly enters S695 from S610 and temporarily ends this routine. When the ON condition for the lane keeping control is satisfied, the CPU determines "Yes" in S610, executes the "processing from S620 to S650" described below, and then enters S655.

[0059] S620: The CPU reads from the non-volatile memory the "upper limit lateral acceleration Gymax used in the lane keeping control" stored in this non-volatile memory in S340. S630: Similarly to S430, the CPU obtains the road curvature CL, the lateral deviation DL, and the yaw angle deviation θL from the image data. S640: Similarly to S440, the CPU calculates the target steering angle θtgt by substituting the "road curvature CL, lateral deviation DL, and yaw angle deviation θL obtained in S630" into the above equation (1). Additionally, the first gain K1 is the value K1a, the second gain K2 is the value K2a, and the third gain K3 is the value K3a. S650: Similarly to step S450, the CPU sends an instruction to the steering ECU 60 to control the steering motor 61 in such a way that the actual steering angle θact coincides with the target steering angle θtgt.

[0060] Next, in S655, the CPU determines whether a certain time T has elapsed since the processing of S650 was performed. If the certain time T has not elapsed, it stands by. When the certain time T has elapsed since the processing of S650 was performed, the CPU proceeds from S655 to S660 and determines whether the magnitude (|Gyact|) of the actual lateral acceleration Gyact (here, the lateral acceleration Gy detected by the lateral acceleration sensor 85) is greater than the upper limit lateral acceleration Gymax read from the non-volatile memory in S620.

[0061] When the magnitude (|Gyact|) of the actual lateral acceleration Gyact is less than or equal to the upper limit lateral acceleration Gymax, the CPU proceeds from S660 to S665 and sets the correction value d to a positive fixed value d0. After that, the CPU proceeds to S695.

[0062] In contrast, when the magnitude (|Gyact|) of the actual lateral acceleration Gyact is greater than the upper limit lateral acceleration Gymax, the CPU proceeds from S660 to S670, corrects the target steering angle θtgt in such a way that the absolute value |θtgt| of the target steering angle θtgt becomes a value with a decreased value d, and controls the steering motor 61 in such a way that the actual steering angle θact coincides with the corrected target steering angle.

[0063] Next, the CPU proceeds to S675, increases the correction value d by a positive fixed value β, then returns to S655, and stands by until the certain time T has elapsed. Then, when the certain time T has elapsed, the CPU proceeds from S655 to S660.

[0064] As a result, the magnitude of the target steering angle gradually decreases until the magnitude (|Gyact|) of the actual lateral acceleration Gyact becomes less than or equal to the upper limit lateral acceleration Gymax. In other words, this vehicle HV approaches the target driving line TL while keeping the magnitude (|Gyact|) of its actual lateral acceleration Gyact not exceeding the upper limit lateral acceleration Gymax. The larger the upper limit lateral acceleration Gymax is, the larger the allowable change range of the steering torque of the steering motor 61 is, and thus the greater the intensity of the steering assistance is.

[0065] As described above, in the device according to the above-described embodiments and modification examples, the driver can set "the intensity of steering assistance and the intensity of acceleration assistance" in driving assistance control (for example, lane keeping control and following distance control). Therefore, the driving feeling in driving assistance control can be changed according to the driver's preference.

[0066] The present invention is not limited to the above-described embodiments and modification examples, and various modification examples can be adopted within the scope of the present invention. For example, the present invention can be applied to the vehicle itself in a state where the driving mode changes from autonomous driving to driving by the driver in an autonomous driving vehicle. Further, the present invention can also be applied to the steering assistance control in "lane departure prevention control and lane change assistance control" as the steering assistance control, and can also be applied to the acceleration control at the time of resumption (when starting the constant speed driving control again) after canceling the control in the normal constant speed driving control as the acceleration control. Further, the above-described embodiments and modification examples can also be configured such that the driver can only set one of "the intensity of steering assistance and the intensity of acceleration assistance". [Description of Reference Numerals]

[0067] 10: Driving assistance ECU, 40: Power train ECU, 60: Steering ECU, 61: Steering motor, 70: Setting input device, 71: Display panel.

Claims

1. A driving assistance control device for a vehicle, comprising a controller, wherein the controller performs at least one of a steering assistance control for automatically changing a steering angle of the vehicle and an acceleration assistance control for automatically changing an acceleration of the vehicle as driving assistance control, based at least on a driving condition of the vehicle, The controller is configured to be able to accept a setting operation input from a driver of the host vehicle, and is configured to: When configured to execute the steering assist control, the intensity of the steering assist in the steering assist control is changed according to the set operation input, or when configured to execute the acceleration assist control, the intensity of the acceleration assist in the acceleration assist control is changed according to the set operation input.

2. The driving assistance control device for a vehicle according to claim 1, wherein: The controller is configured to perform lane keeping control as the steering assist control, that is, automatically change the steering angle of the host vehicle so that the host vehicle travels along a predetermined target travel line set in the lane in which the host vehicle travels, The controller is configured as follows: obtaining a road curvature (CL) as the curvature of the target driving line, a lateral deviation (DL) as the distance between the target driving line and the host vehicle in the lane width direction, and a yaw angle deviation (θL) as the angle between the tangent direction of the target driving line and the traveling direction of the host vehicle, A steering control amount for changing the steering angle is calculated based on a first term (K1·CL) which is a product of the road curvature (CL) and a first gain (K1), a second term (K2·DL) which is a product of the lateral deviation (DL) and a second gain (K2), and a third term (K3·θL) which is a product of the yaw angle deviation (θL) and a third gain (K3), The controller is further configured to change the first gain, the second gain, and the third gain according to the received setting operation input, thereby changing the intensity of the steering assist.

3. The driving assistance control device for a vehicle according to claim 1, wherein: The controller is configured to perform lane keeping control as the steering assist control, that is, automatically change the steering angle of the host vehicle so that the host vehicle travels along a predetermined target travel line set in the lane in which the host vehicle travels, The controller is configured as follows: obtaining a road curvature (CL) as the curvature of the target driving line, a lateral deviation (DL) as the distance between the target driving line and the host vehicle in the lane width direction, and a yaw angle deviation (θL) as the angle between the tangent direction of the target driving line and the traveling direction of the host vehicle, calculating a steering control amount for changing the steering angle based on the road curvature, the lateral deviation, and the yaw angle deviation; The controller is further configured to: The upper limit lateral acceleration (Gymax) is changed according to the received setting operation input, The intensity of the steering assist is changed by correcting the steering control amount so that the actual lateral acceleration of the host vehicle does not exceed the upper limit lateral acceleration.

4. The driving assistance control device for a vehicle according to claim 1, wherein: The controller is configured to perform a following distance control as the acceleration assist control, that is, to control the acceleration of the host vehicle in such a way that the host vehicle follows a leading vehicle immediately in front of the host vehicle, and to accelerate the host vehicle at a prescribed target acceleration to a prescribed target vehicle speed when a specific state changes from a state of following the leading vehicle to a state in which the leading vehicle does not exist. The controller is further configured to change the intensity of the acceleration assistance by changing the target acceleration when the specific state occurs according to the received setting operation input.

5. A driving assistance control method for a vehicle, performing at least one of a steering assistance control for automatically changing a steering angle of the vehicle and an acceleration assistance control for automatically changing an acceleration of the vehicle as driving assistance control, at least according to a driving condition of the vehicle, the driving assistance control method for the vehicle comprising: a step of accepting a setting operation input from a driver of the host vehicle; as well as A step of changing the intensity of the steering assist in the steering assist control and / or the intensity of the acceleration assist in the acceleration assist control according to the received setting operation input.

6. A recording medium storing a program, the program causing a computer to execute the following steps: A step of performing, as a driving assistance control, at least one of a steering assistance control for automatically changing a steering angle of the host vehicle and an acceleration assistance control for automatically changing an acceleration of the host vehicle according to at least a driving condition of the host vehicle; a step of accepting a setting operation input from a driver of the host vehicle; as well as A step of changing the intensity of the steering assist in the steering assist control and / or the intensity of the acceleration assist in the acceleration assist control according to the received setting operation input.

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