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

Abstract

The invention provides a vehicle control device, a vehicle control method, and a vehicle control program, which can reduce the possibility that a vehicle collides with an object located in front of the vehicle in the direction of travel. A vehicle control device for controlling the speed of a traveling vehicle (100) is provided with: a deceleration unit (332) for executing deceleration control for decelerating the vehicle when a predetermined deceleration condition is satisfied; a speed control unit (335) that, when a predetermined operation of the accelerator pedal is detected during execution of the deceleration control, releases the deceleration control and performs speed control of the vehicle in accordance with the operation of the accelerator pedal; and a determination unit (334) that determines the possibility of a collision between the vehicle and an object when the object is detected in front of the vehicle. When it is determined that the possibility of collision between the vehicle and the object is high, the speed control unit controls the speed of the vehicle such that the acceleration of the vehicle with respect to the amount of depression of the accelerator pedal is lower than when it is determined that the possibility of collision is low.

Description

Technical Field

[0001] The present disclosure relates to a vehicle control device, a vehicle control method, and a vehicle control program. Background Art

[0002] A known driving support device performs collision avoidance control such as applying a braking force to a vehicle in order to avoid a collision between the vehicle and an object when there is an object in front of the vehicle in the traveling direction of the vehicle and a collision between the object and the vehicle is possible (see Patent Document 1 and the like).

[0003] Prior Art Documents

[0004] Patent Documents

[0005] Patent Document 1: Japanese Unexamined Patent Application Publication No. 2018-012360 Summary of the Invention

[0006] Problems to be Solved by the Invention

[0007] In the driving support device described in Patent Document 1, when there is an object in front of the vehicle in the traveling direction of the vehicle, collision avoidance control such as applying a braking force may be executed even when the driver has recognized the object and is driving at a speed that is safe for the driver. Therefore, in such a case, it is considered that when the driver determines that collision avoidance control is not necessary, the collision avoidance control is stopped by performing a predetermined operation on the accelerator pedal.

[0008] When the driver operates the accelerator pedal to stop the collision avoidance control, the driver may erroneously depress the accelerator pedal more than necessary. When the driver depresses the accelerator pedal more than necessary in this way, the vehicle accelerates at an acceleration exceeding the driver's intention, and there is a possibility of colliding with an object existing in front of the vehicle in the traveling direction.

[0009] In view of the above problems, an object of the present disclosure is to reduce the possibility of a vehicle colliding with an object located in front of the vehicle in the traveling direction when the driver depresses the accelerator pedal more than necessary.

[0010] Means for Solving the Problems

[0011] The gist of the present disclosure is as follows.

[0012] (1) A vehicle control device that controls the speed of a traveling vehicle,

[0013] The vehicle control device includes:

[0014] a deceleration unit that executes deceleration control for decelerating the vehicle when a predetermined deceleration condition is satisfied;

[0015] A speed control unit that cancels the deceleration control when a predetermined operation of the accelerator pedal is detected during the execution of the deceleration control, and performs speed control of the vehicle corresponding to the operation of the accelerator pedal; and

[0016] A determination unit that determines the possibility of collision between the vehicle and the object when an object is detected in front of the vehicle,

[0017] The speed control unit performs the speed control of the vehicle in such a manner that, when it is determined that the possibility of collision between the vehicle and the object is high, the acceleration of the vehicle with respect to the amount of depression of the accelerator pedal is lower than when it is determined that the possibility of collision is low.

[0018] (2) The vehicle control device according to (1) above, wherein the determination unit determines the possibility of collision between the vehicle and the object based on the distance that can be obtained between the vehicle and the object when the vehicle passes by the side of the object within the drivable range on the road.

[0019] (3) The vehicle control device according to (2) above, wherein the drivable range is within the width direction of the lane in which the vehicle is traveling.

[0020] (4) The vehicle control device according to (2) above, wherein the drivable range is within the width direction of the road on which the vehicle is traveling.

[0021] (5) The vehicle control device according to any one of (2) to (4) above, wherein the speed control unit performs the speed control of the vehicle in such a manner that, when the vehicle passes by the side of the object within the drivable range on the road, the shorter the distance that can be obtained between the vehicle and the object, the lower the acceleration of the vehicle with respect to the amount of depression of the accelerator pedal.

[0022] (6) The vehicle control device according to any one of (2) to (5) above, wherein the determination unit determines the possibility of collision between the vehicle and the object based on, in addition to the distance that can be obtained between the vehicle and the object when the vehicle passes by the side of the object within the drivable range on the road, the type or condition of the object.

[0023] (7) The vehicle control device according to any one of (1) to (6) above, wherein the determination unit determines the possibility of collision between the vehicle and the object based on whether the driver of the vehicle has recognized the object.

[0024] (8) The vehicle control device according to any one of (2) to (6) above, wherein the determination unit determines the possibility of collision between the vehicle and the object based on whether the driver of the vehicle has recognized the object, and when the driver of the vehicle has not recognized the object, it is determined that the possibility of collision between the vehicle and the object is high regardless of the interval that can be obtained between the vehicle and the object when the vehicle passes by the side of the object within the drivable range on the road.

[0025] (9) The vehicle control device according to any one of (1) to (8) above, wherein the speed control unit controls the speed of the vehicle in the following manner: when it is determined that the possibility of collision between the vehicle and the object is low, the vehicle is accelerated at a normal acceleration corresponding to the amount of depression of the accelerator pedal, and when it is determined that the possibility of collision between the vehicle and the object is high, the vehicle is accelerated at an acceleration lower than the normal acceleration corresponding to the amount of depression of the accelerator pedal.

[0026] (10) The vehicle control device according to (9) above, further comprising a notification unit, and the notification unit notifies the driver of this meaning when the vehicle is accelerated at an acceleration lower than the normal acceleration corresponding to the amount of depression of the accelerator pedal.

[0027] (11) The vehicle control device according to any one of (1) to (10) above, wherein when it is determined that the possibility of collision between the vehicle and the object is high, the speed control unit controls the speed of the vehicle in such a way that when the amount of depression of the accelerator pedal is a certain amount or more, the acceleration of the vehicle becomes a certain acceleration regardless of this depression amount.

[0028] (12) For the vehicle control device according to any one of (1) to (11) above, the predetermined operation of the accelerator pedal for canceling the deceleration control is stepping on the accelerator pedal by a predetermined amount or more after the start of execution of the deceleration control, or stepping on the accelerator pedal at a stepping speed of a predetermined speed or more.

[0029] (13) The vehicle control device according to any one of (1) to (12) above, wherein when performing normal control other than after canceling the deceleration control, the speed control unit controls the speed of the vehicle in such a way that the acceleration of the vehicle is the same with respect to the amount of depression of the accelerator pedal regardless of the possibility of collision between the vehicle and the object.

[0030] (14) A vehicle control method is a vehicle control method for controlling the speed of a traveling vehicle,

[0031] The vehicle control method includes:

[0032] When a predetermined deceleration condition is satisfied, perform deceleration control to decelerate the vehicle;

[0033] When a predetermined operation of the accelerator pedal is detected during the execution of the deceleration control, cancel the deceleration control and perform speed control of the vehicle corresponding to the operation of the accelerator pedal; and

[0034] When an object is detected in front of the vehicle, determine the possibility of the vehicle colliding with the object,

[0035] The speed control of the vehicle is performed in such a way that when it is determined that the possibility of the vehicle colliding with the object is high, the acceleration of the vehicle with respect to the amount of depression of the accelerator pedal is lower than when it is determined that the possibility of the collision is low.

[0036] (15) A vehicle control program for controlling the speed of a traveling vehicle, causing a computer to execute:

[0037] When a predetermined deceleration condition is satisfied, perform deceleration control to decelerate the vehicle;

[0038] When a predetermined operation of the accelerator pedal is detected during the execution of the deceleration control, cancel the deceleration control and perform speed control of the vehicle corresponding to the operation of the accelerator pedal; and

[0039] When an object is detected in front of the vehicle, determine the possibility of the vehicle colliding with the object,

[0040] The speed control of the vehicle is performed in such a way that when it is determined that the possibility of the vehicle colliding with the object is high, the acceleration of the vehicle with respect to the amount of depression of the accelerator pedal is lower than when it is determined that the possibility of the collision is low.

[0041] Effects of the Invention

[0042] According to the present disclosure, it is possible to reduce the possibility of the vehicle colliding with an object located in front of the vehicle in the traveling direction when the driver depresses the accelerator pedal more than necessary. BRIEF DESCRIPTION OF THE DRAWINGS

[0043] Figure 1 is a schematic block diagram showing the configuration of a vehicle control system.

[0044] Figure 2 is a schematic side view partially showing the interior of a vehicle equipped with a vehicle control system.

[0045] Figure 3 is a functional block diagram of a processor of an ECU.

[0046] Figure 4 It is a diagram schematically showing the driving condition of a vehicle.

[0047] Figure 5 It is a diagram schematically showing the driving condition of a vehicle.

[0048] Figure 6 It is a diagram schematically showing the driving condition of a vehicle.

[0049] Figure 7 It is a diagram schematically showing the driving condition of a vehicle.

[0050] Figure 8 It is a diagram showing the relationship between the depression amount of an accelerator pedal and the target acceleration of a vehicle.

[0051] Figure 9 It is a flowchart showing the process of a determination process for determining whether to execute an object approach process.

[0052] Figure 10 It is a flowchart showing the process of a process when an object approaches.

[0053] Figure 11 It is a diagram showing the relationship between the depression amount of an accelerator pedal and the target acceleration of a vehicle, and is Figure 8 the same diagram.

[0054] Figure 12 It is a diagram showing the relationship between the passing time interval when the depression amount of an accelerator pedal is constant and the target acceleration of a vehicle.

[0055] Figure 13 It is a flowchart showing the process of a process when an object approaches, and is Figure 10 the same flowchart.

[0056] Explanation of Reference Numerals

[0057] 1: Vehicle control system;

[0058] 11: Driver monitoring camera;

[0059] 12: External camera;

[0060] 13: Distance measurement sensor;

[0061] 14: Vehicle sensor;

[0062] 15: HMI;

[0063] 21: Vehicle actuator;

[0064] 30: ECU;

[0065] 33: Processor. Detailed implementation manners

[0066] Hereinafter, with reference to the accompanying drawings, the implementation manners will be described in detail. In addition, in the following description, the same reference numerals are assigned to the same components.

[0067] <Configuration of the vehicle control system>

[0068] With reference to Figures 1 to 3 , the configuration of the vehicle control system 1 including the vehicle control device according to one implementation manner will be described. The vehicle control device controls the speed of the vehicle (the own vehicle) during traveling. Figure 1 is a schematic block diagram showing the configuration of the vehicle control system 1. Figure 2 is a schematic side view partially showing the interior of the vehicle 100 equipped with the vehicle control system 1.

[0069] The vehicle control system 1 is mounted on the vehicle 100 and controls the speed of the vehicle during traveling. As Figure 2 shown, the vehicle 100 includes a steering wheel 102 installed via a steering column 101 and a driver's seat 103 on which the driver sits.

[0070] As Figure 1 shown, in the present implementation manner, the vehicle control system 1 includes a driver monitoring camera 11, an outside vehicle camera 12, a distance measuring sensor 13, a vehicle sensor 14, a human-machine interface (HMI) 15, a vehicle actuator 21, and an electronic control unit (hereinafter referred to as "ECU") 30. The driver monitoring camera 11, the outside vehicle camera 12, the distance measuring sensor 13, the vehicle sensor 14, the HMI 15, and the ECU 30 are communicably connected via an in-vehicle network 25, for example. The in-vehicle network 25 is a network conforming to a standard such as CAN (Controller Area Network), for example. In addition, the ECU 30 is connected to the vehicle actuator 21 via a signal line.

[0071] The driver monitoring camera 11 is a device that captures the face of the driver. In the present implementation manner, the driver monitoring camera 11 is provided above the steering column 101 and is arranged to face the driver so as to be able to capture the driver, specifically, a part of the face and upper body of the driver. In addition, as long as the driver monitoring camera 11 can capture the driver of the vehicle 100, it may be provided at a position different from the upper part of the steering column 101. For example, the driver monitoring camera 11 may be provided on the steering wheel 102, the interior mirror, the instrument panel, the instrument hood, etc. of the vehicle 100.

[0072] The driver monitoring camera 11 includes a camera (video camera) and a projector. For example, the camera is a CMOS (Complementary Metal Oxide Semiconductor) camera or a CCD (Charge Coupled Device) camera, and the projector is an LED (Light Emitting Diode). Additionally, the projector is preferably a near-infrared LED so that the driver's face can be photographed even in low illuminance conditions such as at night without causing discomfort to the driver. Also, the camera preferably can detect near-infrared rays. For example, the projector is two near-infrared LEDs arranged on both sides of the camera. Additionally, a filter such as a visible light cut-off filter can also be provided in the camera. The driver monitoring camera 11 outputs the captured image to the ECU 30 via the in-vehicle network 25 at a predetermined cycle.

[0073] The outside vehicle camera 12 is a device that photographs the surroundings of the vehicle. In the present embodiment, the outside vehicle camera 12 photographs the front of the vehicle 100. The outside vehicle camera 12 is, for example, a CMOS camera or a CCD camera that is sensitive to visible light. In the present embodiment, the outside vehicle camera 12 is installed, for example, inside the vehicle 100 so as to face the front of the vehicle 100. The outside vehicle camera 12 photographs the front area of the vehicle 100 at a predetermined photographing cycle and generates an image showing the front area. Each time the outside vehicle camera 12 generates an image, it outputs the generated image to the ECU 30 via the in-vehicle network 25. In addition, the outside vehicle camera 12 can be either a monocular camera or a stereo camera. When a stereo camera is used as the outside vehicle camera 12, the outside vehicle camera 12 also functions as a distance measurement sensor 13. A plurality of outside vehicle cameras with different photographing directions or focal lengths can also be provided in the vehicle 100.

[0074] The distance measurement sensor 13 is a sensor that measures the distance to an object existing around the vehicle 100. In particular, in the present embodiment, the distance measurement sensor 13 measures the distance to an object existing in front of the vehicle 100. Additionally, in the present embodiment, the distance measurement sensor 13 can also measure the azimuth of an object existing around the vehicle 100. The distance measurement sensor 13 is, for example, a radar such as a millimeter-wave radar or a lidar (LIDAR). Moreover, the distance measurement sensor 13 can also be configured to be able to measure the relative speed with respect to an object existing around the vehicle 100. In the present embodiment, the distance measurement sensor 13 measures the distance to an object existing in front of the vehicle. The distance measurement sensor 13 outputs the measurement result of the distance to the surrounding objects to the ECU 30 via the in-vehicle network 25 at a predetermined cycle.

[0075] The vehicle sensor 14 is a sensor that detects the state of the vehicle 100. The vehicle sensor 14 detects the driving state and the operating state of the vehicle 100. The vehicle sensor 14 includes, for example, a speed sensor that detects the speed of the vehicle 100, an acceleration sensor that detects the acceleration of the vehicle 100, and a yaw rate sensor that detects the change rate (yaw rate) of the yaw angle when the vehicle 100 turns, etc., as sensors for detecting the driving state of the vehicle 100. In addition, the vehicle sensor 14 includes, for example, an accelerator sensor that detects the amount of depression of the accelerator pedal (not shown) by the driver, a brake sensor that detects the amount of depression of the brake pedal by the driver, and a steering angle sensor that detects the steering angle of the steering wheel 102, etc., as sensors for detecting the operating state of the vehicle 100. The vehicle sensor 14 outputs the detection result to the ECU 30 at a predetermined cycle via the in-vehicle network 25.

[0076] The HMI 15 is an interface for inputting and outputting information between the driver or passenger and the vehicle control system 1. The HMI 15 includes an information providing device for providing various information to the driver or passenger and an input device for the driver or passenger to perform input operations.

[0077] Specifically, the HMI 15 includes a display 16 for displaying text information or image information as the information providing device. The display 16 is an example of a display device for displaying images. The display 16 is a display device in any form such as a liquid crystal display or an organic EL display. The display 16 is configured such that at least the driver can confirm its screen. Therefore, the display 16 is, for example, arranged on the instrument panel, dashboard, etc. of the vehicle 100. The display 16 receives an image signal from the ECU 30 via the in-vehicle network 25 and displays an image according to the image signal. In addition, the vehicle 100 may include other display devices such as a head-up display as the information providing device instead of or in addition to the display 16.

[0078] In addition, the HMI 15 has a speaker 17 as the information providing device. The speaker 17 is an example of a device for outputting sound. The speaker 17 receives a sound signal from the ECU 30 via the in-vehicle network 25 and outputs sound according to the sound signal. In addition, the HMI 15 may include devices other than the display 16 and the speaker 17 that provide various information to the driver or passenger (for example, a vibration device, etc.) as the information providing device.

[0079] Further, the HMI 15 has a touch panel 18 as an input device. The touch panel 18 is an example of a device for input by a driver or a passenger touching. When the driver or the occupant performs a contact-based operation, the touch panel 18 outputs the operation signal to the ECU 30 via the in-vehicle network 25. In addition, the HMI 15 may also include a device other than the touch panel 18 (e.g., buttons, switches, etc.) for the driver or the occupant to perform an input operation as an input device.

[0080] The vehicle actuator 21 is an actuator for controlling the driving of the vehicle 100. Specifically, the vehicle actuator 21 has, for example, a drive actuator for controlling an internal combustion engine or an electric motor for driving the vehicle 100, a brake actuator for controlling a brake for braking the vehicle 100, and a steering actuator for controlling the steering of the vehicle 100. The vehicle actuator 21 controls the acceleration, braking, and steering of the vehicle 100 according to a control signal transmitted from the ECU 30 via a signal line.

[0081] <Configuration of Vehicle Control Device>

[0082] The ECU 30 functions as a vehicle control device for controlling the speed of the vehicle during driving. Therefore, the ECU 30 controls the operation of the vehicle actuator 21. In addition, the ECU 30 controls the information to be provided from the information providing device of the HMI 15. Therefore, the ECU 30 controls the image displayed on the display 16 and the sound output from the speaker 17. As Figure 1 shown, the ECU 30 has a communication interface 31, a storage unit 32, and a processor 33.

[0083] The communication interface 31 is a circuit for connecting the ECU 30 to the in-vehicle network 25.

[0084] The storage unit 32 stores data. The storage unit 32 has, for example, at least any one of a volatile semiconductor memory, a non-volatile semiconductor memory, a hard disk drive (HDD), and a solid state drive (SSD). The storage unit 32 stores a computer program executed by the processor 33 of the ECU 30. In addition, the storage unit 32 stores data such as data transmitted from the driver monitoring camera 11, etc., which is used in the computer program executed by the processor 33.

[0085] The processor 33 has one or more CPUs (Central Processing Unit) and its peripheral circuits. The processor 33 may also have other arithmetic circuits such as a logical arithmetic unit or a numerical arithmetic unit. The processor 33 executes the computer program stored in the storage unit 32.

[0086] Figure 3 is a functional block diagram of the processor 33 of the ECU 30. AsFigure 3 As shown in Figure 3 , the processor 33 includes an environment recognition unit 331, a deceleration unit 332, a driver state recognition unit 333, a determination unit 334, a speed control unit 335, and a notification unit 336.

[0087] The environment recognition unit 331 recognizes the environment in front of the vehicle 100 based on the outputs of the external camera 12 and the distance measurement sensor 13. In particular, in the present embodiment, the environment recognition unit 331 recognizes an object located in front of the vehicle 100 and estimates the relative position of the object with respect to the vehicle 100. Further, the environment recognition unit 331 recognizes the road on which the vehicle 100 is traveling and road markings (e.g., lane markings, etc.). The environment recognition unit 331 outputs information related to the recognized environment, that is, information related to the object and road markings, etc., to the deceleration unit 332 and the determination unit 334.

[0088] In particular, in the present embodiment, the environment recognition unit 331 recognizes the type of an object (pedestrian, bicycle, two-wheeler, automobile, etc.) located in front of the vehicle 100 and estimates the relative position (relative distance) of the object with respect to the vehicle 100. Further, the environment recognition unit 331 may also estimate the relative speed of the object with respect to the vehicle 100. The relative speed of the object with respect to the vehicle 100 is estimated based on the output of the distance measurement sensor 13 when the relative speed to surrounding objects is detected by the distance measurement sensor 13. On the other hand, when the relative speed to surrounding objects is not detected by the distance measurement sensor 13, the relative speed of the object with respect to the vehicle 100 is estimated based on the time-series relative position of the object with respect to the vehicle 100. The environment recognition unit 331 outputs the type of the object located in front of the vehicle 100, the relative position of the object, and the relative speed of the object, etc., as information about the object located in front of the vehicle 100.

[0089] For example, in the case where a lidar is used as the distance measurement sensor 13, the environment recognition unit 331 groups the point cloud data output from the lidar at equal distances and groups them into groups representing target objects by aggregating the associated groups with each other. In addition, the environment recognition unit 331 recognizes an object represented in the image captured by the external camera 12 through image recognition processing. In particular, the environment recognition unit 331 also recognizes the type of the object represented in the image through the recognition processing at this time. And the environment recognition unit 331 estimates the relative position of the object with respect to the vehicle 100 based on the target object group located at the position corresponding to the position of the object in the image recognized through the recognition processing. In particular, the environment recognition unit 331 estimates the center position of the target object group as the center position of the object. Further, the environment recognition unit 331 estimates the relative speed of the object with respect to the vehicle 100 based on the change in the time-series relative position of each object with respect to the vehicle 100.

[0090] In addition, the relative position of the object with respect to the vehicle 100 can also be estimated by different methods using the external camera 12 and the distance measurement sensor 13. Additionally, the relative position of the object with respect to the vehicle 100 can also be estimated based only on the output of the external camera 12, only on the output of the distance measurement sensor 13, or based on the output of a sensor different from them.

[0091] When a predetermined deceleration condition is satisfied, the deceleration unit 332 performs deceleration control to decelerate the vehicle 100. In particular, in the deceleration control of the deceleration unit 332, even when there is no braking operation such as the driver stepping on the brake pedal, the vehicle 100 decelerates. Additionally, in the deceleration control of the deceleration unit 332, sometimes even when the driver is performing a braking operation, the vehicle 100 decelerates with a braking force greater than the braking force corresponding to the braking operation.

[0092] In the present embodiment, the deceleration unit 332 determines whether the deceleration condition is satisfied based on information of an object located in front of the vehicle 100 input from the environment recognition unit 331. The deceleration condition is satisfied, for example, when an object other than the preceding vehicle (e.g., a pedestrian, etc.) is detected within a predetermined first reference distance in front of the vehicle 100 in the lane in which the vehicle 100 is traveling. At this time, the reference distance can also be changed according to the type of the detected object. For example, when the detected object is a pedestrian, the reference distance is set longer than when the detected object is a bicycle.

[0093] Additionally, the deceleration condition can also be satisfied, for example, when an object other than the preceding vehicle is detected within a predetermined second reference distance in front of the vehicle 100 in a lane adjacent to the lane in which the vehicle 100 is traveling, or on a sidewalk adjacent to the lane in which the vehicle 100 is traveling. In this case, the type of the object for which the deceleration condition is satisfied can also be limited compared to the case where an object is detected in the lane in which the vehicle 100 is traveling (e.g., the deceleration condition is satisfied when a pedestrian is detected in an adjacent lane or on a sidewalk, but the deceleration condition is not satisfied when a bicycle is detected in an adjacent lane or on a sidewalk, etc.). Additionally, for example, the second reference distance can also be set to a distance shorter than the first reference distance.

[0094] Furthermore, the deceleration condition can be any condition that is satisfied when there is an object other than the preceding vehicle in front of the vehicle 100, and can be a condition different from the above conditions.

[0095] Further, when the deceleration condition as described above is satisfied, the deceleration unit 332 sends a control signal to the vehicle actuator 21 to decelerate the speed of the vehicle 100 to a predetermined deceleration reference speed. Specifically, the deceleration unit 332 controls the vehicle actuator 21 in such a way that the speed of the vehicle 100 is decelerated to the predetermined deceleration reference speed. For example, the deceleration unit 332 controls the drive actuator by applying engine braking to the internal combustion engine or by applying regenerative braking to the electric motor. Alternatively, the deceleration unit 332 controls the braking actuator by braking the vehicle 100 with the brakes. The deceleration reference speed may be a predetermined constant speed or a speed that varies, for example, based on the distance to an object located in front of the vehicle 100. In this case, for example, the deceleration reference speed is set to a slower speed as the distance to the object becomes shorter. In addition, the deceleration unit 332 outputs information related to the execution of deceleration control (for example, information on whether deceleration control is currently being executed) to the speed control unit 335.

[0096] The driver state recognition unit 333 recognizes the state of the driver based on the output of the driver monitoring camera 11. In the present embodiment, the driver state recognition unit 333 detects the eye opening degree and the line of sight direction of the driver. However, the driver state recognition unit 333 may also detect other parameters that can be used to determine whether the driver has recognized an object in front of the vehicle 100. The driver state recognition unit 333 outputs information related to the state of the driver (for example, information on the eye opening degree and the line of sight direction) detected by the driver state recognition unit 333 to the determination unit 334.

[0097] The driver state recognition unit 333, for example, inputs the image obtained from the driver monitoring camera 11 into an identifier that recognizes the upper eyelid and the lower eyelid, and detects the distance between the recognized upper eyelid and the lower eyelid as the eye opening degree. In addition, the driver state recognition unit 333, for example, inputs the image obtained from the driver monitoring camera 11 into an identifier that has been previously learned to determine the positions of the pupil and the corneal reflection of the light source. And the driver state recognition unit 333 detects the line of sight direction based on the positional relationship between the determined pupil and the corneal reflection. As such an identifier, for example, a convolutional neural network (CNN) that outputs the positions of the pupil and the corneal reflection when a facial image is input is used. However, the driver state recognition unit 333 may also detect the eye opening degree of the driver and the line of sight direction of the driver by any method different from the above method.

[0098] The determination unit 334 determines the possibility of the vehicle 100 colliding with an object when an object is detected in front of the vehicle 100, based on the information related to the object and the lane etc. input from the environment recognition unit 331 and the information related to the driver's state input from the driver state recognition unit 333. In particular, in the present embodiment, the determination unit 334 determines the possibility that there is an object in front of the lane in which the vehicle 100 is traveling and that the vehicle 100 will collide with the object even if the driver of the vehicle 100 takes a certain evasive action. Moreover, in the present embodiment, the determination unit 334 determines the possibility that the vehicle 100 collides with the object because the driver of the vehicle 100 does not take an evasive action.

[0099] First, with reference to Figures 4 to 7 , the determination of the possibility that the vehicle 100 will collide with the object even if the driver of the vehicle 100 takes a certain evasive action will be described. In the present embodiment, when there is an object in front of the vehicle 100, particularly when there is an object in front of the vehicle 100 in the lane in which the vehicle 100 is traveling, the collision possibility is determined based on whether the vehicle 100 can travel within the drivable range while avoiding the object. Specifically, based on the interval (hereinafter, also referred to as "passing interval") that can be obtained between the vehicle 100 and the object and between the vehicle 100 and the end of the drivable range when the vehicle 100 passes by the side of the object within the drivable range on the road, the collision possibility between the vehicle 100 and the object is determined. In particular, in the present embodiment, when the passing interval is equal to or greater than a preset reference interval, it is determined that the collision possibility between the vehicle 100 and the object is low. On the contrary, when the passing interval is less than the preset reference interval, it is determined that the collision possibility between the vehicle 100 and the object is high. In addition, the reference interval is an interval such that if there is between the vehicle 100 and the object etc., the vehicle 100 can pass by the side of the object relatively safely.

[0100] Figures 4 to 7 is a diagram schematically showing the driving condition of the vehicle 100. The vehicle depicted by the solid line in the figure shows the current position of the vehicle 100, and the vehicle depicted by the dashed line in the figure shows the future position of the vehicle 100.

[0101] In Figure 4 the example shown, it shows the case where there is a pedestrian P (object) on the left front of the vehicle 100 in the lane L in which the vehicle 100 is traveling. In particular, in Figure 4In the example shown, the pedestrian P is in a position where if the vehicle 100 travels straight as it is, the vehicle 100 will collide with the pedestrian P. In such a case, it is considered that the vehicle 100 takes an avoidance action to avoid the pedestrian P within the range in the width direction of the lane L which is the drivable range of the vehicle 100. When such an avoidance action is taken, when the vehicle 100 passes by the side of the pedestrian P, it travels at the position shown by the dotted line in Figure 4 In Figure 4 In the example shown, when the vehicle 100 passes by the side of the pedestrian P, sufficient intervals ΔD1 and ΔD2 greater than or equal to the reference interval can be obtained respectively between the vehicle 100 and the pedestrian P, and between the vehicle 100 and the end of the lane L (the end of the drivable range). In such a case, since the vehicle 100 can pass by the side of the pedestrian P with a margin, it is determined that the possibility of collision between the vehicle 100 and the pedestrian P is low.

[0102] In Figure 5 In the example shown, it shows a situation where a pedestrian P exists in the center in front of the vehicle 100 within the lane L in which the vehicle 100 is traveling. In this case, it is considered that the vehicle 100 takes an avoidance action to avoid to the left or right of the pedestrian P. However, even when such an avoidance action is taken, as shown by the dotted line in the figure, the vehicle 100 will collide with the pedestrian P when the vehicle 100 passes by the side of the pedestrian P. Therefore, in such a case, since the vehicle 100 cannot pass by the side of the pedestrian P with a margin, it is determined that the possibility of collision between the vehicle 100 and the pedestrian P is high.

[0103] In Figure 6 In the example shown, it shows a situation where pedestrians P1 and P2 (objects) exist on the left and right sides in front of the vehicle 100 within the lane L in which the vehicle 100 is traveling. In this case, it is considered that the vehicle 100 takes an avoidance action to avoid the pedestrians P1 and P2 by passing through the center of the lane L. When such an avoidance action is taken, when the vehicle 100 passes by the side of the pedestrians P1 and P2, sufficient intervals ΔD3 and ΔD4 greater than or equal to the reference interval can be obtained respectively between the vehicle 100 and the pedestrians P1 and P2. In such a case, since the vehicle 100 can pass by the side of the pedestrians P with a margin, it is determined that the possibility of collision between the vehicle 100 and the pedestrian P is low.

[0104] In Figure 7 In the example shown, it shows a situation where a pedestrian P (object) exists on the left side in front of the vehicle 100 within the range in the width direction of a road R (for example, the paved range in the width direction) on which the vehicle 100 is traveling without lane markings. In this case, the drivable range of the vehicle 100 is within the range in the width direction of the road. In Figure 7In the example shown, when the vehicle 100 passes by the side of the pedestrian P, sufficient intervals ΔD5 and ΔD6 greater than or equal to the reference interval can be obtained respectively between the vehicle 100 and the pedestrian P, and between the vehicle 100 and the end of the road R (the end of the drivable range). In such a case, since the vehicle 100 can pass by the side of the pedestrian P with a margin, it is determined that the possibility of collision between the vehicle 100 and the pedestrian P is low.

[0105] In the present embodiment, based on the intervals (passing intervals) that can be obtained between the vehicle 100 and the object, and between the vehicle 100 and the end of the drivable range when the vehicle 100 passes by the side of the object within the drivable range on the road, the possibility of collision between the vehicle 100 and the object is determined. Thereby, the possibility of collision between the vehicle 100 and the object can be more accurately estimated.

[0106] In addition, in Figures 4 to 7 In the example shown, the drivable range of the vehicle 100 is set within the width direction of the lane in which the vehicle 100 is traveling, or within the width direction of the road on which the vehicle is traveling. However, the drivable range may also be the range between the end on one side in the width direction of the lane in which the vehicle 100 is traveling (for example, the right end) and the end on the opposite side in the width direction of the road on which the vehicle 100 is traveling (for example, the left end).

[0107] Furthermore, regarding the possibility of collision between the vehicle 100 and an object in front of the vehicle, it may also be determined based on the type or condition of the object in addition to the passing interval. Specifically, for example, a reference interval for determining the possibility of collision between the vehicle 100 and the object may be set based on the type or condition of the object. In this case, for example, when the type of the object is a movable object such as a pedestrian or a bicycle, the reference interval may be made longer compared to the case where the type of the object is an immovable object such as a traffic cone. In addition, when the movable object is in motion, the reference interval may be made longer compared to when the movable object is stationary. By changing the reference interval based on the type or condition of the object in this way, the possibility of collision between the vehicle 100 and the object in front of the vehicle can be more appropriately estimated.

[0108] Next, a determination of the possibility of a collision between the vehicle 100 and an object when the driver of the vehicle 100 does not take an evasive action will be described. In the present embodiment, when an object exists in front of the vehicle 100, particularly when an object exists in front of the vehicle 100 in the lane in which the vehicle 100 is traveling, the determination unit 334 determines the collision possibility based on whether the driver has recognized the object. In particular, in the present embodiment, when the driver has not recognized the object, the determination unit 334 determines that the possibility of a collision between the vehicle 100 and the object is high regardless of the passing time interval. On the other hand, when the driver has recognized the object, the determination unit 334 determines the collision possibility between the vehicle 100 and the object based on the passing time interval.

[0109] In the present embodiment, the determination unit 334 determines whether the driver has recognized the object based on the information related to the driver's state input from the driver state recognition unit 333. For example, when the driver's eye opening degree is lower than the reference eye opening degree and the driver's eyes are closed, the determination unit 334 determines that the driver has not recognized the object. In addition, when the driver's eye opening degree is equal to or higher than the reference eye opening degree, the determination unit 334 determines whether the driver has recognized the object based on the driver's line of sight direction. When the driver's line of sight direction is in front of the vehicle 100 and in the direction where the object exists, the determination unit 334 determines that the driver has recognized the object. On the other hand, when the driver's line of sight direction is not in front of the vehicle 100 or not in the direction where the object exists, the determination unit 334 determines that the driver has not recognized the object.

[0110] The determination unit 334 inputs the determination result of the collision possibility between the vehicle 100 and the object located in front of the vehicle 100 obtained in this way to the speed control unit 335. In particular, in the present embodiment, the determination unit 334 outputs the determination result of the collision possibility between the vehicle 100 and the object in two stages: a determination result of high collision possibility and a determination result of low collision possibility. Specifically, when the driver has not recognized the object, and when the driver has recognized the object but the passing time interval is less than the reference interval, the determination unit 334 outputs the determination result of high collision possibility. On the other hand, when the driver has recognized the object and the passing time interval is equal to or longer than the reference interval, the determination unit 334 outputs the determination result of low collision possibility.

[0111] In the present embodiment, the collision possibility between the vehicle 100 and the object is determined based on whether the driver of the vehicle 100 has recognized the object in front of the vehicle. If the driver has not recognized the object, there is a possibility of a collision between the vehicle 100 and the object even if the passing time interval is sufficient. Therefore, in the present embodiment, the collision possibility between the vehicle 100 and the object can be appropriately estimated.

[0112] In addition, in the present embodiment, the possibility of collision between the vehicle 100 and an object is determined based on the time interval, the driver's eye opening degree, and the line-of-sight direction. However, the possibility of collision between the vehicle 100 and an object may also be determined based on parameters other than these.

[0113] The speed control unit 335 controls the speed of the vehicle 100 when the deceleration control of the deceleration unit 332 is not being executed. In the present embodiment, during the execution of the deceleration control by the deceleration unit 332, when a predetermined operation on the accelerator pedal by the driver is detected, the deceleration control is released, and the speed of the vehicle 100 corresponding to the operation of the accelerator pedal is controlled. For the speed control unit 335, information related to the execution of the deceleration control is input from the deceleration unit 332, the determination result of the possibility of collision between the vehicle 100 and an object is input from the determination unit 334, and the depression amount of the accelerator pedal is input from the vehicle sensor 14.

[0114] In the present embodiment, the predetermined operation on the accelerator pedal for releasing the deceleration control (such an operation is also referred to as "accelerator override") is stepping on the accelerator pedal by a predetermined amount or more after the start of execution of the deceleration control, or stepping on the accelerator pedal at a stepping speed of a predetermined speed or more. Therefore, in the present embodiment, during the execution of the deceleration control by the deceleration unit 332, when the accelerator pedal is depressed by a predetermined reference depression amount or more, the deceleration control is released. In this case, when the accelerator pedal is depressed before the start of execution of the deceleration control, the deceleration control is released when the depression amount of the accelerator pedal immediately after the start of execution of the deceleration control is further increased by a reference depression amount or more. Alternatively, during the execution of the deceleration control by the deceleration unit 332, when the accelerator pedal is depressed at a speed of a predetermined reference stepping speed or more, the deceleration control is released. In addition, the release of the deceleration control may also be performed by an operation other than the above-described operation of the accelerator pedal.

[0115] When the deceleration control is released, the speed control unit 335 controls the speed of the vehicle 100 in accordance with the operation of the accelerator pedal. In particular, in the present embodiment, when it is determined by the determination unit 334 that the possibility of collision between the vehicle 100 and an object is high, the speed control unit 335 controls the speed of the vehicle 100 in such a manner that the acceleration of the vehicle 100 with respect to the amount of depression of the accelerator pedal is lower than that in the case where the possibility of collision is determined to be low. Further, the speed control unit 335 outputs information related to the speed control of the vehicle 100 (in particular, information on whether the speed control is being performed in such a manner that the acceleration of the vehicle 100 with respect to the amount of depression of the accelerator pedal is lower) to the notification unit 336. Further, the speed control unit 335 may also output information related to the deceleration control (in particular, information on whether the deceleration control has been released) to the notification unit 336.

[0116] Figure 8 FIG. is a diagram showing the relationship between the amount of depression of the accelerator pedal and the target acceleration of the vehicle 100. In the figure, M represents the relationship in the case where it is determined by the determination unit 334 that the possibility of collision is low, and N in the figure represents the relationship in the case where it is determined by the determination unit 334 that the possibility of collision is high. As Figure 8 shown, regardless of the possibility of collision, the greater the amount of depression of the accelerator pedal, the higher the target acceleration is set. And, as Figure 8 shown, in the case where it is determined that the possibility of collision is high (N in the figure), the target acceleration is set lower than in the case where it is determined that the possibility of collision is low (M in the figure). Further, the speed control unit 335 controls the vehicle actuator 21 in such a manner that the acceleration of the vehicle 100 becomes the target acceleration thus set.

[0117] In particular, in the present embodiment, the relationship between the amount of depression of the accelerator pedal and the target acceleration in the case where it is determined by the determination unit 334 that the possibility of collision is low (M in the figure) is set to be the same as the relationship in the case of performing normal control after releasing the deceleration control. Therefore, when it is determined by the determination unit 334 that the possibility of collision between the vehicle 100 and an object is low, the speed control unit 335 controls the speed of the vehicle 100 in such a manner that the vehicle 100 accelerates at a normal acceleration corresponding to the amount of depression of the accelerator pedal. Further, when it is determined by the determination unit 334 that the possibility of collision between the vehicle 100 and an object is high, the speed control unit 335 controls the speed of the vehicle 100 in such a manner that the vehicle 100 accelerates at an acceleration lower than the normal acceleration corresponding to the amount of depression of the accelerator pedal.

[0118] Furthermore, after deceleration control is released, the acceleration of vehicle 100 is controlled based on the possibility of collision between vehicle 100 and an object determined by determination unit 334. On the other hand, when normal control is not being performed after deceleration control is released, the speed of vehicle 100 is controlled so that the acceleration relative to the amount of accelerator pedal depression remains constant, regardless of the possibility of collision between vehicle 100 and an object determined by determination unit 334. Specifically, when normal control is not being performed after deceleration control is released, the speed of vehicle 100 is controlled so that the acceleration relative to the amount of accelerator pedal depression remains constant.

[0119] In this embodiment, when determination unit 334 determines that the possibility of collision is high, vehicle 100's speed is controlled so that the acceleration of vehicle 100 relative to the amount of accelerator pedal depression is reduced compared to when the possibility of collision is low. Therefore, even if the driver depresses the accelerator pedal more than necessary, if the possibility of collision between vehicle 100 and an object ahead of the vehicle is high, the acceleration of vehicle 100 is suppressed. As a result, the possibility of collision between vehicle 100 and an object ahead of the vehicle can be reduced.

[0120] In particular, in this embodiment, a predetermined accelerator pedal operation is required to release deceleration control. Specifically, the accelerator pedal must be depressed by a predetermined amount or more, or at a speed exceeding a predetermined speed. If the driver performs such an operation, the driver may depress the accelerator pedal more than necessary. Even in such a case, the possibility of vehicle 100 colliding with an object in front of the vehicle can be reduced. On the other hand, in this embodiment, when normal control is not being performed after deceleration control is released, the speed of vehicle 100 is controlled so that the acceleration is the same relative to the amount of accelerator pedal depression, regardless of the possibility of vehicle 100 colliding with an object. This control is performed during normal control because the driver is less likely to mistakenly depress the accelerator pedal more than necessary if the predetermined accelerator pedal operation to release deceleration control is not performed.

[0121] Notification unit 336 uses the information providing device of HMI 15 to notify the occupants of vehicle 100. In this embodiment, information related to the speed control of vehicle 100 is input from speed control unit 335 to notification unit 336. Alternatively, information related to the deceleration control of vehicle 100 may be input from speed control unit 335 to notification unit 336.

[0122] The notification unit 336 makes a notification to the occupants of the vehicle 100 based on the input information in this way. In the present embodiment, the notification unit 336 makes a notification to the occupants by displaying arbitrary information on the display 16. Moreover, the notification unit 336 makes a notification to the occupants by outputting arbitrary sounds from the speaker 17.

[0123] In particular, in the present embodiment, when the vehicle 100 accelerates at an acceleration lower than the normal acceleration corresponding to the amount of depression of the accelerator pedal, the notification unit 336 notifies the driver of this fact. In this case, specifically, the notification unit 336 displays on the display 16 the fact that the vehicle 100 is accelerating at an acceleration lower than the normal acceleration. Moreover, the notification unit 336 outputs from the speaker 17 a sound indicating that the vehicle 100 is accelerating at an acceleration lower than the normal acceleration. Thereby, the driver can grasp the reason why the acceleration of the vehicle 100 is low relative to the amount of depression of the accelerator pedal.

[0124] In addition, the notification unit 336 may notify the driver of the fact that deceleration control is being executed. In this case, specifically, the notification unit 336 displays on the display 16 the fact that deceleration control is in progress. Moreover, the notification unit 336 outputs from the speaker 17 a sound indicating that deceleration control has started. Moreover, the notification unit 336 may notify the driver of the fact that deceleration control has been released. In this case, specifically, the notification unit 336 displays on the display 16 the fact that deceleration control has been released. Moreover, the notification unit 336 outputs from the speaker 17 a sound indicating that deceleration control has been released.

[0125] Furthermore, in the present embodiment, the notification unit 336 uses both the display 16 and the speaker 17 to make a notification to the occupants. However, the notification unit 336 may also make a notification to the occupants using only one of the display 16 and the speaker 17. Additionally, the notification unit 336 may, for example, also make a notification to the occupants by means other than the display 16 and the speaker 17, such as vibrating the steering wheel 102 or a seat belt (not shown).

[0126] <Flow of control based on the vehicle control device>

[0127] Next, with reference to Figure 9 and Figure 10 , the flow of control based on the vehicle control device will be described. Figure 9 is a flowchart showing the flow of a determination process for determining whether to execute an object approach process executed when there is an object in front of the vehicle 100. The illustrated determination process is executed by the processor 33 of the ECU 30 at regular time intervals.

[0128] As Figure 9As shown, when the determination process starts, the environment recognition unit 331 recognizes the environment in front of the vehicle 100 based on the output of the outside vehicle camera 12 and the output of the distance measurement sensor 13 (step S11). In particular, the environment recognition unit 331 recognizes the objects located in front of the vehicle 100, and recognizes the relative position and relative speed of the objects with respect to the vehicle 100. Moreover, the environment recognition unit 331 recognizes the road on which the vehicle 100 is traveling and the road surface markings.

[0129] Next, the deceleration unit 332 determines whether the deceleration condition is satisfied. Specifically, the deceleration unit 332 determines whether there is an object in front of the vehicle 100 based on the environment in front of the vehicle 100 recognized by the environment recognition unit 331 (step S12). Moreover, in the present embodiment, the deceleration unit 332 determines whether there is an object other than the vehicle in front within a predetermined first reference distance in front of the vehicle 100 in the lane in which the vehicle 100 is traveling based on the environment in front of the vehicle 100 recognized by the environment recognition unit 331 (step S13).

[0130] When it is determined in step S12 that there is no object in front of the vehicle, or when it is determined in step S13 that there is no object other than the vehicle in front within the first reference distance in front of the vehicle 100 in the lane in which the vehicle 100 is traveling, the deceleration unit 332 does not execute the deceleration control. Therefore, in this case, the normal control is executed (step S14). On the other hand, when it is determined in step S12 that there is an object in front of the vehicle and it is determined in step S13 that there is an object other than the vehicle in front within the first reference distance in front of the vehicle 100 in the lane in which the vehicle 100 is traveling, the object approach process described below is executed (step S15).

[0131] Figure 10 is a flowchart showing the flow of the object approach process executed when there is an object in front of the vehicle 100. Figure 10 The object approach process shown is executed by the processor 33 of the ECU 30 at regular time intervals.

[0132] First, the speed control unit 335 determines whether the deceleration release flag set to ON (activated) when the deceleration control is released is set to ON (step S21). The deceleration release flag is set to OFF (deactivated) when the object approach process starts. When it is determined in step S21 that the deceleration release flag is not set to ON, the speed control unit 335 determines whether a predetermined operation of the accelerator pedal (accelerator override control) has been performed (step S22). In the present embodiment, specifically, the speed control unit 335 determines whether the accelerator pedal has been depressed by a predetermined reference depression amount or more, or whether the accelerator pedal has been depressed at a speed equal to or higher than the reference depression speed.

[0133] When it is determined in step S22 that a predetermined operation of the accelerator pedal has not been performed, the deceleration unit 332 performs deceleration control (step S23). Therefore, the deceleration unit 332 controls the vehicle actuator 21 to decelerate the speed of the vehicle 100 to a reduced reference speed. Next, the notification unit 336 notifies that deceleration control is being performed (step S24).

[0134] On the other hand, when it is determined in step S22 that a predetermined operation of the accelerator pedal has been performed, the speed control unit 335 sets the deceleration release flag to ON (step S25). Next, the notification unit 336 notifies that the deceleration control has been released (step S26).

[0135] When it is determined in step S21 that the deceleration release flag is set to ON, or when it is determined in step S22 that a predetermined operation of the accelerator pedal has been performed and the operations of steps S25 and S26 are performed thereafter, the determination unit 334 determines whether the interval (travel time interval) ΔD that can be obtained between the vehicle 100 and the object or the interval (travel time interval) ΔD that can be obtained between the vehicle 100 and the end of the drivable range is equal to or greater than the reference interval Draf (step S27). Moreover, the speed control unit 335 determines whether the driver has recognized an object in front of the vehicle 100 (step S28).

[0136] When it is determined in step S27 that the travel time interval ΔD is equal to or greater than the reference interval Draf and it is determined in step S28 that the driver has recognized the object, the speed control unit 335 controls the speed of the vehicle 100 to accelerate at a normal acceleration corresponding to the amount of depression of the accelerator pedal (step S29). On the other hand, when it is determined in step S27 that the travel time interval ΔD is less than the reference interval Draf, or when it is determined in step S28 that the driver has not recognized the object, the speed control unit 335 controls the speed of the vehicle 100 to accelerate at an acceleration lower than the normal acceleration corresponding to the amount of depression of the accelerator pedal (step S30). Thereafter, the notification unit 336 notifies that the vehicle 100 is accelerating at an acceleration lower than the normal acceleration corresponding to the amount of depression of the accelerator pedal (step S31).

[0137] In addition, in Figure 9 the determination process, when the execution of the object approach stop process is stopped and the normal control is executed, the deceleration release flag is set to OFF.

[0138] <Modification Example>

[0139] Next, a modification example of the above-described embodiment will be described.

[0140] In a modified example, the speed control unit 335 performs speed control in a manner different from the above-described embodiment. Figure 11 It is a diagram showing the relationship between the depression amount of the accelerator pedal and the target acceleration of the vehicle 100, and is the same as Figure 8 the same diagram. In the figure, M represents the relationship in the case where the determination unit 334 determines that the collision possibility is low, and N in the figure represents the relationship in the case where the determination unit 334 determines that the collision possibility is high.

[0141] As Figure 11 shown, in this modified example, when the determination unit 334 determines that the collision possibility is high, when the depression amount of the accelerator pedal is less than a certain depression amount, the higher the depression amount of the accelerator pedal becomes, the higher the target acceleration is set. On the other hand, when the depression amount of the accelerator pedal becomes equal to or more than a certain depression amount, the target acceleration is maintained at a certain acceleration regardless of the depression amount of the accelerator pedal. Thus, when the collision possibility with an object in front of the vehicle 100 is high, the vehicle 100 is prevented from accelerating more than necessary.

[0142] In another modified example, the determination unit 334 outputs the determination result of the collision possibility between the vehicle 100 and the object in a manner different from the above-described embodiment. Moreover, the speed control unit 335 performs speed control in a manner different from the above-described embodiment.

[0143] In the above-described embodiment, the determination unit 334 outputs the determination result of the collision possibility between the vehicle 100 and the object in two stages, that is, the determination result of high collision possibility and the determination result of low collision possibility. In contrast, in this modified example, the determination unit 334 outputs the determination result of the collision possibility in three or more stages or continuously according to the passing time interval. Specifically, the shorter the passing time interval is, the higher the determination of the collision possibility with the object is. In addition, the determination unit 334 may output the determination result of the collision possibility in three or more stages or continuously according to the type and condition of the object in front of the vehicle 100 in addition to the passing time interval.

[0144] Furthermore, the speed control unit 335 sets the target acceleration according to the passing time interval. Figure 12 It is a diagram showing the relationship between the passing time interval and the target acceleration of the vehicle 100 when the depression amount of the accelerator pedal is constant. As Figure 12As shown, the shorter the passing time interval, the lower the target acceleration of the vehicle 100. Therefore, in this modification, the speed control unit 335 controls the speed of the vehicle 100 such that the lower the passing time interval, the lower the acceleration of the vehicle 100 with respect to the depression amount of the accelerator pedal. Thus, when the vehicle 100 passes by the side of an object such as a pedestrian, the closer the vehicle 100 gets to the object, the slower its speed becomes. Therefore, the possibility of the vehicle 100 colliding with the object can be reduced, and at the same time, the acceleration of the vehicle 100 is restricted more than necessary is suppressed.

[0145] In addition, in the above-described embodiment, the possibility of the vehicle 100 colliding with an object is determined based on the passing time interval and the presence or absence of the driver's recognition of the object. However, in a modification, the possibility of the vehicle 100 colliding with an object may be determined only based on the passing time interval. Alternatively, the possibility of the vehicle 100 colliding with an object may be determined only based on the presence or absence of the driver's recognition of the object.

[0146] Figure 13 is a flowchart similar to that showing the process when an object approaches, in the case where the possibility of the vehicle 100 colliding with an object is determined only based on the passing time interval. Figure 10 Same flowchart. Figure 13 Steps S41 to S50 respectively correspond to Figure 10 Steps S21 to S27, S29 to S31. As can be seen from Figure 13 In the process when an object approaches in this modification, step S28 in the process when an object approaches shown in Figure 10 is omitted. As a result, when it is determined in step S47 that the passing time interval ΔD is equal to or greater than the reference interval Draf, the speed control unit 335 controls the speed of the vehicle 100 such that the vehicle 100 accelerates at a normal acceleration corresponding to the depression amount of the accelerator pedal (step S48). On the other hand, when it is determined in step S47 that the passing time interval ΔD is less than the reference interval Draf, the speed control unit 335 controls the speed of the vehicle 100 such that the vehicle 100 accelerates at an acceleration lower than the normal acceleration corresponding to the depression amount of the accelerator pedal (step S49).

[0147] As described above, the preferred embodiments of the present disclosure have been described, but the present disclosure is not limited to these embodiments, and various modifications and changes can be made within the scope described in the claims.

Claims

1. A vehicle control device is a vehicle control device that controls the speed of a traveling vehicle. The vehicle control device includes: A deceleration unit that performs deceleration control to decelerate the vehicle when a predetermined deceleration condition is satisfied; A speed control unit that cancels the deceleration control when a predetermined operation of the accelerator pedal is detected during the execution of the deceleration control, and performs speed control of the vehicle corresponding to the operation of the accelerator pedal; and A determination unit that determines the possibility of collision between the vehicle and an object when an object is detected in front of the vehicle. The speed control unit performs the speed control of the vehicle in such a manner that, when it is determined that the possibility of collision between the vehicle and the object is high, the acceleration of the vehicle with respect to the amount of depression of the accelerator pedal is lower than when it is determined that the possibility of collision is low.

2. The vehicle control device according to claim 1, wherein the determination unit determines the possibility of collision between the vehicle and the object based on the interval that can be obtained between the vehicle and the object when the vehicle passes by the side of the object within the drivable range on the road.

3. The vehicle control device according to claim 2, wherein the drivable range is within the width direction of the lane in which the vehicle is traveling.

4. The vehicle control device according to claim 2, wherein the drivable range is within the width direction of the road in which the vehicle is traveling.

5. The vehicle control device according to any one of claims 2 to 4, wherein the speed control unit performs the speed control of the vehicle in such a manner that the shorter the interval that can be obtained between the vehicle and the object when the vehicle passes by the side of the object within the drivable range on the road, the lower the acceleration of the vehicle with respect to the amount of depression of the accelerator pedal.

6. The vehicle control device according to any one of claims 2 to 5, wherein the determination unit determines the possibility of collision between the vehicle and the object based on, in addition to the interval that can be obtained between the vehicle and the object when the vehicle passes by the side of the object within the drivable range on the road, the type or condition of the object.

7. The vehicle control device according to any one of claims 1 to 6, wherein the determination unit determines the possibility of collision between the vehicle and the object based on whether the driver of the vehicle has recognized the object.

8. The vehicle control device according to any one of claims 2 to 6, wherein the determination unit determines the possibility of collision between the vehicle and the object based on whether the driver of the vehicle has recognized the object, and when the driver of the vehicle has not recognized the object, determines that the possibility of collision between the vehicle and the object is high regardless of the interval that can be obtained between the vehicle and the object when the vehicle passes by the side of the object within the drivable range on the road.

9. The vehicle control device according to any one of claims 1 to 8, The speed control unit controls the speed of the vehicle as follows: when it is determined that the possibility of collision between the vehicle and the object is low, the vehicle is accelerated at a normal acceleration corresponding to the amount of depression of the accelerator pedal; when it is determined that the possibility of collision between the vehicle and the object is high, the vehicle is accelerated at an acceleration lower than the normal acceleration corresponding to the amount of depression of the accelerator pedal.

10. The vehicle control device according to claim 9, The vehicle control device further includes a notification unit configured to notify a driver of the fact when the vehicle is accelerated at an acceleration lower than a normal acceleration corresponding to the amount of depression of the accelerator pedal.

11. The vehicle control device according to any one of claims 1 to 10, The speed control unit controls the vehicle speed so that the acceleration of the vehicle becomes constant regardless of the depression amount when it is determined that the possibility of collision between the vehicle and the object is high and the depression amount of the accelerator pedal is equal to or greater than a certain amount.

12. The vehicle control device according to any one of claims 1 to 11, The predetermined operation of the accelerator pedal for releasing the deceleration control is depression of the accelerator pedal by a predetermined amount or more, or depression of the accelerator pedal at a predetermined speed or more, after execution of the deceleration control is started.

13. The vehicle control device according to any one of claims 1 to 12, The speed control unit controls the vehicle speed so that the acceleration of the vehicle relative to the depression amount of the accelerator pedal remains the same regardless of the possibility of collision between the vehicle and the object when normal control after the deceleration control is not released is not performed.

14. A vehicle control method for controlling the speed of a moving vehicle. The vehicle control method comprises: executing a deceleration control for decelerating the vehicle when a predetermined deceleration condition is satisfied; when a predetermined operation of an accelerator pedal is detected during execution of the deceleration control, the deceleration control is released, and a speed control of the vehicle is performed in accordance with the operation of the accelerator pedal; as well as determining the possibility of a collision between the vehicle and the object when an object is detected in front of the vehicle, The vehicle speed control is performed such that, when it is determined that the possibility of collision between the vehicle and the object is high, the acceleration of the vehicle relative to the depression amount of the accelerator pedal is lowered compared to when it is determined that the possibility of collision is low.

15. A vehicle control program product for controlling the speed of a moving vehicle, the program product causing a computer to execute: executing a deceleration control for decelerating the vehicle when a predetermined deceleration condition is satisfied; When a predetermined operation of an accelerator pedal is detected during execution of the deceleration control, the deceleration control is released, and speed control of the vehicle is performed in accordance with the operation of the accelerator pedal; and determining the possibility of a collision between the vehicle and the object when an object is detected in front of the vehicle, The speed control of the vehicle is performed in such a manner that, when it is determined that the possibility of collision between the vehicle and the object is high, the acceleration of the vehicle with respect to the amount of depression of the accelerator pedal becomes lower than when it is determined that the possibility of collision is low.

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