Vehicle control method, vehicle control device, and storage medium

Abstract

The invention provides a vehicle control method, a vehicle control device, and a storage medium capable of appropriately reflecting a steering operation of an occupant to a vehicle behavior according to a vehicle condition. A control method for a vehicle according to an embodiment causes a computer to execute the following processes: recognizing a surrounding situation of a vehicle; detecting a steering state of the passenger; an evasion steering assistance unit that executes evasion steering assistance so that the vehicle travels along an evasion target trajectory that evades the obstacle when it is determined that the vehicle is likely to come into contact with the obstacle on the basis of the recognized peripheral situation of the vehicle; and when a steering operation by the occupant is detected during execution of the evasion steering support, suppressing the evasion steering support for the evasion target trajectory.

Description

Technical Field

[0001] The present invention relates to a vehicle control method, a vehicle control device, and a storage medium. Background Art

[0002] In recent years, efforts to provide sustainable transportation systems that take into account vulnerable individuals, particularly those in traffic, have intensified. To achieve this, research and development efforts are underway to further improve traffic safety and convenience through research and development related to preventive safety technologies. In this regard, recently disclosed technologies include generating multiple collision avoidance trajectories for a vehicle to avoid collisions with obstacles, selecting a collision avoidance trajectory from the multiple collision avoidance trajectories that corresponds to the driver's operation of the vehicle, and controlling the vehicle's travel based on the selected collision avoidance trajectory (e.g., Japanese Patent Application Laid-Open No. 2013-79068). Summary of the Invention

[0003] However, in preventive safety technology, when steering control is used to avoid obstacles, the vehicle is controlled by adjusting the steering angle to achieve the avoidance trajectory if the occupant's steering is insufficient. If the occupant's steering behavior causes the vehicle to exceed the avoidance trajectory, the vehicle's steering angle is controlled to return to the avoidance trajectory. Therefore, there is a problem in which the occupant's steering operation is sometimes not properly reflected in the vehicle's behavior.

[0004] One of the objectives of the present application is to solve the above-mentioned problems and to provide a vehicle control method, a vehicle control device, and a storage medium that can appropriately reflect the occupant's steering action on the vehicle behavior according to the vehicle's condition, thereby contributing to the development of a sustainable transportation system.

[0005] The vehicle control method, vehicle control device, and storage medium according to the present invention employ the following configurations.

[0006] (1): One embodiment of the present invention relates to a vehicle control method, wherein the vehicle control method causes a computer to perform the following processing: identifying the surrounding conditions of a vehicle; detecting the steering state of an occupant; performing evasive steering support in a manner such that the vehicle travels along an evasive target trajectory to avoid the obstacle, when it is determined based on the identified surrounding conditions of the vehicle that the vehicle is likely to come into contact with an obstacle; and suppressing the evasive steering support for the evasive target trajectory, when a steering operation by the occupant is detected during the execution of the evasive steering support.

[0007] (2): In the scheme of (1) above, the vehicle control method performs feedback control on the steering angle of the vehicle based on the avoidance target trajectory and the position of the vehicle in a manner such that the vehicle travels along the avoidance target trajectory. During the execution of the feedback control, a first correction value corresponding to the steering amount included in the detected steering state of the occupant is derived, and the steering angle is adjusted based on the derived first correction value, thereby suppressing the avoidance steering support being executed.

[0008] (3): In the scheme of (2) above, the vehicle performs lane keeping steering assistance using a control method. In the lane keeping steering assistance, feedback control of the steering angle of the vehicle is performed based on a lane keeping target track for suppressing the vehicle from deviating from the driving lane and the position of the vehicle so that the vehicle travels along the lane keeping target track. During the execution of the feedback control, a second correction value corresponding to the steering amount included in the detected steering state of the occupant is derived, and the steering angle is adjusted according to the derived second correction value, thereby suppressing the lane keeping steering assistance being executed, and the first correction value is a value larger than the second correction value.

[0009] (4): In the scheme of (3) above, the first correction value and the second correction value are derived based on the steering amount and the speed of the vehicle, and are adjusted in such a manner that the first correction value and the second correction value increase before reaching a prescribed speed and decrease after exceeding the prescribed speed as the speed increases.

[0010] (5): In the above-mentioned aspect (1), in the avoidance steering support, the avoidance target trajectory is generated in such a manner that the vehicle does not deviate from the adjacent lane after the vehicle moves from the current driving lane to the adjacent lane in order to avoid contact with the obstacle.

[0011] (6): Another embodiment of the present invention relates to a vehicle control device, wherein the vehicle control device comprises: an identification unit that identifies the surrounding conditions of the vehicle; a steering state detection unit that detects the steering state of the occupant; and a steering control unit that performs evasive steering support in a manner such that the vehicle travels along an evasive target track to avoid the obstacle when it is determined that the vehicle is likely to come into contact with an obstacle based on the surrounding conditions of the vehicle identified by the identification unit, and the evasive steering support execution unit suppresses the evasive steering support for the evasive target track when a steering operation performed by the occupant is detected during the execution of the evasive steering support.

[0012] (7): Another embodiment of the present invention relates to a storage medium storing a program, wherein the program causes a computer to perform the following processing: identifying the surrounding conditions of a vehicle; detecting the steering state of an occupant of the vehicle; performing evasive steering support in a manner such that the vehicle travels along an evasive target track to avoid the obstacle when it is determined based on the identified surrounding conditions of the vehicle that the vehicle is likely to come into contact with an obstacle; and suppressing the evasive steering support for the evasive target track when a steering operation by the occupant is detected during the execution of the evasive steering support.

[0013] According to the above-mentioned aspects (1) to (7), the steering action of the occupant can be appropriately reflected in the vehicle behavior according to the vehicle condition. BRIEF DESCRIPTION OF THE DRAWINGS

[0014] Figure 1 It is a structural diagram of a vehicle equipped with the vehicle control device according to the embodiment.

[0015] Figure 2 This is a functional structure diagram of the driving status detection unit.

[0016] Figure 3 This is a functional structure diagram of the vehicle control unit.

[0017] Figure 4 It is a diagram for explaining the content of vehicle control related to contact avoidance.

[0018] Figure 5 This is a diagram for explaining the content of attention-calling control.

[0019] Figure 6 This is a diagram for explaining the content of contact warning alarm control.

[0020] Figure 7 A diagram for explaining the content of automatic steering avoidance control.

[0021] Figure 8 This is a diagram for explaining steering control after a steering trigger by the driver.

[0022] Figure 9 It is a diagram for explaining the steering control process executed by the steering control unit.

[0023] Figure 10 This is a diagram showing the relationship between the driver's steering amount and the steering angle.

[0024] Figure 11 This is a diagram for explaining derivation of correction values.

[0025] Figure 12 This is a flowchart showing an example of processing executed by the driving support device in the embodiment. DETAILED DESCRIPTION

[0026] Hereinafter, embodiments of a vehicle control method, a vehicle control device, and a storage medium according to the present invention will be described with reference to the accompanying drawings.

[0027] [Overall structure]

[0028] Figure 1 This is a structural diagram of a vehicle equipped with a vehicle control device according to an embodiment. The vehicle equipped with the vehicle control device (hereinafter referred to as the host vehicle M) is, for example, a two-wheeled, three-wheeled, or four-wheeled vehicle, and its driving source is an internal combustion engine such as a diesel engine or a gasoline engine, an electric motor, or a combination thereof. The electric motor operates using power generated by a generator connected to the internal combustion engine, or power discharged from a secondary battery or fuel cell.

[0029] The vehicle M is equipped with, for example, a camera 10, a radar device 12, a LIDAR (Light Detection and Ranging) device 14, an object recognition device 16, a communication device 20, an HMI (Human Machine Interface) 30, vehicle sensors 40, a navigation device 50, an MPU (Map Positioning Unit) 60, a driver monitoring camera 70, a driving operating element 80, a driving support device 100, a driving force output device 200, a braking device 210, and a steering device 220. These devices and equipment are interconnected via multiplexed communication lines such as CAN (Controller Area Network) communication lines, serial communication lines, wireless communication networks, and the like. Figure 1 The illustrated configuration is merely an example, and a portion of the configuration may be omitted, or another configuration may be added. The driving support device 100 is an example of a "vehicle control device."

[0030] The camera 10 is, for example, a digital camera utilizing a solid-state imaging element such as a CCD (Charge Coupled Device) or a CMOS (Complementary Metal Oxide Semiconductor). The camera 10 is mounted anywhere on the vehicle M. For example, to capture images of the front of the vehicle M, the camera 10 is mounted on the upper portion of the windshield, behind the rearview mirror, or the like. The camera 10 periodically and repeatedly captures images of the surrounding area of ​​the vehicle M. The camera 10 may also be a stereo camera.

[0031] The radar device 12 radiates radio waves, such as millimeter waves, around the vehicle M and detects the radio waves (reflected waves) reflected by objects to detect at least the object's position (range and direction). The radar device 12 can be mounted anywhere on the vehicle M. The radar device 12 can also detect the position and velocity of objects using the FM-CW (Frequency Modulated Continuous Wave) method.

[0032] LIDAR 14 irradiates light (or electromagnetic waves with a wavelength close to light) around the vehicle M and measures the scattered light. LIDAR 14 detects the distance to an object based on the time between light emission and light reception. The irradiated light is, for example, pulsed laser light. LIDAR 14 is mounted anywhere on the vehicle M.

[0033] The object recognition device 16 performs sensor fusion processing on the detection results from some or all of the camera 10, radar device 12, and LIDAR 14 to identify the position, type, speed, etc. of the object. The object recognition device 16 outputs the recognition results to the driving support device 100. The object recognition device 16 can directly output the detection results from the camera 10, radar device 12, and LIDAR 14 to the driving support device 100. The object recognition device 16 can also be omitted from the host vehicle M. Some or all of the camera 10, radar device 12, LIDAR 14, and object recognition device 16 are examples of "external detection devices."

[0034] The communication device 20 communicates with other vehicles around the host vehicle M using, for example, a cellular network, Wi-Fi network, Bluetooth (registered trademark), DSRC (Dedicated Short Range Communication), or communicates with various server devices via a wireless base station.

[0035] The HMI 30 presents various information to the occupants of the vehicle M and accepts input operations performed by the occupants. The HMI 30 includes, for example, a display unit 32 and a speaker 34. The display unit 32 is, for example, an LCD (Liquid Crystal Display), an organic EL (Electro Luminescence) display device, or the like. The display unit 32 displays various images (including videos) in the embodiment. The display unit 32 may also be configured as a touch panel integrally with the input unit. The speaker 34 outputs a predetermined sound (such as an alarm, etc.). In addition to (or in place of) the display unit 32 and the speaker 34, the HMI 30 may also include a microphone, a buzzer, a vibration generating device (vibrator), a touch panel, a switch, a button, or the like. The switch may include, for example, a toggle switch that switches whether to execute predetermined driving support in the driving support device 100.

[0036] The vehicle sensors 40 include a speed sensor for detecting the speed of the vehicle M, an acceleration sensor for detecting acceleration, a yaw rate sensor for detecting yaw rate (for example, the angular velocity of rotation about a vertical axis passing through the center of gravity of the vehicle M), a steering angle sensor for detecting the steering angle (the angle (actual steering angle) or torque of the steering wheels of the vehicle M), and an azimuth sensor for detecting the orientation of the vehicle M. The vehicle sensors 40 may also include a position sensor for detecting the position of the vehicle M. For example, the position sensor acquires position information (longitude and latitude) from a GPS (Global Positioning System) device. Alternatively, the position sensor may acquire position information using a GNSS (Global Navigation Satellite System) receiver 51 of the navigation device 50.

[0037] The navigation device 50 includes, for example, a GNSS receiver 51, a navigation HMI 52, and a route determination unit 53. The navigation device 50 stores first map information 54 in a storage device such as a hard disk drive (HDD) or flash memory. The GNSS receiver 51 determines the position of the vehicle M based on signals received from GNSS satellites. The position of the vehicle M can also be determined or supplemented by an INS (Inertial Navigation System) utilizing the output of the vehicle sensors 40. The navigation HMI 52 includes a display, speakers, a touch panel, keys, and other components. The navigation HMI 52 may also partially or entirely be shared with the HMI 30 described above. The route determination unit 53, for example, refers to the first map information 54 to determine a route (hereinafter referred to as a "mapped route") from the position of the vehicle M determined by the GNSS receiver 51 (or an input arbitrary position) to a destination input by the occupant using the navigation HMI 52. The first map information 54, for example, represents the road shape by representing road links and nodes connecting the links. The first map information 54 may also include information such as road curvature and POI (Point of Interest) information. The route on the map is output to the MPU 60. The navigation device 50 can also provide route guidance using the navigation HMI 52 based on the route on the map. The navigation device 50 can also be implemented as a function of a terminal device such as a smartphone or tablet computer held by the passenger. The navigation device 50 can also transmit the current location and destination to the navigation server via the communication device 20 and obtain a route equivalent to the route on the map from the navigation server.

[0038] The MPU 60 includes, for example, a recommended lane determination unit 61, which stores second map information 62 in a storage device such as an HDD or flash memory. The recommended lane determination unit 61 divides the route on the map provided by the navigation device 50 into multiple blocks (for example, every 100 meters in the vehicle's travel direction) and determines a recommended lane for each block by referring to the second map information 62. The recommended lane determination unit 61 determines the lane from the left to be driven on. If the route on the map branches, the recommended lane determination unit 61 determines the recommended lane so that the host vehicle M can travel on a reasonable route to the branch destination. The second map information 62 is more accurate than the first map information 54. For example, the second map information 62 includes information on the center of the lane or lane boundary information such as road dividing lines. The second map information 62 may include road information, traffic restriction information, address information (address, postal code), facility information, telephone number information, and the like. The second map information 62 can be updated at any time through communication with other devices via the communication device 20. The first map information 54 and the second map information 62 may be stored in a storage unit within the driving support device 100 .

[0039] The driver monitoring camera 70 is, for example, a digital camera utilizing a solid-state imaging element such as a CCD or CMOS. The driver monitoring camera 70 is mounted anywhere within the vehicle M in a position and orientation capable of capturing images of the head and upper body (including the hands) of the occupant (hereinafter referred to as the driver) seated in the driver's seat of the vehicle M from the front (oriented to capture the face). For example, the driver monitoring camera 70 is mounted above a display device located in the center of the instrument panel of the vehicle M. For example, based on the orientation of the driver's face (relative to the mounting position and imaging direction of the driver monitoring camera 70) contained in the camera image captured by the driver monitoring camera 70, it is possible to determine whether the driver's attention is being drawn to the surroundings of the vehicle M (for example, whether the driver's face is at least facing the direction of travel of the vehicle M). Because the camera image includes the driver and steering wheel 82, it is also possible to determine whether the driver is gripping the steering wheel 82 based on the captured image. The driver monitoring camera 70 captures images of the interior of the vehicle M, including the driver of the vehicle M, at predetermined intervals from a position at which the camera is located, and outputs the captured images to the driving support device 100 .

[0040] The driving operating elements 80 include, for example, a steering wheel 82, an accelerator pedal 84, a brake pedal 86, a direction indicator switch, a shift lever, and other operating elements. Sensors are mounted on the driving operating elements 80 to detect the amount of operation or the presence or absence of operation. These detection results are output to the driving support device 100, as well as to some or all of the driving force output device 200, the braking device 210, and the steering device 220.

[0041] For example, a steering wheel sensor (SW sensor) 82A is provided on the steering wheel 82. The SW sensor 82A detects whether the driver is gripping the steering wheel 82 using a contact sensor, pressure sensor, or other method. The SW sensor 82A detects the amount of steering wheel 82 input (operation) by the driver (driver's steering amount, steering input torque, steering torque) and the speed of operation (steering angular velocity). The SW sensor 82A can also detect the rate of change in operation (torque change rate). The steering wheel 82 does not necessarily need to be annular; it can also be a specially shaped steering wheel, a joystick, or a button. In this case, the SW sensor 82A detects the amount of operation corresponding to each configuration.

[0042] An accelerator pedal sensor (AP sensor) 84A is attached to the accelerator pedal 84. AP sensor 84A detects the amount of operation (opening) of the accelerator pedal 84, which changes in response to the driver's operation of the accelerator pedal 84. A brake pedal sensor (BP sensor) 86A is attached to the brake pedal 86. BP sensor 86A detects the amount of operation (opening) of the brake pedal 86, which changes in response to the driver's operation of the brake pedal 86.

[0043] The driving force output device 200 outputs driving force (torque) for driving the host vehicle M to the drive wheels. The driving force output device 200 includes, for example, a combination of an internal combustion engine, an electric motor, and a transmission, as well as an ECU (Electronic Control Unit) that controls these components. The ECU controls the aforementioned components based on information input from the driving support device 100 or from the driving operating elements 80.

[0044] Braking device 210 includes, for example, a brake caliper, a hydraulic cylinder that transmits hydraulic pressure to the brake caliper, an electric motor that generates hydraulic pressure in the hydraulic cylinder, and an ECU. The ECU controls the electric motor based on information input from driving support device 100 or information input from driving control unit 80 so that a braking torque corresponding to the braking operation is output to each wheel. Braking device 210 may include a mechanism that transmits the hydraulic pressure generated by operation of the brake pedal included in driving control unit 80 to the hydraulic cylinder via a master hydraulic cylinder as a backup. Braking device 210 is not limited to the structure described above and may also be an electronically controlled hydraulic braking device that controls an actuator based on information input from driving support device 100 to transmit the hydraulic pressure of the master hydraulic cylinder to the hydraulic cylinder.

[0045] The steering system 220 includes, for example, a steering ECU and an electric motor. The electric motor applies force to, for example, a rack-and-pinion mechanism to change the direction of the steering wheel. The steering ECU drives the electric motor based on information input from the driving support device 100 or from the driving operating element 80 to change the direction of the steering wheel.

[0046] [Driving support device]

[0047] The driving support device 100 includes, for example, a recognition unit 110, a contact possibility determination unit 120, a driving state detection unit 130, a vehicle control unit 140, an HMI control unit 150, and a storage unit 160. The recognition unit 110, contact possibility determination unit 120, driving state detection unit 130, vehicle control unit 140, and HMI control unit 150 are implemented by, for example, a hardware processor such as a CPU (Central Processing Unit) executing a program (software). Some or all of these components may be implemented using hardware (including circuitry) such as an LSI (Large Scale Integration), an ASIC (Application Specific Integrated Circuit), an FPGA (Field-Programmable Gate Array), or a GPU (Graphics Processing Unit), or through a combination of software and hardware. The program may be pre-stored in a storage device (a storage device having a non-transitory storage medium) such as an HDD or flash memory of the driving support device 100, or may be stored in a removable storage medium such as a DVD or CD-ROM and installed in the HDD or flash memory of the driving support device 100 by attaching the storage medium (non-transitory storage medium) to a drive. The HMI control unit 150 is an example of a "notification control unit."

[0048] For example, instructions from the driving support device 100 to the driving force output device 200, the braking device 210, and the steering device 220 are configured within the driving force output device 200, the braking device 210, and the steering device 220 to be executed with priority over the detection results from the driving operating element 80. Regarding braking, the configuration may be configured so that, when the braking force resulting from the amount of operation of the brake pedal 86 is greater than the instruction from the driving support device 100, the latter is executed with priority. Communication priorities within the in-vehicle LAN (Local Area Network) may also be used as a mechanism for prioritizing instructions from the driving support device 100. Regarding steering, the configuration may be configured so that the steering force resulting from the instruction from the driving support device 100 is added to the steering force resulting from the amount of operation of the steering wheel 82 by the driver.

[0049] The storage unit 160 can also be implemented by the various storage devices mentioned above, or by an SSD (Solid State Drive), EEPROM (Electrically Erasable Programmable Read Only Memory), ROM (Read Only Memory), or RAM (Random Access Memory). The storage unit 160 stores, for example, programs (e.g., vehicle control programs), information used by components within the driving support device 100, and various other information. The storage unit 160 can also store the aforementioned map information (the first map information 54 and the second map information 62).

[0050] The recognition unit 110 recognizes the surrounding conditions of the vehicle M based on the information input from the external detection device. For example, the recognition unit 110 recognizes the position (relative position, vehicle distance), speed (relative speed), acceleration and other states of objects existing in the surrounding area (for example, within a specified distance from the vehicle M). Objects refer to other vehicles, bicycles, pedestrians, etc. The position of the object can also be recognized as a position on the absolute coordinate with the representative point (center of gravity, drive shaft center, etc.) of the vehicle M as the origin, and used for control. The position of the object can also be represented by representative points such as the center of gravity and corners of the object, or by an area. The so-called "state" of the object can also include the acceleration, jerk, or "action state" of the object (for example, whether a lane change is in progress or about to be made). The recognition unit 110 recognizes the relative position and relative speed with respect to the object.

[0051] The recognition unit 110 identifies the lane shape around the host vehicle M. For example, the recognition unit 110 compares the road dividing line pattern (e.g., the arrangement of solid and dashed lines) obtained from the second map information 62 with the road dividing line pattern around the host vehicle M identified from the image captured by the camera 10 to identify the lane in which the host vehicle M is traveling (driving lane) and the shape and line type of adjacent lanes. The recognition unit 110 is not limited to identifying road dividing lines; it can also identify the driving lane and adjacent lanes by identifying road dividing lines and road boundaries (road boundaries) such as shoulders, curbs, medians, and guardrails. This recognition may also take into account the position of the host vehicle M obtained from the navigation device 50 and the results of INS processing. Based on the object recognition results, the recognition unit 110 identifies obstacles, stop signs, red lights, toll booths, and other road features. Obstacles are objects that the host vehicle M needs to avoid, such as other vehicles, bicycles, and pedestrians.

[0052] When identifying a driving lane, the recognition unit 110 identifies the position and posture of the host vehicle M relative to the driving lane. For example, the recognition unit 110 may identify the deviation of the host vehicle M's reference point from the lane center and the angle formed by the vehicle M's travel direction with respect to a line connecting the lane centers as the relative position and posture of the host vehicle M relative to the driving lane. Alternatively, the recognition unit 110 may identify the position of the host vehicle M's reference point relative to either side of the driving lane (a road dividing line or a road boundary) as the relative position of the host vehicle M relative to the driving lane.

[0053] The contact possibility determination unit 120 determines whether the host vehicle M is likely to come into contact with an obstacle (e.g., another vehicle) based on the surrounding conditions (external information) identified by the recognition unit 110. For example, the contact possibility determination unit 120 determines whether the host vehicle M is likely to come into contact with another vehicle (the preceding vehicle) based on the surrounding conditions. The contact margin is, for example, a value set based on the time to collision (TTC), but may also be set based on the time headway (THW). The time to collision (TTC) is derived, for example, by dividing the relative distance between the host vehicle M and the other vehicle by the relative speed. The time headway (THW) is derived, for example, by dividing the relative distance (inter-vehicle distance) by the speed of the host vehicle M. The time to collision (TTC) may be derived using a learned model or a predetermined function that outputs the time to collision (TTC) when the position and speed of the host vehicle M and the other vehicle are input. Alternatively, the TTC may be derived using a correspondence table that associates the relative speed and relative position with the time to collision (TTC). The above derivation method also applies to the time headway THW. For example, the shorter the time margin for contact (TTC) (or time headway THW), the smaller the contact margin value (in other words, the longer the contact margin value, the larger the contact margin value). For example, if the contact margin value is less than a threshold, the contact possibility determination unit 120 determines that the host vehicle M is likely to contact another vehicle, while if the contact margin value is greater than the threshold, the contact possibility is determined to be unlikely. The following description uses the contact margin time TTC as an example of the contact margin value.

[0054] The driving state detection unit 130 detects the driving state of the occupant (driver) of the host vehicle M. Figure 2This is a functional structure diagram of the driving state detection unit 130. The driving state detection unit 130 includes, for example, a steering state detection unit 132, an acceleration / deceleration operation detection unit 134, and a careless driving determination unit 136. The steering state detection unit 132 detects, for example, whether the steering wheel 82 is being held, or information related to the operation amount (driver's steering amount (steering input torque), steering torque change rate). The steering state detection unit 132 can include information related to the driver's steering speed and steering angular velocity (the speed until a predetermined steering angle is reached). The steering state detection unit 132 can also detect that the driver is not performing a steering operation. The steering state detection unit 132 performs the above-mentioned detections based on, for example, the detection results of the SW sensor 82A and the vehicle sensor 40, the driver's movements obtained from the camera image of the driver monitoring camera 70, and the like.

[0055] Acceleration / deceleration operation detection unit 134 detects at least one of the accelerator operation or the amount of operation (opening) of accelerator pedal 84 performed by the driver, and the brake operation or the amount of operation (opening) of brake pedal 86 performed by the driver. Acceleration / deceleration operation detection unit 134 may also detect a state where the driver is not performing an accelerator operation or a brake operation. Acceleration / deceleration operation detection unit 134 performs the aforementioned detections based on, for example, the detection results of AP sensor 84A, BP sensor 86A, and vehicle sensor 40.

[0056] The inattentive driving determination unit 136 determines whether the driver is driving inattentively. Inattentive driving refers to driving in a state where the driving operation of the vehicle M becomes slow (or inattentive) due to, for example, a decrease in the driver's attention. For example, based on the detection results of the SW sensor 82A, the inattentive driving determination unit 136 determines that the driver is driving inattentively if the state in which the driver's steering operation of the steering wheel 82 is less than a predetermined threshold value continues for a predetermined time or longer. If the state does not continue for the predetermined time or longer, the driver is not driving inattentively.

[0057] Instead of (or in addition to) the driver's steering operation, the inattentive driving determination unit 136 may determine that the driver is driving inattentively based on the detection results of the AP sensor 84A and the BP sensor 86A if the change in the opening degree of the accelerator pedal 84 and the brake pedal 86 remains less than a threshold value for a predetermined period of time or longer. Alternatively, instead of (or in addition to) the above determination, the driving state detection unit 130 may determine that the driver is driving inattentively based on the detection result of the AP sensor 84A and the BP sensor 86A if the change in the opening degree of the accelerator pedal 84 and the brake pedal 86 remains less than a threshold value for a predetermined period of time or longer. Alternatively ... driver is not monitoring the surroundings (particularly the front) of the vehicle M due to looking to the side, or if the driver's concentration is predicted to be reduced based on a predetermined facial expression (a sleepy face, a face in pain), etc.

[0058] The aforementioned prescribed time can be either fixed or variable. The prescribed time can be set, for example, based on the contact margin time (TTC) between the vehicle M and surrounding obstacles (e.g., preceding vehicles), as well as the speed of the vehicle M. Specifically, the prescribed time is set shorter as the speed of the vehicle M increases, and the prescribed time is set shorter as the TTC decreases. This allows for more appropriate determination of careless driving based on the vehicle M's condition and surrounding conditions, as determined by the vehicle M's speed and the positional relationship between the vehicle M and obstacles. The determination of careless driving can also be made based on a comprehensive assessment of the results obtained from the aforementioned multiple conditions.

[0059] The vehicle control unit 140 controls one or both of the steering and acceleration / deceleration of the host vehicle M based on the surrounding conditions identified by the recognition unit 110, thereby providing driving support to the driver. For example, the vehicle control unit 140 generates a future target trajectory so that the host vehicle M travels in the recommended lane determined by the MPU 60, and controls one or both of the steering and acceleration / deceleration of the host vehicle M based on the surrounding conditions so that the host vehicle M travels along the generated target trajectory. The vehicle control unit 140 may also control one or both of the steering and acceleration / deceleration of the host vehicle M based on the processing results of at least one of the contact possibility determination unit 120 and the driving state detection unit 130. For example, if the vehicle control unit 140 determines that the host vehicle M is likely to contact an obstacle, it generates an avoidance target trajectory for avoiding the contact, and controls one or both of the steering and acceleration / deceleration of the host vehicle M so that the host vehicle M travels along the generated avoidance target trajectory. The vehicle control unit 140 may also perform control (override control) to suspend ongoing vehicle control and switch to manual driving by the driver in response to a predetermined driving operation by the driver during vehicle control. Details of the processing performed by the vehicle control unit 140 will be described later.

[0060] The HMI control unit 150 notifies the occupants (including the driver) of prescribed information via the HMI 30. Prescribed information includes, for example, information related to the status of the host vehicle M and information related to driving support controls, and other information related to the driving of the host vehicle M. Information related to the status of the host vehicle M includes, for example, the speed, engine speed, and gear position of the host vehicle M. Information related to driving controls includes, for example, the type of driving support control currently being executed (e.g., slow deceleration control, centering steering control, contact avoidance braking control, contact avoidance steering control, lane keeping steering control), the reason for the driving support control being activated, and the status of the driving support control. Information related to driving support controls may include information related to driver attention calls and contact warning alerts. Prescribed information may include information related to the current location, destination, and fuel level of the host vehicle M, as well as information unrelated to the driving control of the host vehicle M, such as television programs and items stored on storage media such as DVDs (e.g., movies).

[0061] For example, the HMI control unit 150 may generate an image containing the aforementioned predetermined information and display the generated image on the display unit 32 of the HMI 30. Alternatively, the HMI control unit 150 may generate a sound representing the predetermined information and output the generated sound from the speaker 34 of the HMI 30. The timing for outputting the sound may be, for example, when driving control is started or stopped, when the displayed image is switched, or when the host vehicle M enters a predetermined state. The HMI control unit 150 may also output information received by the HMI 30 to the vehicle control unit 140 or the like.

[0062] [Vehicle Control Department]

[0063] Next, the vehicle control unit 140 will be described in detail. Figure 3 : is a functional structure diagram of the vehicle control unit 140. The vehicle control unit 140 includes, for example, a braking control unit 142 and a steering control unit 144. The vehicle control unit 140 performs alarm control and avoidance control for avoiding contact between the vehicle M and an obstacle through control performed by the braking control unit 142 and the steering control unit 144. Alarm control is a control that operates when the vehicle M approaches an obstacle, and includes, for example, the slow deceleration control and the centering steering control described later. Avoidance control is a control that operates when the vehicle M approaches an obstacle compared to the alarm control operation, and includes, for example, the contact avoidance braking control and the contact avoidance steering control described later. These controls are an example of driving support control that supports the driver's driving.

[0064] When the recognition unit 110 determines that an obstacle is present ahead of the host vehicle M, the brake control unit 142 performs brake control on the host vehicle M based on the target deceleration of the host vehicle M. For example, the brake control unit 142 sets a deceleration state based on the contact margin time TTC between the host vehicle M and the obstacle, and executes deceleration control based on the set deceleration state. The brake control unit 142 includes, for example, a slow deceleration control unit 142A, a contact avoidance braking control unit 142B, and a brake override control unit 142C.

[0065] The slow deceleration control unit 142A performs slow deceleration control of the vehicle M when the recognition unit 110 determines that an obstacle (e.g., another vehicle) is present ahead of the vehicle M. This slow deceleration control is a control used to notify the driver of an approaching obstacle through vehicle behavior called deceleration (a change in longitudinal G) and to urge attention to the obstacle (attention-calling control). This is different from contact avoidance control, which is used to avoid contact with an obstacle (although contact with the obstacle may be avoided). For example, when the slow deceleration control unit 142A determines that an obstacle is present ahead of the vehicle M, it derives a target deceleration rate for the vehicle M and decelerates the vehicle M to approach the derived target deceleration rate, independent of the driver's operation. For example, the slow deceleration control unit 142A generates a target trajectory containing speed information and performs deceleration control of the vehicle M so that the vehicle M travels along the generated target trajectory. The gradual deceleration control may be executed when the driving state detection unit 130 detects that the driver is driving carelessly, or may be executed when the contact margin value satisfies the activation condition of the gradual deceleration control.

[0066] The contact avoidance braking control unit 142B performs emergency braking control to avoid contact between the vehicle M and an obstacle. For example, if the contact possibility determination unit 120 determines that the vehicle M is likely to come into contact with an obstacle, the contact avoidance braking control unit 142B performs braking control (deceleration control) to avoid contact. The braking control performed by the contact avoidance braking control unit 142B includes, for example, CMBS (Collision Mitigation Brake System) control to assist in contact avoidance or damage reduction. For example, the contact avoidance braking control unit 142B generates a target trajectory that includes speed information and decelerates the vehicle M along the generated target trajectory. The braking control performed by the contact avoidance braking control unit 142B may be performed after slow deceleration control, or when the contact margin value satisfies the operating conditions of the contact avoidance braking control.

[0067] The brake override control unit 142C determines whether an override control is being performed (override determination) due to a driver's driving operation (driver operation) during the execution of the aforementioned braking control (slow deceleration control, contact avoidance braking control). The driver operation used for the override determination during the braking control is either an accelerator operation or a brake operation. For example, during braking control, if the driver's accelerator operation (the amount of operation of the accelerator pedal 84 detected by the AP sensor 84A) or the amount of operation of the brake pedal 86 detected by the BP sensor 86A) exceeds an override threshold, the override control is determined to be in progress. If the override control is determined to be in progress, the brake override control unit 142C terminates the ongoing braking control. By determining the driver's intention based on the accelerator operation and the brake operation, a more appropriate override control (switching to manual control by the driver) can be performed for the braking control.

[0068] The steering control unit 144 controls the steering of the host vehicle M. The steering control unit 144 includes, for example, a centering steering control unit 144A, a contact avoiding steering control unit 144B, a lane keeping steering control unit 144C, and a steering override control unit 144D.

[0069] If the recognition unit 110 determines that an obstacle exists ahead of the host vehicle M, the centering steering control unit 144A generates a target trajectory for moving the host vehicle M toward the center of the driving lane and executes steering control (centering steering control) to cause the host vehicle M to travel along the generated target trajectory. This steering control is not intended to avoid contact with the obstacle, but rather to notify the driver of the approaching obstacle by moving the vehicle laterally toward the center (a change in lateral G), thereby urging the driver to pay attention to the obstacle (although contact with the obstacle may also be avoided). This steering control allows the driver to become aware of the obstacle ahead at an early stage, facilitating contact-avoidance maneuvers. Centering steering control can also be executed when the driving state detection unit 130 detects that the driver is driving inattentively, or when the contact margin meets the steering control's operating conditions. The above-mentioned slow deceleration control and centering steering control can be executed separately or simultaneously at the same time (for example, during the attention-calling control phase).

[0070] If the contact possibility determination unit 120 determines that the host vehicle M is likely to contact an obstacle, the contact avoidance steering control unit 144B generates a target trajectory for avoiding contact (target avoidance trajectory) and executes steering control related to avoidance steering assistance so that the host vehicle M travels along the generated target trajectory. For example, if the host vehicle M can avoid an obstacle within its lane, the contact avoidance steering control unit 144B performs steering control to avoid contact with the obstacle without leaving the same lane, independent of the driver's steering operation. Alternatively, after the driver's steering operation causes the host vehicle M to avoid an obstacle across a lane dividing the vehicle, the contact avoidance steering control unit 144B performs steering control to stabilize the behavior of the host vehicle M after the avoidance operation. During steering control by the contact avoidance steering control unit 144B, for example, feedforward control and feedback control are continuously performed based on the target avoidance trajectory and the position of the host vehicle M to adjust the steering angle of the host vehicle M. The steering control executed by the contact avoidance steering control unit 144B may be executed, for example, after the centering steering control, or may be executed when the contact margin value satisfies the aforementioned operating conditions of the steering control.

[0071] The lane keeping steering control unit 144C performs steering control related to lane keeping steering support, for example, as LKAS (Lane Keeping Assistance System) control (lane keeping control) to maintain the host vehicle M within the driving lane (in other words, to prevent the host vehicle M from deviating from the driving lane). For example, the lane keeping steering control unit 144C controls the steering device 220 to prevent the host vehicle M from deviating from the driving lane identified by the recognition unit 110, thereby assisting the driver's steering operation. In this case, the lane keeping steering control unit 144C generates a target trajectory (lane keeping target trajectory) to keep the host vehicle M in the center of the driving lane and performs steering control of the host vehicle M to drive along the generated target trajectory. During the steering control by the lane keeping steering control unit 144C, for example, feedforward control and feedback control are continuously performed based on the lane keeping target trajectory and the position of the host vehicle M to adjust the steering angle of the host vehicle M. The lane keeping steering control unit 144C may execute the same control also in the case of RDM (Road Departure Mitigation) control instead of the LKAS control.

[0072] The steering override control unit 144D determines whether an override control is being performed due to a driver operation during the execution of a steering control (centering steering control, contact avoidance steering control, or lane keeping steering control). The driver operation used for the override determination during the steering control is the steering operation of the steering wheel 82. For example, the steering override control unit 144D determines that an override control is being performed when the steering input torque input by the driver's steering operation exceeds an override threshold. If the override control is determined to be performed, the steering override control unit 144D terminates the ongoing steering control. By determining the driver's intention based on the steering operation in this way, a more appropriate override control (control that switches to manual steering by the driver) can be performed for the steering control.

[0073] The vehicle control unit 140 can also control which of the aforementioned driving support controls is executed by switching a switch provided on the HMI 30. For example, if the switch related to lane keeping steering support is off, the vehicle control unit 140 does not execute the control of the lane keeping steering control unit 144C. This enables driving support that is tailored to the driver's intent.

[0074] [Regarding vehicle control related to contact avoidance]

[0075] Next, the details of the vehicle control related to contact avoidance in the embodiment will be described in detail. In the following description, it is assumed that the obstacle is another vehicle (preceding vehicle) traveling in front of the host vehicle M. Figure 4 FIG is a diagram for explaining the content of vehicle control related to contact avoidance. Figure 4 In the example of FIG, the content of vehicle control when it is determined that there is a possibility of contact based on the contact margin time TTC is shown. Figure 4 In the example, let time T1 be the earliest, and time T2, T3, T4, and T5 be the later ones. Figure 4 In the example of FIG, it is assumed that the determination of whether the driving is careless or not by the driving state detection unit 130 is continuously executed at a predetermined cycle from a stage before time T1.

[0076] First, assume that at time T1, the contact possibility determination unit 120 determines that the host vehicle M may come into contact with another vehicle. If contact is determined to be possible, the vehicle control unit 140 performs attention-calling control ( ) to urge the driver to pay attention to the surroundings (particularly the direction of travel) based on the contact margin time TTC and the result of the inattentive driving determination. Figure 4 (1)).

[0077] Figure 5 This is a diagram for explaining the content of attention-calling control. Figure 5 In the example shown, two lanes L1 and L2 are shown, which can travel in the same direction (X-axis direction in the figure). Lane L1 is divided by road dividing lines LN1 and LN2, and lane L2 is divided by road dividing lines LN2 and LN3. Figure 5 In the example of , it is assumed that the host vehicle M is traveling in the lane L1 at a speed VM, and another vehicle m1 is present in front of the host vehicle M and is traveling in the lane L1 at a speed Vm1.

[0078] exist Figure 5 In the example, the vehicle control unit 140 performs attention-calling control when the time to contact (TTC) obtained based on the relative position and relative speed of the host vehicle M and the other vehicle m1 becomes less than the first predetermined time at time T2, and the driver is determined to be driving inattentively. Time T2 is, for example, when the time to contact (TTC) becomes approximately 3 to 4 seconds.

[0079] Attention-calling control includes, for example, at least one of slow deceleration control and centering steering control. The slow deceleration control performed by the attention-calling control is control in the first deceleration state. The slow deceleration control unit 142A sets the target deceleration (first target deceleration) in such a manner as to apply a load (longitudinal G) of a first upper limit deceleration (approximately 0.1 [G]) to the driver in the longitudinal direction of travel. In the attention-calling control (first deceleration state), the slow deceleration control unit 142A may initially perform slow deceleration control at a first deceleration level (e.g., 0.05 [G] longitudinal G) and then perform deceleration control at a second deceleration level (e.g., 0.1 [G] longitudinal G) that is greater than the first deceleration level. By performing control in such a manner that the deceleration level is gradually increased, the load on the driver and other passengers at the start of the slow deceleration control can be reduced, and the passengers can be prevented from being surprised by the slow deceleration control.

[0080] exist Figure 5 In the attention-calling control shown, the centering steering control unit 144A performs centering steering control to steer the vehicle M so that a reference point such as the center of gravity or the center is located in the center of the driving lane (lane L1) based on the recognition result of the recognition unit 110, map information, etc. Figure 5 In the example, the vehicle control unit 140 generates a future target trajectory K1 of the host vehicle M corresponding to the gradual deceleration control and the center steering control, and controls the steering and speed of the host vehicle M so that the host vehicle M travels along the generated target trajectory K1.

[0081] At time T2, the HMI control unit 150 may also generate an image containing information indicating the reason for the driver's attention-calling control (slow deceleration control, centering steering control), and display the generated image on the display unit 32 to notify the driver. The image may also include information urging attention. However, in this case, no audio output is required. This allows the driver to be easily informed that the host vehicle M is approaching the other vehicle m1, urging attention and prompting the driver to take evasive action sooner.

[0082] return Figure 4 When the driver does not respond to the attention call (or override control) even after the above-mentioned attention call control is performed, the contact margin time TTC becomes less than the second predetermined time (the second predetermined time < the first predetermined time) at time T3, and it is determined that the driver is driving inattentively, the contact warning control ( Figure 4 (2)). Whether the attention call has been responded to is determined based on, for example, a camera image captured by the driver monitoring camera 70. Time T3 is, for example, the time when the contact margin time TTC becomes approximately 2 seconds.

[0083] Figure 6: is a diagram for explaining the content of contact warning alarm control. Figure 6 In the figure, it is shown that Figure 5 From the situation shown, the contact margin time TTC becomes 2 seconds in the absence of any driver accelerator operation. During the contact warning control phase, the slow deceleration control unit 142A sets a target deceleration (second target deceleration) and executes slow deceleration control corresponding to the set second target deceleration. It generates a target trajectory K2 and controls the vehicle M so that it travels along the generated target trajectory K2. The slow deceleration control executed during the contact warning control is control in the second deceleration state. In the second deceleration state, the slow deceleration control unit 142A sets the target deceleration (second target deceleration) to apply a load (longitudinal G) that is less than the second upper limit deceleration (approximately 0.2 G) and greater than the first upper limit deceleration in the direction of travel (longitudinal direction) to the driver. This allows the driver to more clearly perceive that the vehicle M is approaching the other vehicle m1. By performing deceleration control while increasing the deceleration as needed, the driver has more time to detect the other vehicle m1, giving the driver ample time to avoid contact with the other vehicle m1.

[0084] During contact warning control, the centering steering control performed by the centering steering control unit 144A may be executed in addition to (or in lieu of) the deceleration control. During contact warning control, the HMI control unit 150 may also execute control (alarm escalation control) to emphasize the image of the attention-calling information displayed on the display unit 32 and to output an alarm from the speaker 34. This allows the driver to be strongly informed through images and sounds that the possibility of contact is high even with further deceleration, further clearly urging the driver to perform attention-calling and contact avoidance control. The aforementioned attention-calling control and contact warning control are controls executed as "alarm control."

[0085] return Figure 4 After the contact warning control is executed, the vehicle control unit 140 executes the automatic steering avoidance control ( Figure 4 (3)). Time T4 is a time when the host vehicle M is closer to the other vehicle m1 than time T3 (for example, the contact margin time TTC is earlier than about 2 seconds).

[0086] Figure 7 is a diagram for explaining the content of automatic steering avoidance control. Figure 7In the example shown, the control is performed when the driver fails to perform the prescribed accelerator operation after the contact warning control is executed. In this case, the contact avoidance steering control unit 144B identifies the area of ​​the driving lane (lane L1) and the position of the other vehicle m1 based on the recognition results of the recognition unit 110. If there is an avoidance space within the driving lane, the control unit 144B generates an avoidance target trajectory K3 for traveling within the avoidance space and performs steering control to cause the vehicle M to travel along the generated avoidance target trajectory K3. In this case, the vehicle control unit 140 can perform acceleration and deceleration control as needed. During the automatic steering avoidance control, the HMI control unit 150 can also continue to execute the above-mentioned warning escalation control. Thus, automatic steering control is executed when safe steering avoidance control is possible, thereby achieving more appropriate vehicle control.

[0087] The vehicle control unit 140 may also execute CMBS control in parallel with the contact avoidance braking control unit 142B at time T4. When CMBS control is executed, the aforementioned automatic steering avoidance control and the driver steering support control described below may not be executed. In this case, the HMI control unit 150 may output an alarm (visual or audio) related to the CMBS control.

[0088] return Figure 4 At time T5 when the driver operates the steering wheel 82 and performs a steering operation in a direction to avoid the other vehicle m1 (when a driver steering trigger is detected), the contact avoiding steering control unit 144B performs contact avoiding steering control (driver steering support (an example of avoiding steering support)) to prevent the vehicle from further departing from the adjacent lane (lane L2) adjacent to the driving lane (lane L1). Figure 4 (4)). The driver steering trigger refers to, for example, the driver's steering input torque for avoiding another vehicle m1 becoming greater than a specified value. The specified value here is a value less than the overcontrol threshold. The driver steering support control can also be executed after the automatic steering avoidance control or after the contact warning control (at time T4 without the automatic steering avoidance control).

[0089] Figure 8 is a diagram for explaining the steering control after the driver triggers the steering. Figure 8In the example, if the host vehicle M is approaching contact with another vehicle m1 and a driver steering trigger is detected, the contact avoidance steering control unit 144B allows the host vehicle M to move from lane L1 to the adjacent lane L2 and further performs steering control on the host vehicle M to prevent it from further departing from the adjacent lane L2. In this case, the contact avoidance steering control unit 144B generates an avoidance target trajectory K4 for lane change to lane L2 and performs avoidance steering assistance by controlling at least the steering of the host vehicle M so that the driver's steering operation brings the host vehicle M closer to the avoidance target trajectory K4. In this case, the contact avoidance steering control unit 144B may also, instead of (or in addition to) steering control, control the steering wheel 82 to apply a reaction force to the driver's steering operation, thereby suppressing the steering input torque. During driver steering assistance control, the HMI control unit 150 may also continue to execute the aforementioned alert escalation control. This allows for more appropriate vehicle control even in the event of an emergency avoidance steering operation by the driver.

[0090] return Figure 4 , the vehicle control unit 140 Figure 4 When the contact margin time TTC after the attention-calling control shown in (1) is close to the limit value and the driver performs a steering operation, Figure 4 The control of (4) similarly performs steering support for the driver to prevent further crossing of the adjacent lane ( Figure 4 (5)). In this case, the HMI control unit 150 can perform notification control such as notification and alarm to indicate that the driver's steering support control is in operation. The above-mentioned contact avoidance braking control and contact avoidance steering control are controls executed as "avoidance control".

[0091] [Regarding Steering Control Suppression]

[0092] For example, regarding the above Figure 4 In the driver steering support control shown in (4) and (5), when the steering control unit 144 (vehicle system) performs steering (steering angle) control to bring the host vehicle M closer to the avoidance target track K4 and controls the steering wheel 82 to apply a reaction force to the driver's steering operation during the driver steering support (furthermore, when the override control is not executed), there is a possibility that the driver who performs a steering operation with the intention of causing the host vehicle M to travel on a track other than the avoidance target track K4 will feel uncomfortable. Therefore, in the embodiment, when the driver performs a steering operation during the driver steering support, the steering control unit 144 suppresses the steering control toward the avoidance target track.

[0093] Figure 9 144 is a diagram for explaining the steering control process performed by the steering control unit 144. Figure 9 , as an example of processing performed by the steering control unit 144, a portion is shown that derives a target steering angle using the lane shape surrounding the host vehicle M (including the shape of the host vehicle M's driving lane and the shapes of adjacent lanes) recognized by the recognition unit 110 and the driver's steering amount (steering input torque) detected by the SW sensor 82A as input. After determining the target steering angle, the steering control unit 144 adjusts the steering angle of the host vehicle M so that it approaches the target steering angle, thereby causing the host vehicle M to travel. The following description includes the steering control processing for both driver steering support and lane keeping steering support.

[0094] exist Figure 9 In the example, the steering control unit 144 generates a target trajectory based on the lane shape surrounding the host vehicle M ((a) in the figure). For example, when contact avoidance steering control is executed by the contact avoidance steering control unit 144B, an avoidance target trajectory is generated, and when lane maintaining steering control is executed by the lane maintaining steering control unit 144C, a lane maintaining target trajectory is generated. Next, based on the generated target trajectory and the position information of the host vehicle M detected by the vehicle sensor 40, etc., the steering control unit 144 derives the curvature (target curvature) required for the host vehicle M to travel along the target trajectory ((b) in the figure), and derives the future steering angle (track following feedforward steering angle) required for the host vehicle M to travel along the derived curvature ((c) in the figure).

[0095] The steering control unit 144 (steering override control unit 144D) determines, for example, whether the steering angle corresponding to the driver's steering amount is greater than or equal to a predetermined steering angle (an example of an override threshold) for performing override control (see (d) in the figure). For example, if the steering angle corresponding to the driver's steering amount is greater than or equal to the predetermined steering angle, it is determined that override control is being performed.

[0096] The steering control unit 144 derives a correction value corresponding to the driver's steering amount ((e) in the figure). The correction value is a value that cancels (reduces) the yaw rate feedback steering angle described later. The correction value is derived, for example, based on the driver's steering amount and the speed VM of the host vehicle M. An example of derivation will be described later. Next, the steering control unit 144 performs feedback control on the yaw rate of the host vehicle M based on the target yaw rate calculated based on the target curvature (for example, target yaw rate = target curvature × speed VM of the host vehicle M), and derives a steering angle corresponding to the yaw rate (yaw rate feedback steering angle) ((f) in the figure). The process in (f) in the figure is used to derive the steering angle used to return the position of the host vehicle M, which has moved based on the driver's steering amount, to the target track. In this process, the correction value is used to adjust the steering angle used to return to the target track.

[0097] Next, the steering control unit 144 derives a target steering angle for use during steering control (e.g., during avoidance steering support or lane keeping steering support) based on the trajectory following feedforward steering angle derived in the process of (c) and the yaw rate feedback steering angle derived in the process of (f) (see (g) in the figure). This derives a target steering angle based on feedforward and feedback control. If the steering control unit 144 determines that override control is being performed during the override steering angle determination process of (d) in the figure, the target steering angle may be set as the steering angle corresponding to the driver's steering amount, instead of the derived target steering angle (see (h) in the figure).

[0098] Here, derivation of a correction value according to the driver's steering amount (steering input torque) will be described. Figure 10 is a diagram showing the relationship between the driver's steering amount and the steering angle. Figure 10 In the example, the vertical axis represents the driver's steering amount (steering input torque), and the horizontal axis represents the steering angle. In deriving the correction value, the steering angle of the track is used as the reference (zero) so that the steering angle given by the driver's steering amount is within Figure 10 The correction value is derived in the manner shown in the region AR1. The steering angle is proportional to the curvature (the curvature required for the host vehicle M to travel).

[0099] Figure 11 is a diagram for explaining the derivation of correction values. Figure 11 , shows examples of derivation of correction values ​​for driver steering support (an example of a first correction value) and lane keeping steering support (an example of a second correction value) for LKAS, RDM, and other systems. Each correction value is calculated by, for example, multiplying the target yaw rate [rad / s] for the driver's steering input (steering input torque [Nm]) by a coefficient (ratio) corresponding to the speed VM [km / h] of the host vehicle M.

[0100] The steering control related to the lane keeping steering support is a function that the vehicle system side should actively support. Therefore, in such a manner that the value of the target yaw rate for the driver's steering amount becomes smaller (in such a manner that it becomes smaller than the case during the driver steering support), at least one of the degree of increase or the upper limit of the target yaw rate corresponding to the increase in the driver's steering amount is adjusted. On the other hand, the steering control related to the driver steering support is a positioning control that supports the steering operation of the driver who requires a large steering amount. Therefore, in such a manner that the value of the target yaw rate for the driver's steering amount becomes larger (in such a manner that it becomes larger than the case during the lane keeping steering support), at least one of the degree of increase or the upper limit of the target yaw rate corresponding to the increase in the driver's steering amount is adjusted. Figure 11In the example, the degree of increase in the target yaw rate in response to an increase in the driver's steering amount and the upper limit are both adjusted to be higher than those in the lane keeping steering support. The target yaw rate in response to the driver's steering amount may also be adjusted so that it becomes smaller with respect to a predetermined reference value during lane keeping steering support and becomes larger with respect to the driver's steering support.

[0101] The coefficient corresponding to the speed VM of the host vehicle M corresponds to, for example, the adjustment of the behavior of the host vehicle M corresponding to the speed normalized at the speed VM (e.g., 80 [km / h]). That is, a coefficient is set for each speed that takes the behavior of the host vehicle M into consideration. This coefficient is adjusted, for example, so that it increases before the speed VM of the host vehicle M reaches a predetermined speed and decreases after it exceeds the predetermined speed. Figure 11 In this example, when the speed VM is between 30 and 80 km / h, the coefficient increases as the speed VM increases. When the speed VM exceeds 80 km / h, entering a high-speed zone, the coefficient decreases as the speed VM increases to suppress excessive vehicle behavior. The coefficient corresponding to the speed VM of the host vehicle M is also used to derive the correction value, thereby suppressing excessive vehicle behavior in high-speed zones and deriving an appropriate correction value appropriate for the situation of the host vehicle M.

[0102] In this manner, different correction values ​​are used for the steering angle feedback control (derivation of the yaw rate feedback steering angle) of the host vehicle M during lane keeping steering support and driver steering support, enabling more appropriate driving control based on the situation of the host vehicle M. For example, the correction value during driver steering support (first correction value) is larger than the correction value during lane keeping steering support (second correction value). This increases the value required to cancel the yaw rate feedback steering angle, thereby more effectively suppressing system-side control to return the host vehicle M to the target trajectory. Consequently, during driver steering support, the driver's steering operation is more easily reflected in the target steering angle. Thus, during contact avoidance driving, control prioritizing the driver's steering operation is performed, enabling the driver's steering operation to be appropriately reflected in the vehicle's behavior, thereby reducing the driver's discomfort and achieving safer driving. By adjusting the correction value using a coefficient corresponding to the speed VM, it is possible to suppress inappropriately excessive vehicle behavior caused by the driver's steering operation in high-speed areas.

[0103] [Processing Flow]

[0104] Next, an example of processing executed by the driving support device 100 in the embodiment will be described. Figure 12 1 is a flowchart showing an example of the processing executed by the driving support device 100 in the embodiment. Figure 12In the example, the description will be centered around the vehicle control process related to the avoidance steering control among the processes executed by the driving support device 100. The driving support device 100 may also include Figure 12 In addition to the processing shown in the figure, the following processing is also executed according to the above-mentioned execution conditions: Figure 4 The contact possibility determination process, careless driving determination process, attention calling control process, contact warning control process, automatic steering avoidance control process, etc. are shown.

[0105] exist Figure 12 In the example, the recognition unit 110 recognizes the surrounding conditions of the host vehicle M (step S100). Next, the driving state detection unit 130 detects the driver's steering state (step S110). Next, the contact possibility determination unit 120 determines whether the host vehicle M is likely to come into contact with an obstacle (step S120). If it is determined that there is a possibility of contact with the obstacle, the contact avoidance steering control unit 144B generates an avoidance target trajectory for the host vehicle M to avoid contact with the obstacle (step S130) and performs avoidance steering assistance so that the host vehicle M travels along the generated avoidance target trajectory (step S140).

[0106] Next, the contact evasive steering control unit 144B determines whether the driver's steering operation is detected during the execution of evasive steering support (step S150). If it is determined that the driver's steering operation is detected during the execution, the contact evasive steering control unit 144B uses the above-mentioned correction value, etc. to suppress evasive steering support for the target avoidance trajectory (step S160). The process of this flowchart thus ends. If it is determined in step S120 that contact with the obstacle is impossible, or if it is determined in step S150 that the driver's steering operation is not detected during the execution of evasive steering support, the process of this flowchart ends.

[0107] According to the embodiment as described above, in a vehicle control program, a computer is caused to perform the following processing: identifying the surrounding conditions of the vehicle; detecting the steering state of the occupant of the vehicle; performing evasive steering support in a manner such that the vehicle travels along an evasive target trajectory for avoiding the obstacle, when it is determined based on the identified surrounding conditions of the vehicle that the vehicle is likely to come into contact with an obstacle; and suppressing the evasive steering support for the evasive target trajectory, when a steering operation performed by the occupant is detected during the execution of the evasive steering support, thereby enabling the occupant's steering to be appropriately reflected in the vehicle behavior according to the vehicle condition.

[0108] Specifically, according to the embodiment, if it is determined that the host vehicle M is likely to come into contact with an obstacle, evasive steering support is provided for the host vehicle M. Furthermore, if the driver performs a steering operation during the evasive steering support, steering control of the vehicle system directed toward avoiding the target trajectory is suppressed. This suppresses control intended to return the vehicle to the target trajectory in response to the driver's steering action away from the target trajectory. Consequently, the driver's steering action can be reflected in the vehicle's behavior, reducing the perceived discomfort associated with the driver's steering operation.

[0109] According to the embodiment, a correction value corresponding to the driver's steering amount is derived for feedback control for avoiding a target trajectory, and steering control toward the target trajectory is performed based on the derived correction value. This suppresses feedback control that attempts to return the host vehicle M to the target trajectory. According to the embodiment, the correction value corresponding to the driver's steering amount during avoidance steering support is set larger than the correction value used during support other than avoidance steering support (e.g., lane keeping steering support). This allows the driver's steering to be appropriately reflected in vehicle behavior, thereby reducing the driver's sense of discomfort and achieving safer driving. By adjusting the correction value using a coefficient corresponding to the speed VM of the host vehicle M, excessive and inappropriately large vehicle behavior caused by driver operation in high-speed areas can be suppressed.

[0110] [Variation]

[0111] In the above embodiment, the driver steering support control may also be Figure 8 As shown, when the host vehicle M moves from the driving lane (lane L1) to the adjacent lane (lane L2), in addition to (or instead of) executing steering control to prevent further departure from lane L2, contact avoidance steering control is also performed within the driving lane (lane L1). In this case, the driver steering support control generates an avoidance target trajectory to avoid contact with an obstacle and avoid departure from the driving lane, and performs evasive steering support to cause the host vehicle M to travel along the generated avoidance target trajectory. In this steering control, evasive steering support is suppressed if the driver's steering operation is detected.

[0112] In the embodiment, the steering control unit 144 may also (or instead of) perform the following operations in addition to the driver steering support control: Figure 7 When the driver's steering operation is detected during the automatic steering avoidance control as shown (and when the override control is not being executed), the automatic steering avoidance control is suppressed.

[0113] In the above embodiment, the contact avoidance steering control (driver steering support control) after the attention calling control (slow deceleration control, centering control) is described. However, the present invention is applicable to a case where the driver steering support control is executed without the attention calling control.

[0114] The numerical values ​​shown in the above embodiment are merely examples and may be adjusted appropriately according to road conditions (shape, number of lanes, road type), driver's driving condition (degree of carelessness), vehicle conditions (speed, vehicle type, shape, number of passengers), etc.

[0115] The above-described embodiment can be expressed as follows.

[0116] A vehicle control device, wherein:

[0117] The vehicle control device includes:

[0118] a storage medium storing computer-readable instructions; and

[0119] a processor connected to the storage medium,

[0120] The processor executes the computer-readable instructions to:

[0121] Identify the surrounding conditions of the vehicle;

[0122] Detecting the steering state of the occupant;

[0123] When it is determined based on the recognized surrounding conditions of the vehicle that the vehicle is likely to come into contact with an obstacle, performing evasive steering support so that the vehicle travels along an evasion target trajectory to avoid the obstacle; and

[0124] When a steering operation by the occupant is detected during execution of the evasive steering support, the evasive steering support for the evasive target trajectory is suppressed.

[0125] While specific embodiments of the present invention have been described above, the present invention is not limited to these embodiments at all, and various modifications and substitutions can be made without departing from the spirit of the present invention.

Claims

1. A vehicle control method, wherein: The vehicle control method causes the computer to execute the following processing: Identify the surrounding conditions of the vehicle; Detecting the steering state of the occupant; When it is determined based on the recognized surrounding conditions of the vehicle that the vehicle is likely to come into contact with an obstacle, performing evasive steering support so that the vehicle travels along an evasion target trajectory to avoid the obstacle; as well as When a steering operation by the occupant is detected during execution of the evasive steering support, the evasive steering support for the evasive target trajectory is suppressed.

2. The vehicle control method according to claim 1, wherein: performing feedback control on the steering angle of the vehicle so that the vehicle travels along the avoidance target trajectory based on the avoidance target trajectory and the position of the vehicle, During execution of the feedback control, a first correction value corresponding to a steering amount included in the detected steering state of the occupant is derived, and the steering angle is adjusted based on the derived first correction value, thereby suppressing the evasive steering support being executed.

3. The vehicle control method according to claim 2, wherein: performing lane keeping steering assistance in which feedback control of the vehicle's steering angle is performed based on a lane keeping target trajectory for suppressing the vehicle from departing from a driving lane and the vehicle's position so that the vehicle travels along the lane keeping target trajectory; During the feedback control, a second correction value corresponding to a steering amount included in the detected steering state of the occupant is derived, and the steering angle is adjusted based on the derived second correction value, thereby suppressing the lane keeping steering support being executed. The first correction value is a value larger than the second correction value.

4. The vehicle control method according to claim 3, wherein: The first correction value and the second correction value are derived based on the steering amount and the speed of the vehicle. The first correction value and the second correction value are adjusted so as to increase before reaching a predetermined speed and decrease after exceeding the predetermined speed in accordance with an increase in the speed.

5. The vehicle control method according to claim 1, wherein: In the avoidance steering support, the avoidance target trajectory is generated so that the vehicle does not deviate from the adjacent lane after the vehicle moves from a current driving lane to an adjacent lane in order to avoid contact with the obstacle.

6. A vehicle control device, wherein: The vehicle control device includes: an identification unit that identifies a surrounding condition of the vehicle; a steering state detection unit that detects the steering state of the occupant; as well as a steering control unit that, when it is determined based on the surrounding conditions of the vehicle recognized by the recognition unit that the vehicle is likely to come into contact with an obstacle, performs evasive steering support so that the vehicle travels along an evasion target trajectory to avoid the obstacle; The steering control unit suppresses the escaping steering support for the escaping target trajectory when a steering operation by the occupant is detected during execution of the escaping steering support.

7. A storage medium storing a vehicle control program, wherein: The vehicle control program causes the computer to execute the following processing: Identify the surrounding conditions of the vehicle; detecting a steering state of an occupant of the vehicle; When it is determined based on the recognized surrounding conditions of the vehicle that the vehicle is likely to come into contact with an obstacle, performing evasive steering support so that the vehicle travels along an evasion target trajectory to avoid the obstacle; as well as When a steering operation by the occupant is detected during execution of the evasive steering support, the evasive steering support for the evasive target trajectory is suppressed.

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