Vehicle control device

Abstract

When a second object is present in a predetermined range diagonally rearward of the host vehicle in a second travel lane adjacent to the first travel lane, the processor of the vehicle control device determines that the risk of contact between the first object and the host vehicle is high if a first condition for determining that the risk of contact between the first object and the host vehicle is high is satisfied. And restricts the override function when a second condition for determining that a driving operation has been performed so as to move the host vehicle toward the second travel lane is satisfied and a third condition for determining that the risk of contact between the second object and the host vehicle is high is satisfied.

Description

Technical Field

[0001] The present invention relates to a vehicle control device having a function of automatically controlling a predetermined device of the vehicle to reduce the risk of contact between the vehicle and an object located around it. Background Art

[0002] A vehicle control device has been proposed which has a function of automatically controlling a predetermined device of the vehicle to reduce the risk of contact between the vehicle and an object located around it (risk reduction function) (for example, refer to Japanese Unexamined Patent Application Publication No. 2012-121534). The vehicle control device of Japanese Unexamined Patent Application Publication No. 2012-121534 (hereinafter referred to as "conventional device") has, as a risk reduction function, a function of controlling a braking device to decelerate the vehicle when a predetermined condition related to the approaching state between the vehicle and an object located directly in front of the vehicle is satisfied (automatic braking function). In addition, the conventional device has a function of restricting the risk reduction function (override function) in a state where a predetermined driving operation has been performed by the driver of the vehicle. For example, when the driver operates the steering wheel, the conventional device does not perform automatic braking. Summary of the Invention

[0003] There are cases where the vehicle approaches a preceding vehicle directly in front of the vehicle traveling in the first travel lane in which the vehicle is traveling, and another vehicle in the section diagonally behind the vehicle traveling in the second travel lane adjacent to the first travel lane approaches the side of the vehicle. In this situation, consider the following scenario: The driver of the vehicle steers to move the vehicle toward the second travel lane in order to avoid the preceding vehicle. In this scenario, there is a possibility that, regardless of the presence of a vehicle approaching the vehicle diagonally from behind in the second travel lane, when the driver forcibly moves the vehicle into the second travel lane, the driver's attention to the preceding vehicle decreases compared to the driver's attention to the other vehicle. Therefore, in order to reduce the risk of contact between the vehicle and the preceding vehicle, it is preferable not to restrict the risk reduction function. However, in this case, since the driver operates the steering wheel, the risk reduction function is restricted by the override function. That is, automatic braking is not performed.

[0004] One object of the present invention is to provide a vehicle control device that can reduce the risk of contact between the vehicle and a first object in a scenario where the vehicle moves forward of a second object in a situation where a first object exists in front of the vehicle and a second object exists diagonally behind the vehicle.

[0005] In order to solve the above problems, the vehicle control device (1) of the present invention includes: an in-vehicle sensor (20) for acquiring information related to the host vehicle (V), information related to the driver of the host vehicle, and information related to objects (V1, V2) located around the host vehicle; and a processor (10) having a risk reduction function for executing risk reduction processes (P1, P2), the risk reduction processes (P1, P2) being processes for controlling the host vehicle based on the information acquired from the in-vehicle sensor to reduce the contact risk between a first object (V1) located in front of the host vehicle in a first driving lane (L1) on which the host vehicle is traveling and the host vehicle, the processor (10) further having an override function for executing override processes (OR1, OR2), the override processes (OR1, OR2) being processes for restricting the risk reduction function when a predetermined driving operation is performed by the driver of the host vehicle.

[0006] When a second object (V2) exists within a predetermined range diagonally behind the host vehicle in a second driving lane (L2) adjacent to the first driving lane, the processor restricts the override function when a first condition (A) for determining that the contact risk between the first object and the host vehicle is high is satisfied, and a second condition (B) for determining that a driving operation has been performed to move the host vehicle toward the second driving lane side is satisfied, and a third condition (C) for determining that the contact risk between the second object and the host vehicle is high is satisfied.

[0007] According to the vehicle control device of the present invention, the host vehicle is automatically controlled to reduce the contact risk between a first object located directly in front of the host vehicle and the host vehicle (risk reduction function). When the driver intentionally performs a driving operation, the risk reduction function is restricted by the override function. Thereby, the execution of automatic control that the driver feels unnecessary is suppressed. However, when a driving operation (forced lane change) is performed such that the host vehicle moves toward the second driving lane side (in front of the second object) regardless of the presence of a second object diagonally behind the host vehicle in the second driving lane (when the first to third conditions are satisfied), the risk reduction function is not restricted. Thus, the host vehicle is controlled to reduce the contact risk between the first object and the host vehicle. Thereby, the safety of the host vehicle is improved.

[0008] In the vehicle control device according to one aspect of the present invention, the first condition includes conditions related to the distance (D1) and relative speed (vr1) between the host vehicle and the first object, the second condition includes conditions related to the steering angle (rudder angle) of the host vehicle, and the third condition includes conditions related to the distance (D2) and relative speed (vs2) between the host vehicle and the second object.

[0009] Accordingly, the processor can relatively simply determine whether the first to third conditions are satisfied based on information obtained using well-known sensors such as cameras and radars.

[0010] In the vehicle control device according to another aspect of the present invention, the risk reduction process includes a first risk reduction process (P1) and a second risk reduction process (P2) for respectively controlling a first device and a second device mounted on the vehicle, and the override process includes a first override process (OR1) and a second override process (OR2) for respectively restricting the execution of the first risk reduction process and the second risk reduction process. The processor determines whether a part of the vehicle has entered the second driving lane, and based on the determination result, restricts the execution of either or both of the first override process and the second override process.

[0011] Accordingly, it is possible to restrict part or all of the override function based on the lateral position of the vehicle.

[0012] In the vehicle control device according to another aspect of the present invention, the first risk reduction process is a process of controlling a notification device (30) as the first device to issue a predetermined alarm to the driver of the vehicle, and the second risk reduction process is a process of controlling a braking device (40) as the second device to brake the vehicle. The processor restricts the first override process when a part of the vehicle has entered the second driving lane, and restricts the first override process and the second override process when the vehicle has not entered the second driving lane.

[0013] In the case where the vehicle is automatically braked when a part of the vehicle enters the second driving lane, although the contact risk between the vehicle and the first object is reduced, the contact risk between the vehicle and the second object may increase. According to the vehicle control device according to this aspect, when a part of the vehicle enters the second driving lane by a manual driving operation, the execution of the alarm is not restricted, and the execution of the automatic braking is restricted. By executing the alarm, the contact risk between the vehicle and the first object is reduced, and by restricting the execution of the automatic braking, the situation where the contact risk between the vehicle and the second object increases is suppressed. On the other hand, when the entire vehicle is located within the first driving lane, even if the automatic braking is executed, the contact risk between the vehicle and the second object does not increase so much. According to the vehicle control device according to this aspect, when the entire vehicle is located within the first driving lane, even if the driver executes a predetermined driving operation, the execution of the alarm and the automatic braking is not restricted. Accordingly, the contact risk between the vehicle and the first object is reduced.

[0014] In a vehicle control device according to another aspect of the present invention, the in-vehicle sensor includes a sensor (25) for obtaining information related to the line-of-sight direction of the driver of the own vehicle, and the processor restricts the override function when the first to third conditions are satisfied and a fourth condition for determining that the line of sight of the driver of the own vehicle is directed to the second driving lane is satisfied.

[0015] Accordingly, when the driver's attention to the first object decreases, the contact risk between the own vehicle and the first object is reduced by the risk reduction function. BRIEF DESCRIPTION OF THE DRAWINGS

[0016] Hereinafter, features, advantages, and technical and industrial significance of exemplary embodiments of the present invention will be described with reference to the drawings, in which like reference numerals denote like elements, and:

[0017] Figure 1 is a block diagram of a vehicle control device according to an embodiment of the present invention.

[0018] Figure 2 is a top view showing a first situation.

[0019] Figure 3 is a top view showing a second situation.

[0020] Figure 4 is a flowchart of a program executed by the CPU to implement the risk reduction function. DETAILED DESCRIPTION

[0021] (Overview)

[0022] As Figure 1 shown, a vehicle control device 1 according to an embodiment of the present invention is applied to a vehicle V (hereinafter referred to as "own vehicle") having an autonomous driving function. The vehicle control device 1 has a risk reduction function for executing a risk reduction process, which is a process of controlling the own vehicle (notification device 30 and braking device 40) to reduce the contact risk between the own vehicle and an object located around it in a state where the autonomous driving function is invalidated.

[0023] (Specific Configuration)

[0024] As Figure 1 shown, the vehicle control device 1 includes an ECU 10, an in-vehicle sensor 20, a notification device 30, and a braking device 40.

[0025] The ECU 10 is equipped with a microcomputer, which includes a CPU 10a, a ROM 10b (rewritable non-volatile memory), a RAM 10c, a timer 10d, etc. The CPU realizes various functions by executing the programs (instructions) stored in the ROM. The ECU 10 is connected to other ECUs via a CAN (Controller Area Network).

[0026] The vehicle-mounted sensor 20 includes an object detection sensor DS for detecting objects located in front of and diagonally behind the vehicle. The object detection sensor DS includes a camera 21 and a millimeter-wave radar 22.

[0027] The camera 21 is equipped with a plurality of photographing devices. Each photographing device has, for example, a built-in CCD. For example, photographing devices are respectively provided at the front and rear of the vehicle, and these photographing devices face the front and rear of the vehicle. Each photographing device photographs the front area and the rear area (diagonal rear area) of the vehicle at a predetermined frame rate to obtain image data. The camera 21 also has an image analysis device. The image analysis device obtains the image data from each photographing device, analyzes the image data, and discriminates (identifies) the target objects existing within the field of view. The image analysis device discriminates, for example, lane markings (the dividing lines of the driving lane). In addition, the image analysis device discriminates, for example, the preceding vehicle V1 within the section directly in front of the vehicle. In addition, the image analysis device discriminates, for example, another vehicle V2 within the section diagonally behind the vehicle in the driving lane L2 adjacent to the driving lane L1 in which the vehicle is traveling. The image analysis device provides the discrimination result (the recognition result of the target object) to the ECU 10.

[0028] The millimeter-wave radar 22 is equipped with a plurality of transceiver units. For example, transceiver units are respectively provided at the front and rear of the vehicle. Each transceiver unit radiates millimeter-wave band radio waves (hereinafter referred to as "millimeter waves") to the front and rear (right diagonal rear and left diagonal rear) of the vehicle, and receives the millimeter waves (reflected waves) reflected by the three-dimensional objects (for example, the preceding vehicle V1 and another vehicle V2) located in this area. The millimeter-wave radar 22 also has a signal processing unit. The signal processing unit obtains various information related to each reflection point of the millimeter wave based on physical quantities such as the time from when the millimeter wave is radiated until the reflected wave is received by each transceiver unit, the attenuation level of the reflected wave, and the difference between the frequency of the radiated millimeter wave and the frequency of the received reflected wave. For example, the signal processing unit calculates the position of each reflection point (the relative position (direction and distance) with respect to the transceiver unit). In addition, the signal processing unit calculates the speed of each reflection point relative to the vehicle (the rate of change of the distance between the vehicle and the reflection point). And the calculation result (the data indicating the distribution of the reflection points (the data including the position and speed of each reflection point)) is provided to the ECU 10.

[0029] The ECU 10 can obtain information related to an object existing within the field of view (detectable area) of the object detection sensor DS (information such as the position (direction and distance) of the object relative to the host vehicle, the speed of the object relative to the host vehicle (relative speed), etc.) based on the fusion information obtained by integrating the information acquired from the camera 21 and the information acquired from the millimeter-wave radar 22.

[0030] The in-vehicle sensor 20 further includes a vehicle speed sensor 23. The vehicle speed sensor 23 obtains the speed vs of the host vehicle (the forward speed (absolute value) relative to the driving lane L1) based on the number of rotations of the wheels per unit time. And the vehicle speed sensor 23 provides the obtained speed vs to the ECU 10. The ECU 10 can obtain the speed of the object (the speed relative to the road surface) based on the information obtained from the object detection sensor DS (the relative speed (the rate of change of the distance between the host vehicle and the object)) and the information obtained from the vehicle speed sensor 23 (the speed vs). For example, the ECU 10 can obtain the speed vs1 of the preceding vehicle V1 and the speed vs2 of the other vehicle V2.

[0031] The in-vehicle sensor 20 further includes a steering wheel sensor 24. The steering wheel sensor 24 detects the rotation angle θ (rotation angle position) of the steering wheel from the neutral position. When the steering wheel is in the neutral position, the rotation angle θ is "0°". If the steering wheel is turned clockwise, the rotation angle θ increases. On the other hand, if the steering wheel is turned counterclockwise, the rotation angle θ decreases. The steering wheel sensor 24 provides the rotation angle θ to the ECU 10.

[0032] The in-vehicle sensor 20 further includes a driver sensor 25. The driver sensor 25 includes an in-vehicle camera. The in-vehicle camera includes the same imaging device and image analysis device as the camera 21. The imaging device is provided on the dashboard of the host vehicle. The imaging device captures an image of the face of the driver of the host vehicle at a predetermined frame rate to obtain image data. The image analysis device analyzes the image data obtained from the imaging device, calculates the direction of the driver's line of sight based on the image, and provides the calculation result to the ECU 10.

[0033] The notification device 30 includes an image display device and an audio device. The image display device is arranged, for example, on the instrument panel (near the speed display device). The image display device displays an image according to an instruction obtained from the ECU 10. The audio device reproduces a sound according to an instruction obtained from the ECU 10.

[0034] The braking device 40 applies a braking force to the wheels. The braking device 40 includes a brake ECU, a hydraulic circuit, and a brake caliper. The hydraulic circuit includes a reservoir, an oil pump, various valve devices, a hydraulic sensor, etc., which are not shown. The brake caliper is a hydraulic actuator having a cylinder and a piston. By supplying oil to the cylinder, the hydraulic pressure in the cylinder is increased, and thus the piston is pushed outwards from the cylinder. A brake pad is provided at the front end of the piston, and the brake pad is pressed against the brake disc. The brake ECU obtains the target value of the braking force from the ECU 10. The brake ECU controls the hydraulic circuit so that the braking force applied to the wheels coincides with the target value.

[0035] (Risk reduction function)

[0036] In the present embodiment, when the following condition A (the first condition of the present invention) is satisfied, the contact risk between the present vehicle and the preceding vehicle V1 is regarded as high.

[0037] [Condition A] The predicted time TTC1 until the present vehicle contacts the preceding vehicle V1 is equal to or less than the threshold value TTC1th.

[0038] The ECU 10 obtains the predicted time TTC1 as described below. When the ignition switch is in the ON state, the ECU 10 obtains various information from the in-vehicle sensor 20 at a predetermined cycle, and based on this information, obtains the predicted time TTC1 until the present vehicle contacts the preceding vehicle V1. Specifically, the ECU 10 determines whether there is a preceding vehicle V1 in front of the present vehicle based on the information obtained from the camera 21 and the millimeter-wave radar 22. When the ECU 10 determines that there is a preceding vehicle V1 in front of the present vehicle, based on the information obtained from the camera 21 and the millimeter-wave radar 22, the ECU 10 obtains the distance D1 between the present vehicle and the preceding vehicle V1 and the relative speed vr1 (= vs - vs1). And the ECU 10 obtains the value obtained by dividing the distance D1 by the relative speed vr1 as the predicted time TTC1 (= D1 / vr1). When the time TTC1 is equal to or less than the threshold value TTC1th, the ECU 10 executes the following alarm process P1 and automatic braking process P2 as risk reduction processes in order to reduce the risk of contact between the present vehicle and the preceding vehicle V1.

[0039] (Alarm process P1)

[0040] The ECU 10 sends a predetermined alarm command to the notification device 30 to prompt the driver to start an avoidance action for avoiding contact between the present vehicle and the preceding vehicle V1. The image display device of the notification device 30 displays an image (icon) corresponding to the alarm command. In addition, the sound device of the notification device 30 reproduces a sound (beep sound) corresponding to the alarm command.

[0041] (Automatic braking process P2)

[0042] The ECU 10 determines the target value F of the braking force based on the time TTC1. Here, a mapping M1 that defines the relationship between the time TTC1 and the target value F of the braking force is stored in the ROM 10b. The ECU 10 refers to the mapping M1 to determine the target value F. In addition, the mapping M1 is designed such that the target value Fa of the braking force corresponding to the time TTC1a is greater than the target value Fb corresponding to the time TTC1b that is greater than the time TTC1a. The ECU 10 sends the determined target value F as a braking instruction to the braking ECU.

[0043] (Override process OR)

[0044] In principle, when the time TTC1 is below the threshold TTC1th as described above, the ECU 10 executes the alarm process P1 and the automatic braking process P2. However, when the driver intentionally performs a driving operation, it is preferable to prioritize the driving operation (the driver's intention) of the driver, and the vehicle operates according to this driving operation. That is, in this case, it is preferable to limit the risk reduction function. Therefore, when the driver intentionally performs a driving operation, the execution of the alarm process P1 and / or the automatic braking process P2 based on the ECU 10 is prohibited (restricted). This process is called the "override process OR". In the present embodiment, when the following condition B (the second condition of the present invention) is satisfied, it is considered that the driver intentionally performs a driving operation.

[0045] [Condition B] The absolute value of the rotation angle θ toward the driving lane L2 side exceeds the threshold θth.

[0046] The ECU 10 sequentially obtains the rotation angle θ from the steering wheel sensor 24. When the absolute value of the rotation angle θ exceeds the threshold θth, the ECU 10 executes the first override process OR1 that prohibits the execution of the alarm process P1, and the second override process OR2 that prohibits the execution of the automatic braking process P2. In addition, when the rotation angle θ exceeds the threshold θth while the alarm process P1 and the automatic braking process P2 are being executed, the ECU 10 interrupts the alarm process P1 and the automatic braking process P2. The process of interrupting the alarm process P1 is included in the first override process OR1, and the process of interrupting the automatic braking process P2 is included in the second override process OR2.

[0047] There are such as Figure 2 and Figure 3As shown, the present vehicle approaches the preceding vehicle V1 directly in front of the present vehicle traveling in the travel lane L1, and another vehicle V2 in the area diagonally behind the present vehicle traveling in the travel lane L2 approaches the side of the present vehicle. In this situation, it is assumed that the driver of the present vehicle steers in such a way that the present vehicle moves toward the travel lane L2 in order to avoid the preceding vehicle V1 (a scenario of performing a lane change). In such a case, although another vehicle V2 approaching the present vehicle from the diagonally rearward direction of the present vehicle exists in the travel lane L2, when the driver forcibly moves the present vehicle into the travel lane L2, there is a possibility that the driver's attention to the preceding vehicle V1 is lower than the driver's attention to the other vehicle V2. In this case, the risk of contact between the present vehicle and the preceding vehicle V1 may become high. Therefore, in this case, it is preferable not to execute the override process OR. That is, even when it is determined that the driver has intentionally performed a driving operation (when condition B is satisfied), it is preferable not to restrict the risk reduction function.

[0048] Then, when conditions A and B are satisfied, the ECU 10 determines whether a predetermined condition to be described below is satisfied, and based on the result, decides whether to allow the execution of the first override process and / or the second override process.

[0049] The ECU 10 first determines whether condition C (the third condition of the present invention) related to the risk of contact between the present vehicle and the other vehicle V2 is satisfied.

[0050] [Condition C] The predicted time TTC2 until contact between the present vehicle and the other vehicle V2 is equal to or less than the threshold value TTC2th.

[0051] In addition, the ECU 10 obtains the value obtained by dividing the distance D2 between the present vehicle and the other vehicle V2 by the relative speed vr2 as the predicted time TTC2.

[0052] Here, when the present vehicle performs automatic braking in a state where a part of the present vehicle enters the travel lane L2, the risk of contact between the present vehicle and the other vehicle V2 may become high. Then, when it is determined that conditions A to C are satisfied, the ECU 10 determines whether the following condition X related to the lateral position (position in the width direction of the road) of the present vehicle is satisfied.

[0053] [Condition X] A part of the present vehicle enters the travel lane L2.

[0054] In the first situation where conditions A to C are satisfied and condition X is not satisfied (refer to Figure 2) The execution of the first override process and the second override process is prohibited. That is, in the first situation, the ECU 10 executes the alarm process P1 and the automatic braking process P2 regardless of whether the rotation angle θ exceeds the threshold θth (the second condition is satisfied) (even though the rotation angle θ exceeds the threshold θth (the second condition is satisfied), the alarm process P1 and the automatic braking process P2 are still executed).

[0055] On the other hand, in the second situation where conditions A to C are satisfied and condition X is satisfied (refer to Figure 3 ), the execution of the first override process is permitted, and the execution of the second override process is prohibited. That is, in the second situation, the ECU 10 executes the alarm process P1 regardless of whether the rotation angle θ exceeds the threshold θth. On the other hand, the ECU 10 does not execute the automatic braking process P2 in the second situation.

[0056] As described above, when the alarm process P1 is continued after the driver's attention to the preceding vehicle V1 is improved by executing the alarm process P1 in the second situation, the driver may become irritated by the alarm (the discomfort of the driver may increase). Therefore, the ECU 10 sequentially determines whether the following condition Y related to the driver's line of sight is satisfied during the period from the start time point of the alarm process P1 to the execution of the alarm process P1 in the second situation.

[0057] [Condition Y] The driver's line of sight is directed toward the preceding vehicle V1.

[0058] In addition, the ECU 10 obtains the direction α of the preceding vehicle V1 with respect to the traveling direction of the own vehicle based on the information obtained from the object detection sensor DS, and further obtains the direction β of the driver's line of sight with respect to the traveling direction of the own vehicle from the driver sensor 25. The ECU 10 determines that the driver's line of sight is directed toward the preceding vehicle V1 (condition Y is satisfied) when the difference (the angle between the two) between the direction α and the direction β is equal to or less than the threshold. When condition Y is satisfied, the execution of the first override process is permitted. That is, in this case, the ECU 10 interrupts the execution of the alarm process P1.

[0059] Next, referring to Figure 4 , the program PR1 executed by the CPU 10a (hereinafter, simply referred to as "CPU") of the ECU 10 to implement the above-described risk reduction function will be described.

[0060] When the ignition switch is in the ON state, the CPU starts the execution of the program PR1 at a predetermined cycle. The CPU starts the execution of the program PR1 from step 100 and advances the process to step 101.

[0061] The CPU determines whether condition A (TTC1 ≤ TTC1th) holds in step 101. When the CPU determines that condition A holds (101: Yes), the process proceeds to step 102. On the other hand, when the CPU does not determine that condition A holds (101: No), the process proceeds to step 115 described below, and the execution of program PR1 ends in this step 115.

[0062] The CPU determines whether condition B (|θ| > θth) holds in step 102. When the CPU determines that condition B holds (102: Yes), the process proceeds to step 103. On the other hand, when the CPU does not determine that condition B holds (102: No), the process proceeds to step 113 described below.

[0063] The CPU determines whether condition C (TTC2 ≤ TTC2th) holds in step 103. When the CPU determines that condition C holds (103: Yes), the process proceeds to step 104. On the other hand, when the CPU does not determine that condition C holds (103: No), the process proceeds to step 112 described below.

[0064] The CPU determines whether condition X holds in step 104. When the CPU does not determine that condition X holds (104: No), the process proceeds to step 105. On the other hand, when the CPU determines that condition X holds (104: Yes), the process proceeds to step 108 described below.

[0065] The situation where the CPU makes the process proceed from step 104 to step 105 corresponds to the first situation described above. In this case, the CPU becomes in a state where the execution of the first override process OR1 and the second override process OR2 is prohibited in step 105. In the state set as described above, the CPU makes the process proceed to step 106.

[0066] The CPU executes the alarm process P1 in step 106. Then, the CPU makes the process proceed to step 107.

[0067] The CPU executes the automatic braking process P2 in step 107. Then, the CPU makes the process proceed to step 115, and the execution of program PR1 ends in this step 115.

[0068] The situation where the CPU makes the process proceed from step 104 to step 108 corresponds to the second situation described above. In this case, the CPU becomes in a state where the execution of the first override process OR1 is prohibited and the execution of the second override process OR2 is permitted in step 108. In the state set as described above, the CPU makes the process proceed to step 109.

[0069] The CPU executes the alarm process P1 in step 109. In addition, in this case, the CPU executes the second override process OR2. That is, the automatic braking process P2 is not executed. Then, the CPU advances the process to step 110.

[0070] The CPU determines in step 110 whether the condition Y holds. When the CPU determines that the condition Y holds (110: Yes), the process advances to step 111. On the other hand, when the CPU does not determine that the condition Y holds (110: No), the process advances to step 115, and the execution of the program PR1 ends in this step 115.

[0071] When the CPU advances the process to step 111, it becomes a state in which the execution of the first override process OR1 is permitted. Therefore, when an alarm is being executed by the notification device 30 at the time point when the CPU has executed step 111, the CPU ends (interrupts) the alarm. Then, the CPU advances the process to step 115, and the execution of the program PR1 ends in this step 115.

[0072] The situation (TTC2 > TTC2th) in which the CPU advances the process from step 103 to step 112 is a situation in which a lane change to the driving lane L2 can be executed with a margin. In this case, the CPU becomes a state in which the execution of the first override process OR1 and the second override process OR2 are permitted in step 112. That is, the CPU advances the process to step 115 without executing the alarm process P1 and the automatic braking process P2, and the execution of the program PR1 ends in this step 115.

[0073] In addition, when the CPU does not determine that the condition B holds in step 102 (102: No), the CPU executes the alarm process P1 in step 113, and then executes the automatic braking process P2 in step 114. Then, the CPU advances the process to step 115, and the execution of the program PR1 ends in this step 115.

[0074] (Effect)

[0075] According to the vehicle control device 1, an alarm process P1 and an automatic braking process P2 are executed to reduce the contact risk between the preceding vehicle V1 in front of the host vehicle and the host vehicle (risk reduction function). When the driver intentionally performs a driving operation, the risk reduction function is restricted by an override function. Thereby, it is possible to suppress the execution of automatic control that the driver feels unnecessary. However, when a driving operation (forced lane change) is performed such that the host vehicle moves toward the driving lane L2 side (in front of the other vehicle V2) regardless of the presence of the other vehicle V2 diagonally behind the host vehicle in the driving lane L2, the risk reduction function is not restricted. That is, the host vehicle is controlled in a manner that reduces the contact risk between the preceding vehicle V1 and the host vehicle. Thereby, the safety of the host vehicle is improved.

[0076] The present invention is not limited to the above-described embodiments, and various modifications can be adopted within the scope of the present invention as described below.

[0077] <Modification 1>

[0078] In the above-described embodiment, the ECU 10 restricts the override function when conditions A to C are satisfied (step 105 or step 108). Alternatively, the ECU 10 may be configured to restrict the override function when conditions A to C are satisfied and the following condition D (the fourth condition of the present invention) is satisfied.

[0079] [Condition D] The driver's line of sight is directed toward the driving lane L2 (or the side view mirror (outside rearview mirror) on the driving lane L2 side).

[0080] Specifically, when condition C is satisfied in step 103 of the program PR1 (103: Yes), the CPU causes the process to proceed to step S (not shown) of "determining whether condition D is satisfied". When the CPU determines that condition D is satisfied (S: Yes), the CPU causes the process to proceed to step 104. On the other hand, when the CPU does not determine that condition D is satisfied (S: No), the CPU causes the process to proceed to step 112.

[0081] <Modification 2>

[0082] In the above-described embodiment, the ECU 10 determines that condition B is satisfied when the absolute value of the rotation angle θ exceeds the threshold value θth. Alternatively, the ECU 10 may be configured to determine that condition B is satisfied when the absolute value of the rotation angle θ exceeds the threshold value θth and the direction indicator on the driving lane L2 side of the host vehicle is operating.

Claims

1. A vehicle control device comprising: On-vehicle sensors for acquiring information related to the vehicle, information related to the driver of the vehicle, and information related to objects located around the vehicle; and a processor having a risk reduction function for executing a risk reduction process, wherein the risk reduction process is a process for controlling the host vehicle based on information obtained from the vehicle-mounted sensor to reduce a risk of contact between the host vehicle and a first object located in front of the host vehicle in a first driving lane in which the host vehicle is traveling, and the processor also having an override function for executing an override process, wherein the override process is a process for limiting the risk reduction function when a predetermined driving operation is performed by a driver of the host vehicle, The processor is configured as follows: When a second object exists within a predetermined range obliquely behind the vehicle in a second driving lane adjacent to the first driving lane, A first condition for determining that the risk of contact between the first object and the host vehicle is high is satisfied, and A second condition for determining that a driving operation is performed so as to move the host vehicle to the second driving lane side is satisfied, and When a third condition for determining that the risk of contact between the second object and the host vehicle is high is satisfied, Limit the override function.

2. The vehicle control device according to claim 1, The first condition includes a condition related to the distance and relative speed between the host vehicle and the first object. The second condition includes a condition related to the steering angle of the host vehicle, The third condition includes a condition related to the distance and relative speed between the host vehicle and the second object.

3. The vehicle control device according to claim 1 or 2, The risk reduction process includes a first risk reduction process and a second risk reduction process that respectively control a first device and a second device mounted on the vehicle. The override process includes a first override process and a second override process that respectively restrict the execution of the first risk reduction process and the second risk reduction process, The processor is configured to determine whether a portion of the host vehicle has entered the second driving lane, and to restrict execution of one or both of the first override process and the second override process based on the determination result.

4. The vehicle control device according to claim 3, The first risk reduction process is a process of controlling the notification device as the first device to issue a predetermined warning to the driver of the vehicle. The second risk reduction process is a process of controlling a braking device as the second device to brake the vehicle. The processor is configured to restrict the first override process when a part of the host vehicle enters the second driving lane, and to restrict the first override process and the second override process when the host vehicle does not enter the second driving lane.

5. The vehicle control device according to claim 1, The vehicle-mounted sensor includes a sensor for obtaining information related to the sight direction of the driver of the vehicle. The processor is configured to limit the override function when the first to third conditions are satisfied and a fourth condition for determining that the sight line of the driver of the host vehicle is directed toward the second driving lane is satisfied.

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