Vehicle control device, vehicle control method, and storage medium storage program

Abstract

The invention relates to a vehicle control apparatus, a vehicle control method, and a storage medium. A vehicle control device (DS) is provided with: a first control system (11) that performs a first operation for reducing the possibility of a collision between a host vehicle and an obstacle present in an expected travel area of the host vehicle; and a second control system (12) that executes second control for automatically stopping the own vehicle when information that the driver of the own vehicle is in an abnormal state in which the driving of the own vehicle cannot be normally performed is acquired. The invention relates to a device. "First action start condition in second control non-execution" that needs to be established for the first control system to start execution of the first action when the second control system is not executing the second control, and first action in second control execution "that needs to be established for the first control system to start execution of the first action when the second control system is executing the second control, and first action in second control execution that needs to be established for the first control system to start execution of the first action when the second control system is executing the second control The starting conditions are different from each other.

Description

Technical Field

[0001] The present invention relates to a vehicle control device, a vehicle control method, and a storage medium storing a program thereof, which execute a first control (e.g., collision avoidance assist control) for avoiding a collision between the host vehicle and an obstacle, and a second control (e.g., emergency stop control) for decelerating and stopping the host vehicle when the driver gets into a state where the host vehicle cannot be normally driven (hereinafter referred to as "abnormal state"). Background Art

[0002] Conventionally, there has been known a vehicle control device that detects an obstacle in front of the host vehicle and performs automatic braking (braking), which is one of collision avoidance assist actions, when it is predicted that the host vehicle will collide with the obstacle. One of such vehicle control devices (hereinafter referred to as "conventional device") determines whether these driving operations are misoperations when detecting driving operations such as an acceleration operation and / or a steering operation of the driver when it is predicted that the host vehicle will collide with the obstacle. Moreover, when it is determined that these driving operations are not misoperations, the conventional device does not perform automatic braking and gives priority to the driving operations of the driver. That is, the conventional device allows override control. On the other hand, when it is determined that these driving operations are misoperations, the conventional device prohibits override control and performs automatic braking (for example, refer to Patent Document 1).

[0003] Furthermore, a device (driver abnormality response system: EDSS) has been developed that determines whether the driver has got into an abnormal state including "a sudden change state of the physical condition that is difficult for the driver himself / herself to predict in advance" and performs control (hereinafter referred to as "emergency stop control") for decelerating and stopping the host vehicle at a safe place when such a determination is made (for example, refer to Patent Document 2).

[0004] Prior Art Documents

[0005] Patent Document 1: Japanese Unexamined Patent Application Publication No. 2012-121534

[0006] Patent Document 2: Japanese Unexamined Patent Application Publication No. 2017-190048 Summary of the Invention

[0007] However, regarding how to control the host vehicle when the driver abnormality response system is operating at the time when a situation where it is predicted that the host vehicle will collide with an obstacle has occurred (that is, when the emergency stop control is being executed), sufficient research has not been conducted. Therefore, there may be a situation where the host vehicle cannot be appropriately controlled in such a special situation.

[0008] The present invention is made to solve the above problems. That is, one of the objects of the present invention is to provide a vehicle control device, a vehicle control method, and a program thereof that can more appropriately control its own vehicle in view of the above special situation.

[0009] One embodiment (DS) of the vehicle control device of the present invention includes: a first control system (first control device 11) that performs a first action for reducing the possibility of collision between its own vehicle and an obstacle existing in the predicted traveling area of the own vehicle; and a second control system (second control device 12) that executes a second control for automatically stopping the own vehicle when information that the driver of the own vehicle has fallen into an abnormal state in which the own vehicle cannot be normally driven is obtained.

[0010] Moreover, the vehicle control device (DS) is configured such that a "first action start condition when the second control is not being executed" that needs to be satisfied for the first control system to start executing the first action when the second control system is not executing the second control, and a "first action start condition when the second control is being executed" that needs to be satisfied for the first control system to start executing the first action when the second control system is executing the second control are different from each other (step 230, step 240).

[0011] According to this embodiment, the "first action start condition when the second control is not being executed" and the "first action start condition when the second control is being executed" are set to be different from each other. Therefore, as described below, it is possible to appropriately start the first action for reducing the possibility of collision according to whether the second control for automatically stopping the own vehicle is being executed (whether the second control is in execution).

[0012] In one embodiment of the present invention, the first action start condition when the second control is not being executed is a condition that is satisfied when a collision index value related to the possibility of collision between the own vehicle and the obstacle reaches a first collision determination threshold (step 440 and step 450), and the first action start condition when the second control is being executed is a condition that is satisfied when the collision index value reaches a second collision determination threshold (step 470 and step 450), and the second collision determination threshold is set to a value that the collision index value reaches at a time point earlier than the time point when the collision index value reaches the first collision determination threshold.

[0013] For example, the collision index value is the time until the point in time when it is predicted that the host vehicle will collide with the obstacle, i.e., the time to collision (TTC). The early collision determination threshold (TthLarge) set as the second collision determination threshold is set to a value greater than the standard collision determination threshold (TthNormal) set as the first collision determination threshold.

[0014] According to this embodiment, when the driver is in an abnormal state and the second control for automatically stopping the host vehicle is being executed, compared with the case where the second control is not being executed (the second control is not in execution), the "first action for reducing the possibility of collision between the host vehicle and the obstacle" starts at an earlier timing. Thus, according to this embodiment, it is possible to more reliably avoid a collision between the host vehicle and the obstacle. Furthermore, when the first action is automatic braking, since the automatic braking as the first action is executed from an earlier point in time during the execution of the second control, the necessity for the vehicle to rapidly (suddenly) decelerate by the automatic braking for avoiding a collision is reduced. Therefore, the host vehicle does not rapidly decelerate by the automatic braking, so that the "possibility that a following vehicle suddenly approaches the host vehicle" during the execution of the second control can be reduced.

[0015] In one embodiment of the present invention, the start condition of the first action when the second control is not in execution (step 530: no) is a condition that is satisfied when the collision index value related to the possibility of collision between the host vehicle and the obstacle reaches the first collision determination threshold when the operation determination condition that is satisfied when the driver is operating the driving operation member of the host vehicle is not satisfied (step 540: no) (steps 580, step 560: yes), and is also a condition that is satisfied when the collision index value reaches the third collision determination threshold when the operation determination condition is satisfied (step 540: yes) (steps 550, step 560: yes). The start condition of the first action when the second control is in execution (step 530: yes) is a condition that is satisfied regardless of whether the operation determination condition is satisfied when the collision index value reaches the first collision determination threshold (steps 580, step 560: yes). The third collision determination threshold is set to the value that the collision index value reaches at a time point later than the time point when the collision index value reaches the first collision determination threshold.

[0016] For example, the collision index value is the time until the point in time when it is predicted that the host vehicle will collide with the obstacle, i.e., the time to collision (TTC). The delayed collision determination threshold (TthSmall) set as the third collision determination threshold is set to a value less than the standard collision determination threshold (TthNormal) set as the first collision determination threshold.

[0017] According to this embodiment, when the operation determination condition that holds when the driver is operating the driving operation member of the host vehicle is satisfied without executing the second control for automatically stopping the host vehicle, the start of the first action is delayed compared to when the operation determination condition is not satisfied. Without executing the second control, it is possible that the driver is trying to avoid a collision by operating the driving operation member. Thus, this embodiment can avoid a situation where "the avoidance action based on the driving operation is hindered due to the premature intervention of the first action".

[0018] On the other hand, when the second control for automatically stopping the host vehicle is being executed, the possibility that the driver is performing the driving operation correctly is low. Therefore, according to the above embodiment, such a driving operation is ignored, and the first action starts at an earlier timing (the same timing as when the operation determination condition is not satisfied without executing the second control). Thus, according to the above embodiment, it is possible to more reliably avoid a collision between the host vehicle and an obstacle. In addition, when the first action is automatic braking, since the automatic braking is executed from an earlier time point during the execution of the second control, the necessity of rapidly decelerating the host vehicle by automatic braking is small. Therefore, it is possible to reduce the "possibility that a vehicle behind suddenly approaches the host vehicle due to automatic braking" during the execution of the second control.

[0019] In one embodiment of the present invention, the first operation start condition when the second control is not being executed (step 615: No) is a condition that is satisfied when a collision index value related to the possibility of the host vehicle colliding with the obstacle reaches a first collision determination threshold when a predetermined second control non-execution operation determination condition that is satisfied when the driver is operating a driving operation member of the host vehicle is not satisfied (step 625: No) (steps 645 and 635: Yes), and is also a condition that is satisfied when the collision index value reaches a third collision determination threshold when the second control non-execution operation determination condition is satisfied (step 625: Yes) (steps 630 and 635: Yes). The first operation start condition when the second control is being executed (step 615: Yes) is a condition that is satisfied when the collision index value reaches the first collision determination threshold when a predetermined second control execution operation determination condition that is satisfied when the driver is operating the driving operation member is not satisfied (step 625: No) (steps 645 and 635: Yes), and is also a condition that is satisfied when the collision index value reaches the third collision determination threshold when the second control execution operation determination condition is satisfied (step 625: Yes) (steps 630 and 635: Yes). The second control execution operation determination condition is set such that it is satisfied when the driver operates the driving operation member faster or more significantly than in the case of the second control non-execution operation determination condition (steps 615, 620, and 650). The third collision determination threshold is set to a value that the collision index value reaches at a time point later than the time point when the collision index value reaches the first collision determination threshold (steps 630 and 645).

[0020] For example, the collision index value is the time to the predicted collision time point between the host vehicle and the obstacle, i.e., the time to collision (TTC). The delayed collision determination threshold (TthSmall) set as the third collision determination threshold is set to a value smaller than the standard collision determination threshold (TthNormal) set as the first collision determination threshold.

[0021] According to this embodiment, the operation determination condition when the second control for automatically stopping the host vehicle is being executed (i.e., the second control execution operation determination condition) is set such that it is satisfied when the driver operates the driving operation member faster or more significantly than the operation determination condition when the second control is not being executed (i.e., the second control non-execution operation determination condition). Therefore, in a case where the possibility of the driver being in an abnormal state is high (during the execution of the second control), the collision avoidance operation based on the driving operation is permitted only when a more definite (reliable) driving operation is detected.

[0022] In one embodiment of the present invention, the first operation start condition when the second control is not being executed (step 770: No) is a condition that is satisfied when a collision index value related to the possibility of the host vehicle colliding with an obstacle reaches a first collision determination threshold when a predetermined second control non-execution operation determination condition that is satisfied when the driver is operating a driving operation member of the host vehicle is not satisfied (step 730: No) (steps 740, step 750: Yes), and is also a condition that is satisfied when the collision index value reaches a third collision determination threshold when the second control non-execution operation determination condition is satisfied (step 730: Yes) (steps 780, step 750: Yes). The first operation start condition when the second control is being executed (step 770: Yes) is a condition that is satisfied when the collision index value reaches the first collision determination threshold when a predetermined second control execution operation determination condition that is satisfied when the driver is operating the driving operation member is not satisfied (step 730: No) (steps 740, step 750: Yes), and is also a condition that is satisfied when the collision index value reaches a fourth collision determination threshold when the second control execution operation determination condition is satisfied (step 730: Yes) (steps 790, step 750: Yes). That is, in this embodiment, the second control non-execution operation determination condition and the second control execution operation determination condition are determined as operation determination conditions in Figure 7 step 730 of. Therefore, when the operation determination condition is not satisfied (step 730: No), regardless of whether the second control is being executed or not being executed, the first operation start condition is a condition that is satisfied when the collision index value reaches the first collision determination threshold (steps 740, step 750).

[0023] Furthermore, the second control execution operation determination condition is the same condition as the second control non-execution operation determination condition (step 730), or is set to be a condition that is satisfied when the driver operates the driving operation member faster or more greatly compared to the second control non-execution operation determination condition (refer to steps similar to steps 615, step 620, and step 650).

[0024] In addition, the third collision determination threshold is set to be a value that the collision index value reaches at a time point later than the time point when the collision index value reaches the first collision determination threshold (step 780), and the fourth collision determination threshold is set to be a value that the collision index value reaches at a time point later than the time point when the collision index value reaches the first collision determination threshold and earlier than the time point when the collision index value reaches the third collision determination threshold (step 790).

[0025] For example, the collision index value is the time until the point in time when it is predicted that the host vehicle will collide with the obstacle, i.e., the time to collision (TTC). The delayed collision determination threshold (TthSmall) set as the third collision determination threshold is set to a value smaller than the standard collision determination threshold (TthNormal) set as the first collision determination threshold, and the intermediate delayed collision determination threshold (TthMidSmall) set as the fourth collision determination threshold is set to a value smaller than the standard collision determination threshold (TthNormal) and greater than the delayed collision determination threshold (TthSmall).

[0026] According to this embodiment, when the operation determination condition is satisfied and the second control is being executed, the start timing of the execution of the first action is earlier than when the second control is not being executed.

[0027] Thus, when the driving operation member is operated while the second control is being executed, although the collision avoidance action based on the operation of the driving operation member is temporarily permitted, the first action starts relatively earlier than when the driving operation member is operated while the second control is not being executed. Thus, the possibility of the host vehicle colliding with the obstacle during the execution of the second control can be reduced.

[0028] In one embodiment of the present invention, the first control system is configured such that when the second control is not being executed (step 810: No), in a state where the collision index value related to the possibility of the host vehicle colliding with the obstacle reaches the collision determination threshold when the second control is not executed (step 815: Yes), when a predetermined operation determination condition that is satisfied when the driver is operating the driving operation member of the host vehicle is not satisfied (step 910: No), it is determined that the start condition of the first action during the non-execution of the second control is satisfied and the first action is started (steps 920, step 825: Yes, step 830), and when the operation determination condition during the non-execution of the second control is satisfied (step 910: Yes), the first action is not executed (steps 930, step 825: No, step 835). The meaning of "not executing the first action" can be said to be "prohibiting the first action" or "canceling the first action".

[0029] Furthermore, when the first control system is in a situation where the second control is being executed (step 810: Yes), and when the collision index value reaches the collision determination threshold value during the execution of the second control (step 840: Yes), if a predetermined operation determination condition during the execution of the second control that holds when the driver is operating the driving operation member does not hold (step 1010: No), it is determined that the start condition of the first action during the execution of the second control is satisfied and the first action is started (steps 1020, step 850: Yes, step 855). When the operation determination condition during the execution of the second control holds (step 1010: Yes), the first action is not executed (steps 1030, step 850: No, step 860).

[0030] In addition, the collision determination threshold value during the execution of the second control is set to the value that the collision index value reaches at a time point earlier than the time point when the collision index value reaches the collision determination threshold value during the non - execution of the second control (steps 810, step 815). The operation determination condition during the execution of the second control is set to a condition different from the operation determination condition during the non - execution of the second control (steps 820, Figure 9 、step 845、 Figure 10 、 Figure 11 ).

[0031] According to this embodiment, during the execution of the second control, it is possible to determine whether the operation determination condition during the execution of the second control holds from an earlier time point (the time point when the collision index value reaches the collision determination threshold value during the execution of the second control), and based on this determination result, start the first action from an earlier time point. Thus, it is possible to more reliably avoid a collision between the host vehicle and an obstacle. Furthermore, when the first action is automatic braking, since the automatic braking starts relatively early during the execution of the second control, the necessity to rapidly decelerate the host vehicle by automatic braking is small. As a result, it is possible to reduce "the possibility that a following vehicle suddenly approaches the host vehicle due to the automatic braking as the first action" during the execution of the second control.

[0032] In the above - mentioned embodiment, the operation determination condition during the execution of the second control is set to hold when the driver operates the driving operation member faster or more significantly compared to the operation determination condition during the non - execution of the second control( Figure 9 step 910 and Figure 10 step 1010).

[0033] Therefore, in a situation where the possibility that the driver is in an abnormal state is high (during the execution of the second control), the collision avoidance action based on the driving operation is permitted only when a more definite (reliable) driving operation is detected.

[0034] In the above-described embodiment, the second control non-execution operation determination condition is set to hold regardless of the traveling direction of the host vehicle based on the steering when the host vehicle is steered (step 820, Figure 9 ), and the second control execution operation determination condition is set to hold when the host vehicle is steered and the traveling direction of the host vehicle is changed to a direction to avoid collision with the obstacle by the steering (step 845, Figure 11 ).

[0035] In the above-described embodiment, the second control non-execution operation determination condition is set to hold when an operation is performed on at least one of the accelerator pedal of the host vehicle, the brake pedal of the host vehicle, and the steering wheel of the host vehicle (step 910), and the second control execution operation determination condition is set to hold when an operation is performed on the steering wheel and a steering collision avoidance state occurs in which the traveling direction of the host vehicle is changed to a direction to avoid collision with the obstacle by the operation on the steering wheel, and does not hold when the steering collision avoidance state does not occur even when an operation is performed on either the accelerator pedal or the brake pedal of the host vehicle (steps 1110 and 1130).

[0036] According to these embodiments, the second control execution operation determination condition is set to hold when the host vehicle is steered and the traveling direction of the host vehicle changed due to the steering is "a direction to avoid collision with an obstacle". Thus, when the second control is being executed, when there is an obvious steering to avoid collision, the first action is not executed, and the collision avoidance action based on the driving operation (the collision avoidance action of the driver's steering) is prioritized.

[0037] In these embodiments, the collision index value is the time until the time point when it is predicted that the host vehicle will collide with the obstacle, i.e., the time to collision (TTC), and the collision determination threshold value (TTCthL) during the execution of the second control is set to a value greater than the collision determination threshold value (TTCthL) when the second control is not executed.

[0038] Accordingly, during the execution of the second control, it is possible to determine whether the operation determination condition is satisfied starting from an earlier time point (the time point when the collision index value reaches the collision determination threshold at the execution of the second control), and based on the determination result, start the first action from an earlier time point. Thus, when the first action is automatic braking, the automatic braking is performed starting from an earlier time point during the execution of the second control. Therefore, there is little need to rapidly decelerate the host vehicle by automatic braking. Consequently, it is possible to reduce "the possibility that a following vehicle suddenly approaches the host vehicle" due to automatic braking during the execution of the second control.

[0039] In the above description, to facilitate understanding of the present invention, for the configuration of the invention corresponding to the embodiments described later, the names and / or reference numerals used in the embodiments are added in parentheses. However, each constituent element of the present invention is not limited to the embodiments defined by the said names and / or reference numerals. In addition, the present invention also relates to a vehicle control method executed by the above vehicle control device and a storage medium storing its program. BRIEF DESCRIPTION OF THE DRAWINGS

[0040] Figure 1 is a schematic configuration diagram of a vehicle control device according to each embodiment of the present invention.

[0041] Figure 2 is a conceptual flowchart for explaining the operation (action) of a vehicle control device according to each embodiment of the present invention.

[0042] Figure 3 shows Figure 1 a flowchart of a routine executed by the CPU of a vehicle control ECU according to each embodiment of the present invention shown.

[0043] Figure 4 is a flowchart of a routine executed by the CPU of a vehicle control ECU according to the first embodiment of the present invention.

[0044] Figure 5 is a flowchart of a routine executed by the CPU of a vehicle control ECU according to the second embodiment of the present invention.

[0045] Figure 6 is a flowchart of a routine executed by the CPU of a vehicle control ECU according to the third embodiment of the present invention.

[0046] Figure 7 is a flowchart of a routine executed by the CPU of a vehicle control ECU according to the fourth embodiment of the present invention.

[0047] Figure 8It is a flowchart showing routines executed by the CPU of the vehicle control ECU related to the fifth and sixth embodiments of the present invention.

[0048] Figure 9 It is a flowchart showing routines executed by the CPU of the vehicle control ECU related to the fifth and sixth embodiments of the present invention.

[0049] Figure 10 It is a flowchart showing routines executed by the CPU of the vehicle control ECU related to the fifth embodiment of the present invention.

[0050] Figure 11 It is a flowchart showing routines executed by the CPU of the vehicle control ECU related to the sixth embodiment of the present invention.

[0051] Figure 12 (A), (B), and (C) are diagrams for explaining the operation of the sixth embodiment of the present invention.

[0052] Explanation of reference numerals

[0053] 10 Vehicle control (driver assistance) ECU; 20 Camera device; 30 Radar device; 40 Driver monitoring device; 60 Brake ECU; 70 Steering ECU; 71 Steering motor. Detailed description of the invention

[0054] The vehicle control device according to each embodiment of the present invention (hereinafter referred to as "the present embodiment device DS") is applied (mounted) to a vehicle. A vehicle to which the present embodiment device DS is applied is sometimes referred to as "the host vehicle" to distinguish it from other vehicles. The host vehicle 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.

[0055] <Configuration>

[0056] As Figure 1 shown, the present embodiment device DS includes a vehicle control (driver assistance) ECU 10, a camera device 20, a radar device 30, a driver monitoring device 40, a power train ECU 50, a brake ECU 60, a steering ECU 70, and a meter ECU 80.

[0057] In this specification, "ECU" is an electronic control device (control unit) equipped with a microcomputer, and the microcomputer includes a CPU (processor), ROM, RAM, a non-volatile memory capable of writing data, and an interface (I / F), etc. The ECU is also referred to as a controller or a computer. The above-mentioned "multiple ECUs" are connected via CAN (Controller Area Network) so that they can exchange information with each other. Several or all of these "multiple ECUs" can also be integrated into one ECU. Furthermore, one of these "multiple ECUs" can also be composed of multiple ECUs.

[0058] The vehicle control ECU 10 executes a first control for avoiding a collision between the host vehicle and an obstacle, i.e., a collision avoidance assist control, and a second control for decelerating and stopping the host vehicle in the case where the driver gets into an abnormal state, i.e., an emergency stop control. An action (a collision avoidance assist action, such as automatic braking) performed to change the behavior of the host vehicle in the first control is also referred to as a first action.

[0059] The vehicle control ECU 10 can also be composed of a driving assist ECU (Pre-Crash Safety ECU = PCS-ECU) that executes the collision avoidance assist control and an ECU for coping with driver abnormality (Emergency Driver Stopping System ECU = EDSS-ECU) that executes the emergency stop control. In other words, the vehicle control ECU 10 is an ECU having the functions of two systems, namely, a PCS system (sometimes referred to as the "first control system" or the "first control device" for convenience) 11 and an EDSS system (sometimes referred to as the "second control system" or the "second control device" for convenience) 12.

[0060] The camera device 20 includes a camera 21 and an image ECU 22. The camera 21 captures a scene in front of the host vehicle to obtain image data. The image ECU 22 generates camera information every time a predetermined time elapses by analyzing the image data from the camera 21, and sends the camera information to the vehicle control ECU 10. The camera information includes the image data itself, camera target information, and lane information. The camera target information is information such as the "position relative to the host vehicle, relative longitudinal speed, relative lateral speed, and category" of the target (i.e., the captured target) included in the image data. The lane information is information such as the "position (lateral position) and angle in the lane width direction of the host vehicle" of the left and right dividing lines (i.e., white lines and yellow lines, etc. serving as lane markings) relative to the lane (i.e., the host lane) in which the host vehicle is traveling.

[0061] The radar device 30 is a well-known device that uses radio waves in the millimeter wave band to obtain information about a target existing in front of its own vehicle, and includes a radar 31 and a radar ECU 32. The radar 31 transmits millimeter waves to a predetermined detection range in front of its own vehicle and receives the reflected waves generated by the reflection of the transmitted millimeter waves by the target. The radar 31 transmits information about the transmitted and received millimeter waves to the radar ECU 32. The radar ECU 32 obtains radar information based on the information from the radar 31 every time a predetermined time elapses, and transmits the radar information to the vehicle control ECU 10. The radar information includes the distance to the target, the azimuth of the target, and the relative speed of the target, etc.

[0062] In addition, the vehicle control ECU 10 synthesizes the camera target information and the radar information to generate "fusion target information (integrated target information)" including the position of the target (longitudinal distance to the target, lateral position of the target, target azimuth), the relative speed of the target, and the category of the target. Therefore, the vehicle control ECU 10, the camera device 20, and the radar device 30 constitute an "obstacle detection device that obtains information related to an obstacle existing in front of its own vehicle".

[0063] The driver monitoring device 40 is a device that obtains information (driver information) indicating the state of the driver of its own vehicle (including the direction of the driver's line of sight and the direction the driver's face is facing). The driver monitoring device 40 includes a driver monitoring camera 41 and a driver monitoring ECU 42. The driver monitoring device 40 itself is well-known and is disclosed, for example, in Japanese Patent Application Laid-Open No. 2019-87143, Japanese Patent Application Laid-Open No. 2019-87029, Japanese Patent Application Laid-Open No. 2016-38866, and Japanese Patent Application Laid-Open No. 2013-152700.

[0064] The driver monitoring camera 41 is disposed at an appropriate position in front of the driver's seat of its own vehicle (for example, the upper part of the steering column), and captures the driver's face every time a predetermined time elapses to generate facial image data. The driver monitoring ECU 42 obtains the above-mentioned driver information based on the facial image data transmitted from the driver monitoring camera 41 and transmits it to the vehicle control ECU 10.

[0065] The powertrain ECU 50 is connected to the powertrain actuator 51. The powertrain actuator 51 is an actuator for controlling an unillustrated powertrain (driving force generating devices such as internal combustion engines and electric motors, and power transmission devices) of its own vehicle to change the driving force transmitted to the drive wheels of its own vehicle. The powertrain ECU 50 can change the driving force of its own vehicle by controlling the powertrain actuator 51.

[0066] The braking ECU 60 is connected to the braking actuator 61. The braking actuator 61 is an actuator that controls the braking device of its own vehicle (for example, a friction braking device (not shown) provided on each wheel) to change the braking force (friction braking force) applied to its own vehicle. The braking ECU 60 can automatically apply a braking force for stopping its own vehicle based on an instruction from the vehicle control ECU 10. That is, the vehicle control ECU 10 and the braking ECU 60 can execute the "automatic braking and vehicle deceleration stop control (emergency stop control)" described later.

[0067] The steering ECU 70 is a control device for a known electric power steering system and is connected to the steering motor 71. The steering motor 71 is incorporated in a "steering mechanism including a steering wheel (steering handle) SW, a steering shaft US connected to the steering wheel SW, and a steering gear mechanism, etc.". The steering motor 71 can change the steering angle of the steering wheels of its own vehicle (i.e., the rudder angle of its own vehicle) through the steering ECU 70.

[0068] The meter ECU 80 is connected to a buzzer (in-vehicle alarm sound generating device) 81, a warning display device 82 incorporated in the meter display, etc., and can control them.

[0069] The vehicle control ECU 10 is connected to the following listed sensors, buttons, etc., and receives their detection signals or output signals. In addition, each sensor may also be connected to an ECU other than the vehicle control ECU 10. In this case, the vehicle control ECU 10 receives the detection signal or output signal of the sensor from the ECU to which the sensor is connected via the CAN.

[0070] The accelerator pedal operation amount sensor 91 detects the operation amount (accelerator opening) of the accelerator pedal 91a of its own vehicle as a driving operation member, and outputs a signal indicating the accelerator pedal operation amount AP.

[0071] The brake pedal operation amount sensor 92 detects the operation amount of the brake pedal 92a of its own vehicle as a driving operation member, and outputs a signal indicating the brake pedal operation amount BP.

[0072] The touch sensor 93 outputs a high-level signal when the driver touches the steering wheel SW of its own vehicle as a driving operation member, and outputs a low-level signal when the driver does not touch the steering wheel SW.

[0073] The steering angle sensor 94 detects the steering angle of the steering wheel SW and outputs a signal indicating the steering angle θ.

[0074] The steering torque sensor 95 detects the steering torque applied to the steering shaft US of its own vehicle through the operation of the steering wheel SW, and outputs a signal indicating the steering torque Tra.

[0075] The vehicle speed sensor 96 detects the traveling speed (vehicle speed) of its own vehicle and outputs a signal representing its own vehicle speed Vh.

[0076] In addition, the accelerator pedal operation amount sensor 91, the brake pedal operation amount sensor 92, the steering angle sensor 94, the steering torque sensor 95, etc. are also driving operation part state acquisition devices that acquire operation part state parameters representing the states of the driving operation parts of its own vehicle.

[0077] The accelerator pedal operation amount sensor 91, the brake pedal operation amount sensor 92, the touch sensor 93, the steering angle sensor 94, the steering torque sensor 95, and the driver monitoring device 40 are also driver state acquisition devices that acquire driver state parameters representing the states of the driver of its own vehicle.

[0078] The vehicle control ECU 10 is also connected to the emergency stop button 97 and the confirmation button 98.

[0079] The emergency stop button 97 is arranged at a position where the driver himself or a passenger of his own vehicle other than the driver can operate it. The emergency stop button 97 is a button that is pushed (pressed) by the driver himself or a passenger of his own vehicle other than the driver when the driver of his own vehicle falls into an abnormal state. The emergency stop button 97 outputs an emergency stop signal when it is pushed. The emergency stop signal is one of the signals representing the driver state parameters.

[0080] The confirmation button 98 is arranged at a position where the driver can operate it. The confirmation button 98 outputs a confirmation signal when it is pushed. The confirmation signal is one of the signals representing the driver state parameters.

[0081] (Outline of operation)

[0082] As described later, the present implementation device DS obtains information indicating whether the driver of its own vehicle has fallen into a "state where the driving of its own vehicle cannot be normally performed (i.e., an abnormal state)" based on the driver state parameters. When the present implementation device DS obtains the information that the driver has fallen into an abnormal state, it executes vehicle deceleration stop control, that is, emergency stop control (emergency stop control of EDSS (emergency stop control performed by EDSS)), which makes its own vehicle decelerate and stop relatively slowly.

[0083] As Figure 2 shown in the conceptual flowchart, the present implementation device DS determines whether a collision prediction condition that holds when it is predicted that the possibility of its own vehicle colliding with an obstacle is high is established (step 210) based on the information obtained from the obstacle detection device (i.e., the fused target information).

[0084] When the present implementation device DS determines that the collision prediction condition is satisfied (step 210: Yes), it determines whether the emergency stop control (second control) of the EDSS is being executed (step 220). When the emergency stop control is not being executed, the present implementation device DS sets the conditions that need to be satisfied to execute the collision avoidance assistance action (hereinafter, also referred to as the "first action start condition") as the "first action start condition when the EDSS is not in operation (the first action start condition in normal times)" (step 230). In contrast, when the emergency stop control is being executed, the present implementation device DS sets the conditions that need to be satisfied to execute the collision avoidance assistance action (the first action start condition) as the "first action start condition when the EDSS is in operation (the first action start condition when the emergency stop control is being executed)" (step 240).

[0085] The present implementation device DS determines whether the first action start condition of the collision avoidance assistance action set as described above is satisfied (step 250). Moreover, when the first action start condition of the collision avoidance assistance action is satisfied (step 250: Yes), the present implementation device DS starts to execute automatic braking as the collision avoidance assistance action (step 260). In contrast, when the first action start condition of the collision avoidance assistance action is not satisfied (step 250: No), the emergency stop control is preferentially executed, and automatic braking is not started (step 270).

[0086] Automatic braking is a control that automatically applies a braking force to the own vehicle by a braking device without the driver performing a braking operation to avoid a collision between the own vehicle and an obstacle or to reduce the damage caused by the collision. Automatic braking is sometimes referred to as collision avoidance braking or collision damage mitigation braking. Automatic braking itself is well known. In addition, during the execution of automatic braking, the present implementation device DS controls the powertrain actuator 51 so that the driving force transmitted to the drive wheels of the own vehicle becomes below the creep force even if the accelerator pedal operation amount AP changes.

[0087] In this way, the present implementation device DS changes the "first action start condition of the collision avoidance assistance action" for starting the execution of automatic braking according to whether the emergency stop control of the EDSS is being executed (whether it is being performed).

[0088] <First Embodiment>

[0089] The vehicle control device according to the first embodiment of the present invention (hereinafter, referred to as the "first device") changes the execution condition of the collision avoidance assistance action to a condition that is easier to satisfy when the emergency stop control of the EDSS is being executed than when the emergency stop control of the EDSS is not being executed when it is determined that the collision prediction condition is satisfied, thereby starting the collision avoidance assistance action earlier.

[0090] (Specific Work)

[0091] The CPU of the vehicle control ECU 10 of the first device executes at every predetermined time Figure 3 and Figure 4 the routines respectively represented by the flowcharts. In addition, Figure 3 the routines shown are the "EDSS control routines" that the vehicle control ECU 10 related to other embodiments and modification examples also executes.

[0092] <<EDSS Control>>

[0093] At an appropriate timing, the CPU starts processing from Figure 3 step 300 and enters step 310 to determine whether the emergency stop control of the current EDSS is not in execution (that is, not in an executing state).

[0094] More specifically, the CPU determines whether the value of the EDSS flag XEDSS is "0". The EDSS flag XEDSS indicates that the emergency stop control of the EDSS is in execution when its value is "1", and indicates that the emergency stop control of the EDSS is not in execution when its value is "0". In addition, the value of the EDSS flag XEDSS and the values of other flags described later are set to "0" by an initialization routine (not shown) executed by the CPU when a start switch (for example, an ignition key switch and a ready switch, etc.) of the own vehicle that is not shown changes from the off position to the on position.

[0095] When the emergency stop control of the current EDSS is not in execution (that is, when the value of the EDSS flag XEDSS is "0"), the CPU determines "yes" in step 310 and enters step 320 to determine whether the driver has fallen into an abnormal state (whether a driver abnormal state has occurred). As described above, the driver falling into an abnormal state means that the driver has fallen into a "sudden change state of physical condition that the driver himself / herself can hardly predict in advance" or a "drowsy state", and the driver has fallen into a state where it is difficult to drive the own vehicle normally (safely).

[0096] More specifically, the CPU determines that a driver abnormal state has occurred (that is, the CPU obtains the information that the driver has fallen into an abnormal state) when at least one of the following described "first abnormal determination condition and second abnormal determination condition" is satisfied. In addition, the CPU can also determine whether only one of the first abnormal determination condition and the second abnormal determination condition is satisfied, and when it is determined that this one condition is satisfied, it is determined that a driver abnormal state has occurred.

[0097] (First Abnormal Determination Condition)

[0098] This condition is established when it is determined based on the driver information sent from the driver monitoring device 40 that the line-of-sight direction or the facial direction of the driver continuously faces a "direction that is not faced for a long time during normal driving of the own vehicle" for a predetermined abnormal determination time threshold or more.

[0099] (Second abnormal determination condition)

[0100] This condition is established when it is determined that the emergency stop button 97 has been pushed to generate an emergency stop signal.

[0101] When at least one of the "first abnormal determination condition and the second abnormal determination condition" is established, the CPU determines that a driver abnormal state has occurred. In this case, the CPU determines "yes" in step 320 and proceeds to step 330, setting the value of the EDSS flag XEDSS to "1".

[0102] Next, the CPU proceeds to step 340 and starts the above-mentioned emergency stop control of EDSS. After that, the CPU proceeds to step 395 and temporarily ends this routine. As a result, until the own vehicle stops, it basically decelerates slowly (at a constant deceleration). In addition, when it is predicted that the own vehicle will stop at a place where it is not desired for the own vehicle to stop, the CPU causes the own vehicle to travel at a constant speed, and after moving to a place where it is safe even if the own vehicle stops, the own vehicle is decelerated and stopped.

[0103] This kind of emergency stop control of EDSS is well-known and is disclosed, for example, in Japanese Patent No. 7318595 Gazette, Japanese Patent No. 7315904 Gazette, Japanese Patent No. 7256475 Gazette, Japanese Patent No. 7226160 Gazette, Japanese Patent No. 7188212 Gazette, Japanese Patent No. 6772654 Gazette, Japanese Patent No. 6583183 Gazette, Japanese Patent No. 6489080 Gazette, Japanese Patent No. 6586930 Gazette, Japanese Patent No. 6516888 Gazette, Japanese Patent No. 6443406 Gazette, Japanese Patent No. 6508137 Gazette, Japanese Patent No. 6497349 Gazette, Japanese Patent No. 6460349 Gazette, and Japanese Patent No. 6455456 Gazette, etc.

[0104] On the other hand, when the CPU enters step 310, if the current emergency stop control of EDSS is in execution (that is, if the value of the EDSS flag XEDSS is "1"), the CPU determines "no" in step 310 and proceeds to step 340 to continue the emergency stop control of EDSS. After that, the CPU proceeds to step 395 and temporarily ends this routine.

[0105] Furthermore, when the CPU enters step 320 and neither the "first abnormal determination condition nor the second abnormal determination condition" is satisfied, the CPU determines that no driver abnormal state has occurred. In this case, the CPU determines "No" in step 320 and directly enters step 395 to temporarily end this routine.

[0106] <<Collision avoidance assist control of the first device>>

[0107] At an appropriate timing, the CPU starts processing from Figure 4 step 400 and enters step 410 to determine whether there is an obstacle within the predicted travel area of the host vehicle. More specifically, first, the CPU calculates the predicted travel path of the vehicle. The predicted travel path of the vehicle is the future path of the host vehicle that is predicted to be passed through by the center position in the vehicle width direction at the front end of the host vehicle within a predetermined estimation period on the assumption that the host vehicle maintains the current "steering angle θ and vehicle speed Vh".

[0108] Next, the CPU calculates a line obtained by moving the predicted travel path of the vehicle a distance "d longer than half of the vehicle width" to the left in the vehicle width direction as the left front end movement path, and calculates a line obtained by moving the predicted travel path of the vehicle a distance d to the right in the vehicle width direction as the right front end movement path. Based on the above calculations, the belt-shaped area determined by the left front end movement path and the right front end movement path is presumed to be the predicted travel area of the host vehicle. Then, the CPU determines whether there is a target (i.e., an obstacle) within the predicted travel area of the host vehicle based on the integrated target information. When there is no target within the predicted travel area of the host vehicle, the CPU determines "No" in step 410 and directly enters step 495 to temporarily end this routine.

[0109] When there is an object (i.e., an obstacle) in the predicted travel area of the host vehicle, the CPU determines "Yes" in step 410 and proceeds to step 420, and determines whether the collision prediction condition that holds when it is predicted that the host vehicle will collide with the obstacle is satisfied. More specifically, the CPU divides the distance between the obstacle and the host vehicle by the relative speed of the obstacle, and calculates the time until the predicted collision time point between the host vehicle and the obstacle as the time to collision (TTC). Then, the CPU determines whether the collision prediction condition is satisfied by determining whether the time to collision (TTC) is less than or equal to the "maximum collision determination threshold TthMax". The time to collision (TTC) is a collision index value (or collision possibility index value) related to the possibility of collision between the host vehicle and the obstacle. The collision index value may be any value that monotonically decreases or increases as the possibility of collision between the host vehicle and the obstacle increases. For example, it may be the reciprocal of the time to collision (TTC). The maximum collision determination threshold TthMax is determined as the "maximum value of the collision determination threshold" such that the timing when the time to collision (TTC) becomes equal to the maximum collision determination threshold TthMax is not earlier than the timing when a normal driver starts driving operations against the obstacle.

[0110] When the collision prediction condition is not satisfied, the CPU determines "No" in step 420, directly proceeds to step 495, and temporarily ends this routine.

[0111] On the other hand, when the time to collision (TTC) is less than or equal to the "maximum collision determination threshold TthMax" and the collision prediction condition is satisfied, the CPU determines "Yes" in step 420 and proceeds to step 430. In step 430, the CPU determines whether the emergency stop control of the EDSS is in execution. That is, in step 430, the CPU determines whether the value of the EDSS flag XEDSS is "1".

[0112] When the emergency stop control of the EDSS is not in execution (when the value of the EDSS flag XEDSS is not "1"), the CPU determines "No" in step 430 and proceeds to step 440. In step 440, the CPU sets the collision determination threshold TTCth to the "standard collision determination threshold TthNormal that is less than the maximum collision determination threshold TthMax". For convenience, the standard collision determination threshold TthNormal is also referred to as the "first collision determination threshold".

[0113] Next, the CPU enters step 450 to determine whether the collision margin time TTC is below the collision determination threshold TTCth (in this case, the standard collision determination threshold TthNormal). That is, in this step 450, the CPU determines whether the execution condition of the collision avoidance assist action (the first action start condition when EDSS is not working) is satisfied.

[0114] When the collision margin time TTC is greater than the collision determination threshold TTCth (when the execution condition of the collision avoidance assist action is not satisfied), the CPU determines "No" in step 450 and directly enters step 495 to temporarily end this routine. Thus, in this case, automatic braking does not start.

[0115] In contrast, when the collision margin time TTC is below the collision determination threshold TTCth (when the execution condition of the collision avoidance assist action is satisfied), the CPU determines "Yes" in step 450 and enters step 460 to start executing automatic braking as the collision avoidance assist action. After that, the CPU enters step 495 to temporarily end this routine.

[0116] In addition, when the CPU enters step 430 and the emergency stop control of EDSS is in execution (when the value of the EDSS flag XEDSS is "1"), the CPU determines "Yes" in step 430 and enters step 470. The CPU sets the collision determination threshold TTCth to the early collision determination threshold TthLarge in step 470. In this embodiment, the early collision determination threshold TthLarge is a value that is below the maximum collision determination threshold TthMax and greater than the standard collision determination threshold TthNormal (i.e., TthNormal < TthLarge ≤ TthMax). As a result, the execution condition of the collision avoidance assist action determined in the next step 450 is changed to a condition that is more likely to be satisfied (an earlier satisfied condition) than when the emergency stop control of EDSS is not in execution. That is, through the processing in step 470, the "first action start condition when EDSS is working" is set to a condition that is earlier satisfied than the "first action start condition when EDSS is not working".

[0117] In addition, for convenience, the early collision determination threshold TthLarge is also referred to as the "second collision determination threshold". Therefore, the second collision determination threshold (the early collision determination threshold TthLarge) is set to a value at which the collision index value (the collision margin time TTC) reaches earlier than the time point when the collision index value reaches the first collision determination threshold (the standard collision determination threshold TthNormal).

[0118] Next, the CPU enters step 450 to determine whether the time to collision (TTC) is below the collision determination threshold TTCth (in this case, the early collision determination threshold TthLarge). Also, when the time to collision (TTC) is greater than the collision determination threshold TTCth, the CPU directly proceeds from step 450 to step 495. Thus, in this case, the automatic braking does not start.

[0119] In contrast, when the time to collision (TTC) is below the collision determination threshold TTCth (when the execution condition of the collision avoidance assist operation is satisfied), the CPU determines "Yes" in step 450 and enters step 460 to start executing the automatic braking as the collision avoidance assist operation. After that, the CPU enters step 495 to temporarily end this routine.

[0120] As described above, when the second control for automatically stopping the host vehicle due to the driver of the host vehicle being in an abnormal state (i.e., the emergency stop control) is being executed, the first device starts the first action (automatic braking) for reducing the possibility of collision between the host vehicle and an obstacle at an earlier timing (the timing when TTC reaches TthLarge) compared to the case where the second control is not being executed. Thus, it is possible to more reliably avoid a collision between the host vehicle and an obstacle, and since the automatic braking is executed from an earlier time point during the execution of the second control, the necessity to rapidly decelerate the host vehicle by the automatic braking is small. Therefore, it is possible to reduce the "possibility that a following vehicle suddenly approaches the host vehicle due to the automatic braking" during the execution of the second control, i.e., the emergency stop control.

[0121] <Second Embodiment>

[0122] The vehicle control device according to the second embodiment of the present invention (hereinafter referred to as the "second device") gives priority to the driving of the host vehicle based on the driving operation by delaying the start of the execution of the collision avoidance assist operation when it is determined that the collision prediction condition is satisfied and the emergency stop control of the EDSS is not being executed (i.e., makes so-called override priority) if the operation determination condition that is satisfied when the driver performs a driving operation is satisfied. Further, when it is determined that the collision prediction condition is satisfied and the emergency stop control of the EDSS is being executed, the second device prohibits override and starts executing the collision avoidance assist operation without delay regardless of whether the operation determination condition is satisfied (i.e., regardless of whether there is a driving operation). The operation determination condition is also referred to as an override condition or an override control permission condition.

[0123] (Specific operation)

[0124] The CPU of the vehicle control ECU 10 of the second device differs from the CPU of the first device only in that it executes Figure 5the routine shown in the flowchart, rather than Figure 4 the routine shown. Hereinafter, this difference will be described.

[0125] <<Collision Avoidance Assist Control of the Second Device>>

[0126] At an appropriate timing, the CPU starts processing from Figure 5 step 500 and enters step 510 to determine whether there is an obstacle in the predicted traveling area of the host vehicle. The processing of this step is the same as the processing of step 410.

[0127] If there is no obstacle in the predicted traveling area of the host vehicle, the CPU determines "No" in step 510 and directly enters step 595 to temporarily end this routine.

[0128] If there is an obstacle in the predicted traveling area of the host vehicle, the CPU determines "Yes" in step 510 and enters step 520 to determine whether the collision prediction condition is satisfied based on the fused target object information. The processing of this step is the same as the processing of step 420. That is, the CPU determines whether the time to collision (TTC) is below the maximum collision determination threshold (TthMax).

[0129] If the collision prediction condition is not satisfied, the CPU determines "No" in step 520 and directly enters step 595 to temporarily end this routine.

[0130] On the contrary, when the time to collision (TTC) is below the maximum collision determination threshold (TthMax) and the collision prediction condition is satisfied, the CPU determines "Yes" in step 520 and enters step 530. The CPU determines whether the emergency stop control of the EDSS is in execution in step 530. The processing of this step is the same as the processing of step 430. That is, the CPU determines whether the value of the EDSS flag (XEDSS) is "1" in step 530.

[0131] If the emergency stop control of the EDSS is not in execution (when the value of the EDSS flag (XEDSS) is not "1"), the CPU determines "No" in step 530 and enters step 540. The CPU determines whether the operation determination condition (override condition, override control permission condition) is satisfied in step 540.

[0132] The operation determination condition is a condition that takes at least one of the following "Condition A1 to Condition A3" as the satisfaction condition. That is to say, the CPU determines that the operation determination condition is satisfied when at least one of Condition A1 to Condition A3 is satisfied.

[0133] Condition A1: The accelerator pedal operation amount (AP) ≥ the accelerator pedal operation amount threshold (APth), or

[0134] The acceleration pedal change speed dAP ≥ the acceleration pedal change speed threshold dAPth

[0135] Condition A2: The brake pedal operation amount BP ≥ the brake pedal operation amount threshold BPth, or

[0136] The brake pedal change speed dBP ≥ the brake pedal change speed threshold dBPth

[0137] Condition A3: The magnitude of the steering angle |θ| ≥ the steering angle threshold θth, or

[0138] The magnitude of the change speed of the steering angle |dθ| ≥ the change speed threshold of the steering angle dθth

[0139] In addition, the acceleration pedal change speed dAP is the increase amount of the acceleration pedal operation amount AP per unit time. The brake pedal change speed dBP is the increase amount of the brake pedal operation amount BP per unit time. The magnitude of the change speed of the steering angle |dθ| is the magnitude (absolute value) of the change amount dθ of the steering angle per unit time.

[0140] When the operation determination condition is satisfied (that is, when at least one of Conditions A1 to A3 is satisfied), the CPU determines "Yes" in step 540 and enters step 550. In step 550, the CPU sets the collision determination threshold TTCth to "a delayed collision determination threshold TthSmall that is less than the maximum collision determination threshold TthMax". In addition, it is also possible that when the "operation determination condition" described in step 540 is satisfied and the collision determination threshold is set to "a certain value" as described in step 550, then, until the collision determination threshold clearing condition is satisfied, the collision determination threshold is not changed. In this case, the collision determination threshold clearing condition is a condition that is satisfied when the obstacle no longer exists and at the start of the execution of the automatic braking, etc. This is the same in other embodiments described later.

[0141] Next, the CPU enters step 560 and determines whether the collision margin time TTC is below the collision determination threshold TTCth (in this case, the delayed collision determination threshold TthSmall). That is, in this step 560, the CPU determines whether the execution condition (the first action start condition) of the collision avoidance assist action is satisfied. The processing of this step is the same as the processing of step 450.

[0142] When the collision margin time TTC is greater than the collision determination threshold TTCth (when the execution condition of the collision avoidance assist action is not satisfied), the CPU determines "No" in step 560 and directly enters step 595 to temporarily end this routine. Thus, in this case, the automatic braking does not start.

[0143] On the contrary, when the time to collision TTC is equal to or less than the collision determination threshold TTCth (when the execution condition of the collision avoidance assistance operation is satisfied), the CPU determines "Yes" in step 560 and proceeds to step 570 to start executing automatic braking as the collision avoidance assistance operation. The processing of this step is the same as that of step 460. After that, the CPU proceeds to step 595 to temporarily end this routine.

[0144] In addition, when the CPU enters step 540 and the operation determination condition is not satisfied (that is, when none of conditions A1 to A3 are satisfied), the CPU determines "No" in step 540 and proceeds to step 580. In step 580, the CPU sets the collision determination threshold TTCth to the standard collision determination threshold TthNormal. In this embodiment, the standard collision determination threshold TthNormal is a value greater than the delayed collision determination threshold TthSmall and equal to or less than the maximum collision determination threshold TthMax (that is, TthSmall < TthNormal ≤ TthMax).

[0145] After that, the CPU proceeds to step 560 to determine whether the time to collision TTC is equal to or less than the collision determination threshold TTCth (which is the standard collision determination threshold TthNormal in this case). When the time to collision TTC is greater than the collision determination threshold TTCth, the CPU determines "No" in step 560 and directly proceeds to step 595 to temporarily end this routine. Thus, in this case, automatic braking does not start.

[0146] On the contrary, when the time to collision TTC is equal to or less than the collision determination threshold TTCth (when the execution condition of the collision avoidance assistance operation is satisfied), the CPU determines "Yes" in step 560 and proceeds to step 570 to start executing automatic braking as the collision avoidance assistance operation. After that, the CPU proceeds to step 595 to temporarily end this routine.

[0147] Furthermore, when the CPU enters step 530 and the emergency stop control of the EDSS is in execution (when the value of the EDSS flag XEDSS is "1"), the CPU determines "Yes" in step 530 and directly proceeds to step 580. Then, in step 580, the CPU sets the collision determination threshold TTCth to the standard collision determination threshold TthNormal and advances to step 560. Therefore, when the collision margin time TTC is less than or equal to the "maximum collision determination threshold TthMax" and the collision prediction condition is satisfied, if the emergency stop control of the EDSS is in execution, regardless of whether the operation determination condition is satisfied, automatic braking is started at the normal timing (i.e., the timing when the collision margin time TTC becomes less than or equal to the collision determination threshold TTCth set to the standard collision determination threshold TthNormal).

[0148] As described above, when the second control for automatically stopping the host vehicle, i.e., the emergency stop control, is not in execution, when the operation determination condition that holds when the driver is operating the driving operation member of the host vehicle is satisfied, the start of execution of the automatic braking as the first action is postponed compared to when the operation determination condition is not satisfied. When the second control, i.e., the emergency stop control, is not in execution, the driver may be trying to avoid a collision by operating the driving operation member. Thus, by postponing the start of execution of the automatic braking as the first action as described above, the second device can avoid a situation where "the first action intervenes prematurely and hinders the collision avoidance action based on the driving operation."

[0149] In contrast, when the second control (emergency stop control) for automatically stopping the host vehicle is in execution, the possibility that the driver is performing the driving operation correctly is low. Thus, the second device ignores the presence or absence of such a driving operation and starts the first action at an earlier timing (the same timing as when the second control is not in execution and the operation determination condition is not satisfied). Thereby, according to the second device, it is possible to more reliably avoid a collision between the host vehicle and an obstacle. In addition, since the first action is automatic braking, the automatic braking is executed from an earlier time point during the execution of the second control. Therefore, the necessity of rapidly decelerating the host vehicle by automatic braking is small. Thus, it is possible to reduce the "possibility that a following vehicle suddenly approaches the host vehicle" due to the first action, i.e., automatic braking, during the execution of the second control, i.e., the emergency stop control.

[0150] <Third Embodiment>

[0151] The vehicle control device according to the third embodiment of the present invention (hereinafter referred to as the "third device") sets the operation determination condition when the emergency stop control of the EDSS is in execution to a condition that is more difficult to satisfy than the operation determination condition when the emergency stop control of the EDSS is not in execution, when it is determined that the collision prediction condition is satisfied. As a result, when it is determined that the collision prediction condition is satisfied, the condition that needs to be satisfied in order to execute the collision avoidance assist action when the emergency stop control of the EDSS is in execution (that is, the first action start condition during EDSS operation) is set to a condition different from the condition that needs to be satisfied in order to execute the collision avoidance assist action when the emergency stop control of the EDSS is not in execution (that is, the first action start condition when EDSS is not in operation).

[0152] (Specific operation)

[0153] The difference between the CPU of the vehicle control ECU 10 of the third device and the CPU of the first device is only that, every time a predetermined time elapses, it executes Figure 6 the routine shown in the flowchart in, instead of Figure 4 the routine shown. Hereinafter, this difference will be described.

[0154] <<Collision avoidance assist control of the third device>>

[0155] At an appropriate timing, the CPU starts processing from step 600 of Figure 6 and enters step 605 to determine whether there is an obstacle in the predicted traveling area of the host vehicle. The processing of this step is the same as the processing of step 410.

[0156] When there is no obstacle in the predicted traveling area of the host vehicle, the CPU determines "No" in step 605 and directly enters step 695 to temporarily end this routine.

[0157] When there is an obstacle in the predicted traveling area of the host vehicle, the CPU determines "Yes" in step 605 and enters step 610 to determine whether the collision prediction condition is satisfied based on the fused target information. The processing of this step is the same as the processing of step 420. That is, the CPU determines whether the collision time to collision (TTC) is below the "maximum collision determination threshold TthMax".

[0158] When the collision time to collision (TTC) is greater than the "maximum collision determination threshold TthMax", the CPU determines "No" in step 610 and directly enters step 695 to temporarily end this routine.

[0159] On the contrary, when the time to collision TTC is less than or equal to the "maximum collision determination threshold TthMax" and the collision prediction condition is satisfied, the CPU determines "Yes" in step 610 and proceeds to step 615. In step 615, the CPU determines whether the emergency stop control of the EDSS is being executed. The processing of this step is the same as that of step 430. That is, the CPU determines whether the value of the EDSS flag XEDSS is "1" in step 615.

[0160] When the emergency stop control of the EDSS is not being executed (when the value of the EDSS flag XEDSS is not "1"), the CPU determines "No" in step 615 and proceeds to step 620.

[0161] The CPU performs the following processing in step 620.

[0162] The CPU sets the accelerator pedal operation amount threshold APth to the accelerator pedal operation amount threshold APthNormal during normal operation (when the EDSS is not working and the second control is not being executed).

[0163] The CPU sets the accelerator pedal change speed threshold dAPth to the accelerator pedal change speed threshold dAPthNormal during normal operation.

[0164] The CPU sets the brake pedal operation amount threshold BPth to the brake pedal operation amount threshold BPthNormal during normal operation.

[0165] The CPU sets the brake pedal change speed threshold dBPth to the brake pedal change speed threshold dBPthNormal during normal operation.

[0166] The CPU sets the steering angle threshold θth to the steering angle threshold θthNormal during normal operation.

[0167] The CPU sets the steering angle change speed threshold dθth to the steering angle change speed threshold dθthNormal during normal operation.

[0168] The operation determination conditions (refer to step 625) using the respective thresholds set in this step 620 are referred to as the "operation determination conditions when the second control is not being executed" or the "operation determination conditions when the EDSS is not working".

[0169] Next, the CPU proceeds to step 625 and determines whether the above operation determination conditions (override condition, override control permission condition) are satisfied. That is, it determines whether at least one of the above "condition A1 to condition A3" is satisfied. The processing of this step is the same as that of step 540.

[0170] When the operation determination condition is satisfied (i.e., when at least one of conditions A1 to A3 is satisfied), the CPU determines "Yes" in step 625 and proceeds to step 630. In step 630, the CPU sets the collision determination threshold TTCth to "the delayed collision determination threshold TthSmall that is less than the maximum collision determination threshold TthMax". The processing of this step is the same as that of step 550. The delayed collision determination threshold TthSmall is also referred to as the third collision determination threshold.

[0171] Next, the CPU proceeds to step 635 and determines whether the collision margin time TTC is below the collision determination threshold TTCth (in this case, the delayed collision determination threshold TthSmall). That is, in this step 635, the CPU determines whether the execution condition (the first action start condition) of the collision avoidance assistance action is satisfied. The processing of this step is the same as that of step 450.

[0172] When the collision margin time TTC is greater than the collision determination threshold TTCth (when the execution condition of the collision avoidance assistance action is not satisfied), the CPU determines "No" in step 635 and directly proceeds to step 695 to temporarily end this routine. Thus, in this case, the automatic braking does not start.

[0173] In contrast, when the collision margin time TTC is below the collision determination threshold TTCth (when the execution condition of the collision avoidance assistance action is satisfied), the CPU determines "Yes" in step 635 and proceeds to step 640 to start executing the automatic braking as the collision avoidance assistance action. The processing of this step is the same as that of step 460. After that, the CPU proceeds to step 695 to temporarily end this routine.

[0174] When the CPU enters step 625 and the operation determination condition is not satisfied (i.e., when none of conditions A1 to A3 are satisfied), the CPU determines "No" in step 625 and proceeds to step 645. In step 645, the CPU sets the collision determination threshold TTCth to the above-mentioned standard collision determination threshold TthNormal. The standard collision determination threshold TthNormal is a value that is greater than the delayed collision determination threshold TthSmall and less than the maximum collision determination threshold TthMax (i.e., TthSmall < TthNormal < TthMax). The standard collision determination threshold TthNormal is also referred to as the first collision determination threshold.

[0175] After that, the CPU enters step 635 to determine whether the time to collision (TTC) is below the collision determination threshold TTCth (in this case, the standard collision determination threshold TthNormal). When the time to collision (TTC) is greater than the collision determination threshold TTCth, the CPU determines "No" in step 635 and directly enters step 695 to temporarily end this routine. Thus, in this case, automatic braking does not start.

[0176] In contrast, when the time to collision (TTC) is below the collision determination threshold TTCth (when the execution condition of the collision avoidance assist operation is satisfied), the CPU determines "Yes" in step 635 and enters step 640 to start executing automatic braking as the collision avoidance assist operation. After that, the CPU enters step 695 to temporarily end this routine.

[0177] Furthermore, when the CPU enters step 615 and the emergency stop control of the EDSS is in execution (when the value of the EDSS flag XEDSS is "1"), the CPU determines "Yes" in step 615 and enters step 650.

[0178] The CPU performs the following processing in step 650.

[0179] The CPU sets the accelerator pedal operation amount threshold APth to "the accelerator pedal operation amount threshold APthLarge during EDSS operation, which is greater than the normal accelerator pedal operation amount threshold APthNormal".

[0180] The CPU sets the accelerator pedal change speed threshold dAPth to "the accelerator pedal change speed threshold dAPthLarge during EDSS operation, which is greater than the normal accelerator pedal change speed threshold dAPthNormal".

[0181] The CPU sets the brake pedal operation amount threshold BPth to "the brake pedal operation amount threshold BPthLarge during EDSS operation, which is greater than the normal brake pedal operation amount threshold BPthNormal".

[0182] The CPU sets the brake pedal change speed threshold dBPth to "the brake pedal change speed threshold dBPthLarge during EDSS operation, which is greater than the normal brake pedal change speed threshold dBPthNormal".

[0183] The CPU sets the steering angle threshold θth to "the steering angle threshold θthLarge during EDSS operation, which is greater than the normal steering angle threshold θthNormal".

[0184] The CPU sets the steering angle change speed threshold dθth to "the steering angle change speed threshold dθthLarge during EDSS operation, which is greater than the normal steering angle change speed threshold dθthNormal".

[0185] The operation determination conditions using the respective thresholds set in this step 650 (refer to step 625.) are referred to as "operation determination conditions during the execution of the second control" or "operation determination conditions during EDSS operation". In this way, the operation determination conditions during the execution of the second control are set to hold when the driver operates the driving operation member faster or more significantly compared to the "operation determination conditions during non-execution of the second control using the thresholds set in step 620".

[0186] After that, the CPU enters step 625. As a result, the operation determination conditions in the case where the emergency stop control of EDSS is being executed become conditions that are more difficult to hold than the operation determination conditions in the case where the emergency stop control of EDSS is not being executed.

[0187] As a result, when it is determined that the collision prediction condition holds, the conditions required to execute the collision avoidance assist action when the emergency stop control of EDSS is being executed (i.e., the first action start condition during EDSS operation) become different from the conditions required to execute the collision avoidance assist action when the emergency stop control of EDSS is not being executed (i.e., the first action start condition during non-EDSS operation).

[0188] As described above, in the third device, the operation determination conditions (i.e., the operation determination conditions during the execution of the second control) in the case where the second control (emergency stop control) for automatically stopping the host vehicle is being executed are set to hold when the driver operates the driving operation member faster or more significantly compared to the operation determination conditions in the case where the second control is not being executed (i.e., the operation determination conditions during non-execution of the second control). Therefore, in a situation where the possibility of the driver being in an abnormal state is high (during the execution of the second control), only when a more definite (reliable) driving operation is detected, the collision avoidance action (i.e., override control) based on the driving operation is permitted. Therefore, the possibility of the host vehicle being driven due to a misoperation of the driving operation member can be reduced.

[0189] <Fourth Embodiment>

[0190] The vehicle control device according to the fourth embodiment of the present invention (hereinafter referred to as the "fourth device".) sets the execution conditions of the collision avoidance assist action when the emergency stop control of EDSS is being executed to be conditions that are established earlier than the execution conditions of the collision avoidance assist action when the emergency stop control of EDSS is not being executed when it is determined that the collision prediction condition holds and the operation determination condition holds.

[0191] As a result, when it is determined that the collision prediction condition is satisfied, the conditions that need to be satisfied for performing the collision avoidance assistance action while the emergency stop control of the EDSS is in execution (i.e., the first action start condition during EDSS operation) become different from the conditions that need to be satisfied for performing the collision avoidance assistance action while the emergency stop control of the EDSS is not in execution (i.e., the first action start condition when the EDSS is not in operation).

[0192] (Specific operation)

[0193] The difference between the CPU of the vehicle control ECU 10 of the fourth device and the CPU of the first device is only that, every time a predetermined time elapses, it executes Figure 7 the routine shown in the flowchart in Figure 4 instead of the routine shown in

[0194] <<Collision avoidance assistance control of the fourth device>>

[0195] At an appropriate timing, the CPU starts processing from step 700 of Figure 7 and enters step 710 to determine whether there is an obstacle in the predicted travel area of its own vehicle. The processing of this step is the same as the processing of step 410.

[0196] When there is no obstacle in the predicted travel area of its own vehicle, the CPU determines "No" in step 710 and directly enters step 795 to temporarily end this routine.

[0197] When there is an obstacle in the predicted travel area of its own vehicle, the CPU determines "Yes" in step 710 and enters step 720 to determine whether the collision prediction condition is satisfied based on the fused target information. The processing of this step is the same as the processing of step 420. That is, the CPU determines whether the collision time to collision (TTC) is below the "maximum collision determination threshold TthMax".

[0198] When the collision time to collision (TTC) is greater than the "maximum collision determination threshold TthMax", the CPU determines "No" in step 720 and directly enters step 795 to temporarily end this routine.

[0199] In contrast, when the collision time to collision (TTC) is below the "maximum collision determination threshold TthMax" and the collision prediction condition is satisfied, the CPU determines "Yes" in step 720 and enters step 730. The CPU determines whether the above operation determination condition (override control permission condition) is satisfied in step 730. That is, the CPU determines whether at least one of the above "condition A1 to condition A3" is satisfied. The processing of this step is the same as the processing of step 540.

[0200] When the operation determination condition is not satisfied (that is, when none of the conditions A1 to A3 are satisfied), the CPU determines "No" in step 730 and proceeds to step 740. In step 740, the CPU sets the collision determination threshold TTCth to the above-mentioned standard collision determination threshold TthNormal. The standard collision determination threshold TthNormal is a value less than the maximum collision determination threshold TthMax (that is, TthNormal < TthMax). The standard collision determination threshold TthNormal is also referred to as the first collision determination threshold.

[0201] Thus, in the present embodiment, the operation determination condition (the second control non-execution operation determination condition) when the emergency stop control of the EDSS is not being executed and the operation determination condition (the second control execution operation determination condition) when the emergency stop control of the EDSS is being executed are determined in Figure 7 step 730. Moreover, when the operation determination condition is not satisfied (step 730: No), regardless of whether the emergency stop control (the second control) of the EDSS is being executed or not, the first action start condition is a condition that is satisfied when the collision index value reaches the first collision determination threshold (steps 740 and 750). In other words, the CPU may also execute the process of "determining whether the emergency stop control of the EDSS is being executed" between step 730 and step 740, but in this case, regardless of whether the emergency stop control of the EDSS is being executed or not, the CPU proceeds to step 740.

[0202] Next, the CPU proceeds to step 750 and determines whether the collision margin time TTC is less than the collision determination threshold TTCth (in this case, the standard collision determination threshold TthNormal). That is, in this step 750, the CPU determines whether the execution condition (the first action start condition) of the collision avoidance assist action is satisfied. The process of this step is the same as the process of step 450.

[0203] When the collision margin time TTC is greater than the collision determination threshold TTCth (when the execution condition of the collision avoidance assist action is not satisfied), the CPU determines "No" in step 750 and directly proceeds to step 795 to temporarily end this routine. Thus, in this case, the automatic braking does not start.

[0204] On the contrary, when the time to collision (TTC) is less than or equal to the collision determination threshold (TTCth) (when the execution condition of the collision avoidance assistance operation is satisfied), the CPU determines "Yes" in step 750 and proceeds to step 760 to start executing automatic braking as the collision avoidance assistance operation. The processing of this step is the same as that of step 460. After that, the CPU proceeds to step 795 to temporarily end this routine.

[0205] When the CPU enters step 730 and the operation determination condition is satisfied (i.e., when at least one of conditions A1 to A3 is satisfied), the CPU determines "Yes" in step 730 and proceeds to step 770. In step 770, the CPU determines whether the emergency stop control of the EDSS is in execution. The processing of this step is the same as that of step 430. That is, in step 770, the CPU determines whether the value of the EDSS flag XEDSS is "1".

[0206] When the emergency stop control of the EDSS is not in execution (when the value of the EDSS flag XEDSS is not "1"), the CPU determines "No" in step 770 and proceeds to step 780. In step 780, the CPU sets the collision determination threshold TTCth to the above-mentioned "delayed collision determination threshold TthSmall that is less than the standard collision determination threshold TthNormal". The processing of this step is the same as that of step 550. The delayed collision determination threshold TthSmall is also referred to as the third collision determination threshold. In addition, in this embodiment, the standard collision determination threshold TthNormal is a value less than or equal to the maximum collision determination threshold TthMax (i.e., TthNormal ≤ TthMax).

[0207] After that, the CPU proceeds to step 750. When the time to collision (TTC) is less than or equal to the collision determination threshold TTCth (in this case, the delayed collision determination threshold TthSmall), it proceeds to step 760. In step 760, the CPU starts executing automatic braking as the collision avoidance assistance operation. After that, the CPU proceeds to step 795 to temporarily end this routine.

[0208] On the contrary, when the CPU enters step 770 and the emergency stop control of the EDSS is in execution (when the value of the EDSS flag XEDSS is "1"), the CPU determines "yes" in step 770 and enters step 790. In step 790, the CPU sets the collision determination threshold TTCth to the intermediate delay collision determination threshold TthMidSmall. The intermediate delay collision determination threshold TthMidSmall is a value that is less than the standard collision determination threshold TthNormal and greater than the delay collision determination threshold TthSmall. The intermediate delay collision determination threshold TthMidSmall is also referred to as the fourth collision determination threshold.

[0209] After that, the CPU enters step 750. When the collision margin time TTC is less than or equal to the collision determination threshold TTCth (in this case, the intermediate delay collision determination threshold TthMidSmall), it enters step 760. In step 760, the CPU starts to execute automatic braking as a collision avoidance assist action. After that, the CPU enters step 795 and temporarily ends this routine.

[0210] As described above, according to the fourth device, when the operation determination condition is satisfied and the second control is in execution (during the execution of the emergency stop control), the start timing of the execution of the first action is earlier than when the second control is not in execution. However, according to the fourth device, regardless of whether the second control is in execution or not, when the operation determination condition is satisfied, the start timing of the execution of the first action is later than when the operation determination condition is not satisfied.

[0211] Thus, although when the driving operation member is operated while the second control is in execution, the collision avoidance action based on the operation of the driving operation member is temporarily permitted, compared with when the driving operation member is operated without the second control being in execution, the first action starts relatively earlier. As a result, the possibility of the host vehicle colliding with an obstacle during the execution of the second control can be reduced. Furthermore, since the automatic braking as the first action starts relatively early during the execution of the second control, the necessity for the vehicle to rapidly decelerate by the automatic braking for avoiding collision is reduced. Therefore, the host vehicle does not rapidly decelerate by the automatic braking, so the possibility that "a following vehicle suddenly approaches the host vehicle" during the execution of the second control can be reduced.

[0212] In addition, the CPU of the fourth device may also be configured such that when it is determined "yes" in step 720, it performs the same processing as Figure 6 step 615, and when it is determined "yes" in this step 615, it performs the Figure 6 processing of step 650 and then enters Figure 7In step 730, when it is determined as "no" in step 615, after performing the process of step 620 Figure 6 and then entering Figure 7 step 730. Thus, also in the fourth device, the operation determination condition during EDSS operation can be set in the same way so that it is satisfied when the driver operates the driving operation member faster or more greatly than the operation determination condition during non-EDSS operation.

[0213] <Fifth Embodiment>

[0214] The vehicle control device according to the fifth embodiment of the present invention (hereinafter referred to as "the fifth device") sets the override determination condition (operation determination condition) when the emergency stop control of EDSS is being executed to a condition that is more difficult to satisfy than the override condition when the emergency stop control of EDSS is not being executed, when it is determined that the collision prediction condition is satisfied. As a result, when it is determined that the collision prediction condition is satisfied, the condition that needs to be satisfied to execute the collision avoidance assist action when the emergency stop control of EDSS is being executed (that is, the first action start condition during EDSS operation) becomes a different condition from the condition that needs to be satisfied to execute the collision avoidance assist action when the emergency stop control of EDSS is not being executed (that is, the first action start condition during non-EDSS operation). In addition, the fifth device prohibits (cancels) automatic braking when the override condition is satisfied.

[0215] (Specific operation)

[0216] The difference between the CPU of the vehicle control ECU 10 of the fifth device and the CPU of the first device is only that, every time a predetermined time elapses, it executes Figure 8 the routine shown in the flowchart in Figure 4 instead of the routine shown in

[0217] <<Collision Avoidance Assist Control of the Fifth Device>>

[0218] At an appropriate timing, the CPU starts processing from Figure 8 step 800 and enters step 805 to determine whether there is an obstacle in the predicted traveling area of the host vehicle. The processing of this step is the same as the processing of step 410.

[0219] When there is no obstacle in the predicted traveling area of the host vehicle, the CPU determines "no" in step 805 and directly enters step 895 to temporarily end this routine.

[0220] When there is an obstacle in the predicted traveling area of the host vehicle, the CPU determines "Yes" in step 805 and proceeds to step 810 to determine whether the emergency stop control of EDSS is in execution. The processing of this step is the same as that of step 430. That is, the CPU determines whether the value of the EDSS flag XEDSS is "1" in step 810.

[0221] When the emergency stop control of EDSS is not in execution (when the value of the EDSS flag XEDSS is not "1"), the CPU determines "No" in step 810 and proceeds to step 815. The CPU determines in step 815 whether the "collision prediction condition in the non-operating state (normal state) of EDSS" is satisfied based on the fused target information. That is, the CPU determines whether the collision time to collision (TTC) is less than the "collision determination threshold TTCthS in the non-operating state (normal state) of EDSS". The collision determination threshold TTCthS is also referred to as the collision determination threshold when the second control is not executed.

[0222] When the collision time to collision (TTC) is greater than the "collision determination threshold TTCthS in the non-operating state (normal state) of EDSS", the CPU determines "No" in step 815 and directly proceeds to step 895 to temporarily end this routine.

[0223] In contrast, when the collision time to collision (TTC) is less than or equal to the "collision determination threshold TTCthS in the non-operating state (normal state) of EDSS" and the "collision prediction condition in the non-operating state (normal state) of EDSS" is satisfied, the CPU determines "Yes" in step 815 and proceeds to step 820. In step 820, the CPU performs the "override determination in the non-operating state (normal state) of EDSS". In this step 820, the determination is made as to whether the override condition (operation determination condition) set for the "non-operating state (normal state) of EDSS" is satisfied according to the Figure 9 subroutine shown.

[0224] More specifically, when the CPU proceeds to step 820, it starts processing from step 900 of the routine shown in the Figure 9 flowchart and proceeds to step 910. The CPU determines in step 910 whether the override condition in the non-operating state of EDSS (also referred to as the "normal override condition" or the "operation determination condition in the non-operating state of EDSS") is satisfied.

[0225] The override condition in the non-operating state of EDSS is a condition that has at least one of the following "Condition B1 to Condition B3" as a satisfied condition. That is, the CPU determines that the override condition in the non-operating state of EDSS is satisfied when at least one of Condition B1 to Condition B3 is satisfied.

[0226] Condition B1: The accelerator pedal operation amount AP ≥ the normal accelerator pedal operation amount threshold APthS, or

[0227] The accelerator pedal change speed dAP ≥ the normal accelerator pedal change speed threshold dAPthS

[0228] Condition B2: The brake pedal operation amount BP ≥ the normal brake pedal operation amount threshold BPthS, or

[0229] The brake pedal change speed dBP ≥ the normal brake pedal change speed threshold dBPthS

[0230] Condition B3: The magnitude of the steering angle |θ| ≥ the normal steering angle threshold θthS, or

[0231] The magnitude of the steering angle change speed |dθ| ≥ the normal steering angle change speed threshold dθthS

[0232] In addition, the relationship between each threshold used in Conditions B1 to B3 and each threshold used in Step 620 is as follows. However, the following relationships may not hold either.

[0233] The normal accelerator pedal operation amount threshold APthS = APthNormal

[0234] The normal accelerator pedal change speed threshold dAPthS = dAPthNormal

[0235] The normal brake pedal operation amount threshold BPthS = BPthNormal

[0236] The normal brake pedal change speed threshold dBPthS = dBPthNormal

[0237] The normal steering angle threshold θthS = θthNormal

[0238] The normal steering angle change speed threshold dθthS = dθthNormal

[0239] When the override condition does not hold during non-operation of EDSS (i.e., when Conditions B1 to B3 are all not satisfied), the CPU determines "No" in Step 910 and enters Step 920. In Step 920, the CPU sets the value of the normal OR flag (EDSS non-operation override flag) XNOR to "0". After that, the CPU enters Step 995 to temporarily end this routine and enters Figure 8 Step 825 of

[0240] In contrast, when the override condition is satisfied during non-operation of EDSS (i.e., when at least one of conditions B1 to B3 is satisfied), the CPU determines "Yes" in step 910 and proceeds to step 930. In step 930, the CPU sets the XNOR value of the normal OR flag (EDSS non-operation override flag) to "1". After that, the CPU proceeds to step 995 to temporarily end this routine and enters Figure 8 step 825 of

[0241] In step 825, the CPU determines whether the XNOR value of the normal OR flag is "0".

[0242] When the XNOR value of the normal OR flag is "0", the CPU determines "Yes" in step 825 and proceeds to step 830 to start executing automatic braking as a collision avoidance assist action. After that, the CPU proceeds to step 895 to temporarily end this routine.

[0243] In contrast, when the XNOR value of the normal OR flag is "1", the CPU determines "No" in step 825 and proceeds to step 835 to prohibit (cancel) the automatic braking control and allow the override. That is, the CPU controls its own vehicle according to the driver's driving operation. After that, the CPU proceeds to step 895 to temporarily end this routine.

[0244] In addition, when the CPU enters step 810 and the emergency stop control of EDSS is being executed (when the value of the EDSS flag XEDSS is "1"), the CPU determines "Yes" in step 810 and proceeds to step 840. In step 840, the CPU determines whether the "collision prediction condition during EDSS operation" is satisfied based on the fused target object information. That is, the CPU determines whether the time to collision TTC is below the "collision determination threshold TTCthL during EDSS operation". The collision determination threshold TTCthL is set to a value greater than the collision determination threshold TTCthS. However, the collision determination threshold TTCthL can also be equal to the collision determination threshold TTCthS. The collision determination threshold TTCthL is also referred to as the collision determination threshold during the second control execution.

[0245] When the time to collision TTC is greater than the "collision determination threshold TTCthL during EDSS operation", the CPU determines "No" in step 840 and directly proceeds to step 895 to temporarily end this routine.

[0246] In contrast, when the time to collision TTC is less than or equal to the "collision determination threshold TTCthL during EDSS operation" and the "collision prediction condition during EDSS operation" is satisfied, the CPU determines "yes" in step 840 and proceeds to step 845. In step 845, the CPU performs an "override determination during EDSS operation". In this step 845, a determination is made as to whether the override condition (operation determination condition) set for "during EDSS operation" is satisfied according to the subroutine shown in Figure 10 shown.

[0247] More specifically, when the CPU enters step 845, it starts processing from step 1000 of the routine shown in the flowchart in Figure 10 and enters step 1010. In step 1010, the CPU determines whether the override condition during EDSS operation (also referred to as the "override condition during emergency stop control" or the "operation determination condition during EDSS operation") is satisfied.

[0248] The override condition during EDSS operation is a condition that takes at least one of the following "condition C1 to condition C3" as a satisfaction condition. That is, when at least one of condition C1 to condition C3 is satisfied, the CPU determines that the override condition during EDSS operation is satisfied.

[0249] Condition C1: The accelerator pedal operation amount AP ≥ the accelerator pedal operation amount threshold APthL during EDSS operation, or

[0250] The accelerator pedal change speed dAP ≥ the accelerator pedal change speed threshold dAPthL during EDSS operation

[0251] Condition C2: The brake pedal operation amount BP ≥ the brake pedal operation amount threshold BPthL during EDSS operation, or

[0252] The brake pedal change speed dBP ≥ the brake pedal change speed threshold dBPthL during EDSS operation

[0253] Condition C3: The magnitude of the steering angle |θ| ≥ the steering angle threshold θthL during EDSS operation, or

[0254] The magnitude of the steering angle change speed |dθ| ≥ the steering angle change speed threshold dθthL during EDSS operation

[0255] Among the respective thresholds used in condition C1 to condition C3 and the respective thresholds used in condition B1 to condition B3, the following relationship holds.

[0256] The accelerator pedal operation amount threshold APthL during EDSS operation > the accelerator pedal operation amount threshold APthS during normal operation

[0257] During EDSS operation, the acceleration pedal change speed threshold dAPthL > the normal acceleration pedal change speed threshold dAPthS

[0258] During EDSS operation, the brake pedal operation amount threshold BPthL > the normal brake pedal operation amount threshold BPthS

[0259] During EDSS operation, the brake pedal change speed threshold dBPthL > the normal brake pedal change speed threshold dBPthS

[0260] During EDSS operation, the steering angle threshold θthL > the normal steering angle threshold θthS

[0261] During EDSS operation, the steering angle change speed threshold dθthL > the normal steering angle change speed threshold dθthS

[0262] In addition, the relationship between each threshold used in Conditions C1 to C3 and each threshold used in Step 650 is as follows. However, the following relationships may not hold either.

[0263] During EDSS operation, the acceleration pedal operation amount threshold APthL = APthLarge

[0264] During EDSS operation, the acceleration pedal change speed threshold dAPthL = dAPthLarge

[0265] During EDSS operation, the brake pedal operation amount threshold BPthL = BPthLarge

[0266] During EDSS operation, the brake pedal change speed threshold dBPthL = dBPthLarge

[0267] During EDSS operation, the steering angle threshold θthL = θthLarge

[0268] During EDSS operation, the steering angle change speed threshold dθthL = dθthLarge

[0269] When the override condition does not hold during EDSS operation (i.e., when Conditions C1 to C3 do not hold), the CPU determines "No" in Step 1010 and proceeds to Step 1020. In Step 1020, the CPU sets the value of the EDSS-OR flag (EDSS operation override flag) XEOR to "0". After that, the CPU proceeds to Step 1095 to temporarily end this routine and proceeds to Figure 8 Step 850.

[0270] On the contrary, when the override condition is satisfied during the EDSS operation (i.e., when at least one of Conditions C1 to C3 is satisfied), the CPU determines "Yes" in Step 1010 and proceeds to Step 1030. In Step 1030, the CPU sets the value of the EDSS-OR flag (override flag during EDSS operation) XEOR to "1". Thereafter, the CPU proceeds to Step 1095 to temporarily end this routine and enters Figure 8 Step 850 of

[0271] In Step 850, the CPU determines whether the value of the EDSS-OR flag XEOR is "0".

[0272] When the value of the EDSS-OR flag XEOR is "0", the CPU determines "Yes" in Step 850 and proceeds to Step 855 to start automatic braking as a collision avoidance assist operation. Thereafter, the CPU proceeds to Step 895 to temporarily end this routine.

[0273] On the contrary, when the value of the EDSS-OR flag XEOR is "1", the CPU determines "No" in Step 850 and proceeds to Step 860 to prohibit (cancel) the automatic braking control and permit the override. That is, the CPU controls its own vehicle according to the driver's driving operation. Thereafter, the CPU proceeds to Step 895 to temporarily end this routine.

[0274] As described above, the fifth device can determine whether the operation determination condition is satisfied during the execution of the second control (during the execution of the emergency stop control) from an earlier time point (the time point when the collision index value reaches the collision determination threshold TTCthL at the time of executing the second control), and based on the determination result, start the first action from an earlier time point. Thereby, it is possible to more reliably avoid a collision between the own vehicle and an obstacle. Further, the first action is automatic braking, and since this automatic braking is started relatively early during the execution of the second control, the necessity of rapidly decelerating the own vehicle by the automatic braking is small. As a result, it is possible to reduce the "possibility that a following vehicle suddenly approaches the own vehicle" due to the automatic braking as the first action.

[0275] In addition, in the fifth device, the operation determination condition during the execution of the second control (override condition during EDSS operation) is set such that it is satisfied when the driver operates the driving operation member faster or more greatly than the operation determination condition during non-execution of the second control (override condition during non-EDSS operation). Therefore, in a situation where the possibility that the driver is in an abnormal state is high (during the execution of the second control), the collision avoidance action based on the driving operation is permitted only when a more definite (reliable) driving operation is detected.

[0276] <Sixth Embodiment>

[0277] The vehicle control device according to the sixth embodiment of the present invention (hereinafter referred to as the "sixth device") sets the override determination condition (operation determination condition) when the emergency stop control of the EDSS is in execution to a condition different from the override determination condition when the emergency stop control of the EDSS is not in execution, when it is determined that the collision prediction condition is satisfied. More specifically, when it is determined that the collision prediction condition is satisfied, the sixth device changes the override determination condition (operation determination condition) when the emergency stop control of the EDSS is in execution to "a condition that is satisfied when it is more certain that the driving operation is for avoiding a collision". As a result, when it is determined that the collision prediction condition is satisfied, the condition that needs to be satisfied for executing the collision avoidance assist action when the emergency stop control of the EDSS is in execution (that is, the first action start condition when the EDSS is operating) becomes a condition different from the condition that needs to be satisfied for executing the collision avoidance assist action when the emergency stop control of the EDSS is not in execution (that is, the first action start condition when the EDSS is not operating). In addition, similar to the fifth device, the sixth device also prohibits (cancels) automatic braking when the override condition is satisfied.

[0278] (Specific operation)

[0279] Similar to the fifth device, the CPU of the vehicle control ECU 10 of the sixth device executes the Figure 8 routine shown in the flowchart in the figure every time a predetermined time elapses. However, the difference between the CPU of the sixth device and that of the fifth device is only that in Figure 8 step 845, the subroutine shown in the Figure 11 flowchart in the figure is executed instead of the subroutine shown in Figure 10 . Hereinafter, this difference will be described.

[0280] When the CPU enters Figure 8 step 845, "override determination during EDSS operation" is performed. In this step 845, it is determined whether the override condition (operation determination condition) set for "during EDSS operation" is satisfied according to the Figure 11 subroutine shown in the figure.

[0281] More specifically, when the CPU enters step 845, the processing starts from step 1100 of the Figure 11 routine shown in the flowchart in the figure and enters step 1110. In step 1110, the CPU determines whether the magnitude |dθ| of the change speed of the steering angle is equal to or greater than the steering angle change speed threshold dθth. That is, in step 1110, the CPU determines whether the steering wheel has been suddenly operated.

[0282] When the magnitude of the change rate of the steering angle |dθ| is less than the steering angle change rate threshold dθth, the CPU determines "No" in step 1110 and proceeds to step 1120. In step 1120, the CPU sets the value of the EDSS-OR flag (override flag during EDSS operation) XEOR to "0". After that, the CPU proceeds to step 1195 to temporarily end this routine and enters Figure 8 step 850 of Figure 8 . Thus, in this case, automatic braking is performed in

[0283] step 855 of

[0284] . On the contrary, when the magnitude of the change rate of the steering angle |dθ| is greater than or equal to the steering angle change rate threshold dθth, the CPU determines "Yes" in step 1110 and proceeds to step 1130. In step 1130, the CPU determines whether the steering direction is a direction to avoid collision with an obstacle. Figure 12 More specifically, as shown in (A) of

[0285] , after the CPU determines that there is an obstacle at step 805, the CPU repeatedly calculates the overlap amount R between the host vehicle HV and the obstacle OB in the case where it is assumed that a collision has occurred between the host vehicle HV and the obstacle OB based on the predicted vehicle travel path. The overlap amount is the length of the overlapping part between the collision part of the host vehicle HV and the obstacle OB in the case where it is assumed that a collision has occurred between the host vehicle HV and the obstacle OB.

[0286] Then, the CPU compares the overlap amount R at the time point when it is determined that there is an obstacle in the predicted travel area of the host vehicle (or, the time point when the collision prediction condition during EDSS operation is satisfied) (hereinafter referred to as "the first overlap amount".), with the overlap amount R at the time point when the magnitude of the change rate of the steering angle |dθ| becomes greater than or equal to the steering angle change rate threshold dθth after the time point when the collision prediction condition during EDSS operation is satisfied (or, after the time point when it is determined that there is an obstacle in the predicted travel area of the host vehicle) (hereinafter referred to as "the second overlap amount".). Figure 12 At this time, as shown in (B) of Figure 12 , when the second overlap amount becomes less than the first overlap amount, the CPU determines that the steering direction is a direction to avoid collision with an obstacle. In addition, the CPU can also determine that the steering direction is a direction to avoid collision with an obstacle when the second overlap amount becomes negative as shown in (B) of

[0287] . On the contrary, as shown in (C) of Figure 12 , when the second overlap amount (R2) becomes greater than or equal to the first overlap amount (R1), the CPU determines that the steering direction is not a direction to avoid collision with an obstacle.

[0288] In addition, when the post-steering distance described below becomes greater than the pre-steering distance described below, the CPU may determine that the direction of steering is the direction to avoid collision with an obstacle. Here, the post-steering distance is the distance between the center of the host vehicle HV in the vehicle width direction and the center of the obstacle OB in the vehicle width direction of the host vehicle HV, assuming that a collision occurs between the host vehicle HV and the obstacle OB based on the predicted vehicle travel path at the time point when the magnitude |dθ| of the change speed of the steering angle becomes greater than the steering angle change speed threshold dθth (the time point determined to have been steered). The pre-steering distance is the distance between the center of the host vehicle HV in the vehicle width direction and the center of the obstacle OB in the vehicle width direction of the host vehicle HV, assuming that a collision occurs between the host vehicle HV and the obstacle OB based on the predicted vehicle travel path at the time point when it is determined that there is an obstacle in the predicted travel area of the host vehicle or at the time point when the collision prediction condition during EDSS operation is satisfied.

[0289] In the case where the direction of steering is not the direction to avoid collision with an obstacle, the CPU proceeds from step 1130 to step 1120 and sets the value of the EDSS-OR flag XEOR to "0". After that, the CPU proceeds to step 1195 and temporarily ends this routine, and proceeds to Figure 8 step 850. Therefore, in this case, automatic braking is executed in Figure 8 step 855.

[0290] In contrast, in the case where the direction of steering is the direction to avoid collision with an obstacle, the CPU proceeds from Figure 11 step 1130 to step 1140 and sets the value of the EDSS-OR flag XEOR to "1". After that, the CPU proceeds to step 1195 and temporarily ends this routine, and proceeds to Figure 8 step 850. Therefore, in this case, the CPU determines "No" in Figure 8 step 850 and proceeds to step 860. As a result, automatic braking control is prohibited (cancelled) and override is permitted. That is, the CPU controls the host vehicle according to the driver's driving operation.

[0291] In this way, when the CPU determines, through Figure 11 "both step 1110 and step 1130", that an operation on the steering wheel has been performed and a steering avoidance state has occurred in which the traveling direction of the host vehicle has been changed to the direction to avoid collision with an obstacle through this operation on the steering wheel, it determines that the override condition during EDSS operation is satisfied.

[0292] As described above, similar to the fifth device, the sixth device can also determine whether the operation determination condition during the execution of the second control (during the execution of the emergency stop control) is satisfied from an earlier time point (the time point when the collision index value reaches the collision determination threshold TTCthL at the time of executing the second control), and based on the determination result, start the first action from an earlier time point.

[0293] In addition, according to the sixth device, the override condition during EDSS operation is set to be satisfied when the own vehicle has been steered and the traveling direction of the own vehicle changed due to the steering is "the direction to avoid collision with an obstacle". Thus, when the second control is being executed, in the case of an obvious steering for avoiding collision, the automatic braking as the first action is not executed, and the collision avoidance action based on the driving operation (the collision avoidance action of the driver's steering) is given priority. Thereby, the possibility of performing a collision avoidance action due to a misoperation can be reduced.

[0294] Furthermore, in the fifth and sixth embodiments, the CPU may also make the same determination as in step 420 (i.e., the determination of whether the collision margin time TTC is below the "maximum collision determination threshold TthMax") in steps 815 and 840. In this case, if the collision margin time TTC is below the "maximum collision determination threshold TthMax", the CPU proceeds from step 840 to step 845, or from step 815 to step 820. Further, in this case, the CPU determines whether the collision margin time TTC is below the "collision determination threshold TTCthL during EDSS operation" between steps 850 and 855, and enters step 855 when the collision margin time TTC is below the "collision determination threshold TTCthL during EDSS operation", and enters step 860 when the collision margin time TTC is greater than the "collision determination threshold TTCthL during EDSS operation". In addition, in this case, the CPU determines whether the collision margin time TTC is below the "collision determination threshold TTCthS when EDSS is not operating" between steps 825 and 830, and enters step 830 when the collision margin time TTC is below the "collision determination threshold TTCthS when EDSS is not operating", and enters step 835 when the collision margin time TTC is greater than the "collision determination threshold TTCthS when EDSS is not operating".

[0295] The present invention is not limited to the above embodiments, and various modifications including the following modification examples can be adopted within the scope of the present invention.

[0296] (First Modification Example)

[0297] The CPU can also obtain the information that a driver abnormal state has occurred when the driving non-operation state has continued for more than the non-operation determination time threshold. The driving non-operation state refers to a state in which any parameter composed of a combination of one or more of the "acceleration pedal operation amount AP, brake pedal operation amount BP, steering torque Tra, and signal level of the touch sensor 93" by the driver has not changed between "the time point from the current time to a predetermined sampling time ago" and "the current time" (or, a state in which each parameter has not changed by more than the corresponding threshold value of each parameter).

[0298] (Second modification example)

[0299] The CPU can also obtain the information that a driver abnormal state has occurred by using the confirmation button 98. For example, when the driving non-operation state has continued for more than the "confirmation time threshold shorter than the non-operation determination time threshold", the CPU causes the warning display device 82 to display a "warning message prompting the driver to operate the confirmation button 98". Then, when the CPU has not received a confirmation signal from the confirmation button 98 from the time of performing such display until the time after the elapse of a time equivalent to the confirmation time threshold, it is determined that a driver abnormal state has occurred, and the information that a driver abnormal state has occurred is obtained.

[0300] (Third modification example)

[0301] The CPU can also determine that the operation determination condition is satisfied when the brake pedal 92a is depressed (when the brake pedal 92a changes from OFF (released state) to ON (depressed state)) or when the brake pedal 92a is being depressed in step 540 of Figure 5 and step 730 of Figure 7 etc. In this case, a brake switch that generates signals indicating OFF and ON of the brake pedal 92a can be used.

[0302] (Fourth modification example)

[0303] The CPU can also determine that the operation determination condition is satisfied when the acceleration pedal 91a is depressed (when the acceleration pedal 91a changes from OFF (released state) to ON (depressed state)) or when the acceleration pedal 91a is being depressed in step 540 of Figure 5 and step 730 of Figure 7 etc. In this case, an acceleration switch that generates signals indicating OFF and ON of the acceleration pedal 91a can be used.

[0304] (Fifth modification example)

[0305] The vehicle control device can be applied to its own vehicle in a state where the driving mode has switched from autonomous driving to driver driving in an autonomous vehicle.

Claims

1. A vehicle control device comprising: a first control system for performing a first operation for reducing the possibility of a collision between the own vehicle and an obstacle existing in the expected travel area of ​​the own vehicle; and a second control system for executing a second control for automatically stopping the own vehicle when information is obtained that the driver of the own vehicle is in an abnormal state where he cannot normally drive the own vehicle; The vehicle control device is configured so that a first action start condition in non-execution of the second control which needs to be met in order for the first control system to start executing the first action when the second control system is not executing the second control, and a first action start condition in execution of the second control which needs to be met in order for the first control system to start executing the first action when the second control system is executing the second control, are different from each other.

2. The vehicle control device according to claim 1, The first operation start condition in which the second control is not executed is a condition that is satisfied when a collision index value related to the possibility of the own vehicle colliding with the obstacle reaches a first collision determination threshold value, The first operation start condition in the execution of the second control is a condition that is satisfied when the collision index value reaches a second collision determination threshold value. The second collision determination threshold is set to a value that the collision index value reaches at a time point earlier than a time point when the collision index value reaches the first collision determination threshold.

3. The vehicle control device according to claim 2, The collision index value is a collision margin time which is a time until a time when the own vehicle is expected to collide with the obstacle. The early collision determination threshold set as the second collision determination threshold is set to a value greater than the standard collision determination threshold set as the first collision determination threshold.

4. The vehicle control device according to claim 1, The first action start condition in the non-execution of the second control is a condition that is satisfied when the operation determination condition that is satisfied when the driver is operating the driving operation element of the own vehicle is not satisfied, and when the collision index value related to the possibility of the own vehicle colliding with the obstacle reaches a first collision determination threshold value, and is a condition that is satisfied when the collision index value reaches a third collision determination threshold value when the operation determination condition is satisfied, The first operation start condition in the execution of the second control is a condition that is satisfied when the collision index value reaches the first collision determination threshold value regardless of whether the operation determination condition is satisfied. The third collision determination threshold is set to a value that the collision index value reaches at a time point later than a time point when the collision index value reaches the first collision determination threshold.

5. The vehicle control device according to claim 4, The collision index value is a collision margin time which is a time until a time when the own vehicle is expected to collide with the obstacle. The delayed collision determination threshold set as the third collision determination threshold is set to a value smaller than the standard collision determination threshold set as the first collision determination threshold.

6. The vehicle control device according to claim 1, The first action start condition in the second control non-execution is a condition that is satisfied when a collision index value related to the possibility of the own vehicle colliding with the obstacle reaches a first collision determination threshold value when a predetermined second control non-execution operation determination condition that is satisfied when the driver is operating the driving operation element of the own vehicle is not satisfied, and is a condition that is satisfied when the collision index value reaches a third collision determination threshold value when the second control non-execution operation determination condition is satisfied. The first action start condition in the second control execution is a condition that is satisfied when the collision index value reaches the first collision determination threshold value when a predetermined second control execution operation determination condition that is satisfied when the driver is operating the driving operation element is not satisfied, and is a condition that is satisfied when the collision index value reaches the third collision determination threshold value when the second control execution operation determination condition is satisfied. The second control-execution-operation determination condition is set to be satisfied when the driver operates the driving operation element faster or more significantly than the second control-non-execution-operation determination condition, The third collision determination threshold is set to a value that the collision index value reaches at a time point later than a time point when the collision index value reaches the first collision determination threshold.

7. The vehicle control device according to claim 6, The collision index value is a collision margin time which is a time until a time when the own vehicle is expected to collide with the obstacle. The delayed collision determination threshold set as the third collision determination threshold is set to a value smaller than the standard collision determination threshold set as the first collision determination threshold.

8. The vehicle control device according to claim 1, The first action start condition in the second control non-execution is a condition that is satisfied when a collision index value related to the possibility of the own vehicle colliding with the obstacle reaches a first collision determination threshold value when a predetermined second control non-execution operation determination condition that is satisfied when the driver is operating the driving operation element of the own vehicle is not satisfied, and is a condition that is satisfied when the collision index value reaches a third collision determination threshold value when the second control non-execution operation determination condition is satisfied. The first action start condition in the second control execution is a condition that is satisfied when the collision index value reaches the first collision determination threshold value when a predetermined second control execution operation determination condition that is satisfied when the driver is operating the driving operation element is not satisfied, and is a condition that is satisfied when the collision index value reaches a fourth collision determination threshold value when the second control execution operation determination condition is satisfied. The second control-execution-operation determination condition is the same condition as the second control-non-execution-operation determination condition, or is set to a condition that is satisfied when the driver operates the driving operation element faster or more significantly than the second control-non-execution-operation determination condition. the third collision determination threshold being set to a value reached by the collision index value at a time point later than the time point at which the collision index value reaches the first collision determination threshold; The fourth collision determination threshold is set to a value that the collision index value reaches at a time point later than a time point when the collision index value reaches the first collision determination threshold and earlier than a time point when the collision index value reaches the third collision determination threshold.

9. The vehicle control device according to claim 8, The collision index value is a collision margin time which is a time until a time when the own vehicle is expected to collide with the obstacle. The delayed collision determination threshold set as the third collision determination threshold is set to a value smaller than the standard collision determination threshold set as the first collision determination threshold, The intermediate delayed collision determination threshold value set as the fourth collision determination threshold value is set to a value that is smaller than the standard collision determination threshold value and larger than the delayed collision determination threshold value.

10. The vehicle control device according to claim 1, The first control system, In a case where the second control is not being executed, the configuration is such that, in a state where a collision index value related to the possibility of the own vehicle colliding with the obstacle reaches a collision determination threshold value when the second control is not being executed, when a predetermined second control non-execution operation determination condition that is established when the driver is operating a driving operation member of the own vehicle is not established, it is determined that a first action start condition when the second control is not being executed is established and the first action is started to be executed, and when the second control non-execution operation determination condition is established, the first action is not executed. Furthermore, when the second control is being executed, the configuration is such that, when the collision index value reaches the collision determination threshold value during the execution of the second control, when a predetermined operation determination condition during the execution of the second control, which is satisfied when the driver is operating the driving operating member, is not satisfied, it is determined that a first action start condition during the execution of the second control is satisfied and the first action is started to be executed, and when the operation determination condition during the execution of the second control is satisfied, the first action is not executed. setting the second control execution time collision determination threshold value to a value reached by the collision index value at a time point earlier than the time point at which the collision index value reaches the second control non-execution time collision determination threshold value, The second control-execution-operation determination condition is set to a condition different from the second control-non-execution-operation determination condition.

11. The vehicle control device according to claim 10, The second control-performing operation determination condition is set to be satisfied when the driver operates the driving operation element faster or more significantly than the second control-non-performing operation determination condition.

12. The vehicle control device according to claim 10, The second control non-execution operation determination condition is set to be satisfied when the own vehicle is turned, regardless of the traveling direction of the own vehicle due to the turning. The second control-execution operation determination condition is set to be satisfied when the own vehicle is turned and the traveling direction of the own vehicle is changed to a direction for avoiding a collision with the obstacle by the turning.

13. The vehicle control device according to claim 10, The second control non-execution operation determination condition is set to be satisfied when at least one of the accelerator pedal of the own vehicle, the brake pedal of the own vehicle, and the steering wheel of the own vehicle is operated, The operation judgment condition during the execution of the second control is set to be satisfied when the steering wheel is operated and a steering avoidance state occurs in which the direction of travel of the own vehicle is changed to a direction to avoid collision with the obstacle by the operation of the steering wheel, and not satisfied when the steering avoidance state does not occur even if either the accelerator pedal of the own vehicle or the brake pedal of the own vehicle is operated.

14. The vehicle control device according to any one of claims 10 to 13, The collision index value is a collision margin time which is a time until a time when the own vehicle is expected to collide with the obstacle. The second control execution-time collision determination threshold is set to a value greater than the second control non-execution-time collision determination threshold.

15. A vehicle control method, comprising: a first step of performing a first action for reducing the possibility of a collision between the own vehicle and an obstacle existing in the expected travel area of ​​the own vehicle; and When information is obtained that the driver of the own vehicle is in an abnormal state where he cannot normally drive the own vehicle, a second step of performing a second control for automatically stopping the own vehicle is executed, The first action start condition in the non-execution of the second control which needs to be met in order to start the execution of the first action when the second control is not being executed, and the first action start condition in the execution of the second control which needs to be met in order to start the execution of the first action when the second control is being executed are different from each other.

16. A storage medium storing a program for execution by a computer mounted on a vehicle. The program causes the computer to execute: a first step of performing a first action for reducing the possibility of a collision between the own vehicle and an obstacle existing in the expected travel area of ​​the own vehicle; and When information is obtained that the driver of the own vehicle is in an abnormal state where he cannot normally drive the own vehicle, a second step of performing a second control for automatically stopping the own vehicle is executed, The first action start condition in the non-execution of the second control which needs to be met in order to start the execution of the first action when the second control is not being executed, and the first action start condition in the execution of the second control which needs to be met in order to start the execution of the first action when the second control is being executed are different from each other.

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