Vehicle control device, vehicle control method, and program

Abstract

The invention relates to a vehicle control device, a vehicle control method, and a program therefor. A vehicle control device is provided with: a forward information acquisition device that acquires forward information relating to a situation in front of a host vehicle; and a controller that executes following travel control for matching a distance between the host vehicle and a target object located in front of the host vehicle with a target distance on the basis of the forward information. The following travel control includes acceleration control for accelerating the host vehicle, deceleration control for decelerating the host vehicle, and constant speed control for maintaining the speed of the host vehicle at a constant speed. The controller does not perform acceleration control in the follow-up travel control when the forward information indicates that a pedestrian is present in a predicted travel area of the host vehicle ahead of the host vehicle and the pedestrian is selected as a target object during execution of the follow-up travel control.

Description

Technical Field

[0001] This invention relates to a vehicle control device, vehicle control method, and procedure for performing driving assistance controls to assist a driver in driving a vehicle. Background Technology

[0002] As one of the conventional vehicle control devices, the device described in Japanese Patent Application Publication No. 2008-71087 can be cited as an example. When there is a pedestrian in front of the vehicle (main vehicle), the conventional device calculates the danger level of the pedestrian. When the calculated danger level is high, it suppresses the speed of the vehicle (vehicle speed (own vehicle speed)) to below a predetermined speed or reduces the speed of the vehicle. Summary of the Invention

[0003] However, sometimes, even when a pedestrian is detected but the danger level is low, the existing device will accelerate the vehicle. Therefore, when the vehicle approaches a pedestrian rapidly, and the danger level increases, the existing device will decelerate the vehicle. That is, when a pedestrian is present in front of the vehicle, the existing device alternately accelerates and decelerates the vehicle. Therefore, the existing device may cause unease or discomfort (a sense of incongruity) to the occupants of the vehicle.

[0004] This invention was made to solve the aforementioned problems. There are situations where a pedestrian is located in front of the vehicle while driver assistance control is being implemented. One object of this invention is to provide a vehicle control device, vehicle control method, and procedure that can improve safety and reduce the possibility of causing anxiety or discomfort to the occupants of the vehicle in such situations.

[0005] One embodiment of the vehicle control device of the present invention comprises: a forward information acquisition device (20, 30) for acquiring forward information related to the situation in front of the vehicle; and a controller (10) for performing driver assistance control (S325, S350), including acceleration control for accelerating the vehicle and deceleration control for decelerating the vehicle.

[0006] Sometimes, even when a pedestrian is in front of the vehicle during driver assistance control, acceleration control will be applied. Therefore, the vehicle may sometimes rapidly approach the pedestrian and then decelerate.

[0007] Therefore, the controller is configured such that, during the execution of the driving assistance control, if the forward information indicates that a pedestrian is located in front of the vehicle (S230, S240), the acceleration control is not performed (S330 to S340).

[0008] According to this method, when a pedestrian is present in front of the vehicle during driver assistance control, acceleration control is not applied, so the vehicle will not rapidly approach the pedestrian. Therefore, the possibility of an immediate deceleration control following acceleration when a pedestrian is present is reduced. Thus, the vehicle control device described above improves safety and reduces the likelihood of causing anxiety or discomfort to the vehicle's occupants.

[0009] In one embodiment of the vehicle control device of the present invention, the controller is configured to perform following control based on the forward information as the driving assistance control (S325, S350). In the following control, an object (target object) located in front of the vehicle and within a predicted driving area where the vehicle is predicted to travel is selected as the following target object (S220), and the vehicle is driven in a manner that maintains a predetermined target distance relative to the following target object. If the following target object is a pedestrian during the execution of the following control (S230, S240), the acceleration control implemented in the following control is not performed (S330, S335, S340).

[0010] According to this method, during the execution of follow-me control, if a pedestrian appears in front of the vehicle and becomes the target object to be followed, the vehicle will not accelerate relative to the pedestrian. This improves safety for the pedestrian and, since there is no longer a situation where deceleration control follows acceleration control, it prevents the occupants of the vehicle from experiencing anxiety or discomfort.

[0011] In one embodiment of the vehicle control device of the present invention, the controller is configured such that, during the execution of the following driving control, if the forward information indicates a high probability of a collision between the vehicle and an object located in front of the vehicle (S315: Yes), the following driving control is cancelled (S365), and then collision avoidance control (S370) is executed to prevent the vehicle from colliding with the pedestrian.

[0012] This method can reduce the likelihood of the vehicle coming into contact with pedestrians.

[0013] In the foregoing description, to aid in understanding the invention, the structures of the invention corresponding to the embodiments described below are indicated by parentheses with their names and / or reference numerals used in the embodiments. However, the constituent elements of the invention are not limited to the embodiments specified by the names and / or reference numerals. The invention also relates to vehicle control methods and procedures. Attached Figure Description

[0014] Hereinafter, the features, advantages, and technical and industrial significance of exemplary embodiments of the present invention will be described with reference to the accompanying drawings, in which the same reference numerals denote the same elements, and wherein:

[0015] Figure 1 This is a schematic diagram of a vehicle control device according to an embodiment of the present invention;

[0016] Figure 2 yes Figure 1 The routine executed by the CPU of the vehicle control ECU is shown.

[0017] Figure 3 yes Figure 1 The routine executed by the CPU of the vehicle control ECU is shown.

[0018] Figure 4 yes Figure 1 The routine executed by the CPU of the vehicle control ECU is shown.

[0019] Figure 5 yes Figure 1 The routine executed by the CPU of the modified vehicle control ECU shown. Detailed Implementation

[0020] The "vehicle control device DS (hereinafter referred to as 'device DS')" according to embodiments of the present invention includes Figure 1 The components shown are shown. The device DS is applied to this vehicle HV. This vehicle HV can be any of the following: a vehicle equipped with an internal combustion engine, a pure electric vehicle, or a hybrid electric vehicle.

[0021] In this specification, "ECU" refers to an electronic control device equipped with a microcomputer, which includes a CPU (processor), ROM, RAM, and non-volatile memory (storage medium) capable of writing data and programs. ECU is also referred to as a controller or computer. Figure 1 The multiple ECUs shown are connected via CAN (Controller Area Network) to exchange information. Some or all of these ECUs can also be combined into a single ECU.

[0022] Vehicle control ECU10 and Figure 1The components shown transmit and receive signals. The vehicle control ECU 10 is also known as a driver assistance ECU. Hereinafter, the vehicle control ECU 10 will be referred to as the "DSECU". The DSECU performs driver assistance controls. Driver assistance controls include adaptive cruise control (hereinafter referred to as "ACC"). ACC includes acceleration control that accelerates the vehicle's HV, deceleration control that decelerates the vehicle's HV, and constant speed control that maintains the vehicle's HV at a constant speed.

[0023] The camera device 20 includes a camera 21 and an image ECU 22. The camera 21 acquires image data representing the area in front of the vehicle (HV) at predetermined intervals. The image ECU 22 generates camera target information based on the image data. The camera target information includes the "location and type" of targets present in front of the vehicle (HV). The types of targets include other vehicles, motorcycles, and pedestrians, etc.

[0024] Radar device 30 is a known device that uses millimeter-wave radio waves to acquire information about objects present in front of the vehicle's HV. Radar device 30 includes radar 31 and radar ECU 32. Radar 31 transmits millimeter waves to a predetermined detection range at predetermined intervals and receives millimeter waves reflected by objects. Radar ECU 32 acquires radar object information based on information about the millimeter waves transmitted and received by radar 31. Radar object information includes the distance to the object, the object's azimuth, and the object's relative speed.

[0025] The DSECU integrates camera and radar target information to generate final target information (i.e., fused target information). Therefore, the camera device 20 and radar device 30 constitute an object information acquisition device that obtains forward information related to the conditions (objects and road signs, etc.) in front of the vehicle. Fused target information is also referred to as forward information.

[0026] The powertrain ECU 40 drives the powertrain actuator 41 according to instructions from the DSECU or the driver's operation of the accelerator pedal. Thus, the powertrain ECU 40 adjusts the driving force generated by the vehicle's HV drive unit (internal combustion engine and electric motor, etc.) to control the acceleration of the vehicle's HV.

[0027] The brake ECU 50 actuates the brake actuator 51 according to the instructions from the DSECU or the driver's operation of the brake pedal. As a result, the brake ECU 50 adjusts the braking force generated by the braking device of the vehicle HV and controls the deceleration (negative acceleration) of the vehicle HV.

[0028] The display ECU 60 displays a predetermined message on the display 61 according to the instructions from the DSECU.

[0029] The driver monitoring device (driver monitor) 70 is a device that acquires information indicating the state of the driver of the vehicle (HV) (i.e., the driver's state of the vehicle), namely driver information. Driver information includes the driver's gaze direction and the direction the driver's face is facing. The driver monitoring device 70 includes a driver monitoring camera 71 and a driver monitoring ECU 72, as disclosed, for example, in Japanese Patent Application Publication No. 2019-87029 and Japanese Patent Application Publication No. 2013-152700.

[0030] The driver monitoring camera 71 captures the driver's face at predetermined intervals to generate facial image data. The driver monitoring ECU 72 obtains the aforementioned driver information based on the facial image data sent from the driver monitoring camera 71 and sends it to the vehicle control ECU 10.

[0031] The DSECU inputs the following detection or output values ​​for "sensors and switches".

[0032] • Accelerator pedal operation sensor 81 that detects the accelerator pedal operation amount (AP) of the vehicle's HV.

[0033] • Brake pedal operation sensor 82, which detects the brake pedal operation amount BP of the vehicle's HV.

[0034] • Vehicle speed sensor 83 that detects the speed of this vehicle HV (i.e., the vehicle speed Vh).

[0035] • Steering angle sensor 84 detects the steering angle Sa of the vehicle's HV.

[0036] • An ACC switch 85 is used as an operating switch to provide instructions for ACC. The ACC switch 85 includes an ON switch, a cancel switch, and a resume switch.

[0037] Job Summary

[0038] The DS device implements ACC as a driver assistance control. ACC includes "follow-the-line control and constant-speed control," both of which are well-known. Follow-the-line control is also known as following distance control. Follow-the-line control includes automatic start (start) control.

[0039] Follow-along control is used to maintain a predetermined target distance between the vehicle and a following object located in front of the vehicle within the vehicle's predicted driving area. Therefore, in follow-along control, the vehicle accelerates, decelerates, or maintains a constant speed based on changes in the speed of the following object. That is, follow-along control includes acceleration control, deceleration control, and constant speed control. In most cases, the following object is another vehicle. However, depending on the circumstances, pedestrians, including runners, may sometimes be selected as the following object.

[0040] Automatic start-up control is a control mechanism that initiates vehicle movement when the following target stops and the vehicle stops behind it during the execution of follow-up control, and then resumes movement when the following target starts moving again. Therefore, in automatic start-up control, acceleration control is implemented to accelerate the vehicle.

[0041] Constant speed control is used to maintain the vehicle's speed at a predetermined target speed. Therefore, constant speed control may, for example, accelerate, decelerate, or maintain a constant speed based on road gradient. In other words, constant speed control includes acceleration control, deceleration control, and constant speed control.

[0042] Sometimes, when the vehicle is traveling at extremely low speeds using follow control or constant speed control, a runner may appear in front of it. If the runner is selected as the target to follow, and the runner's speed exceeds the vehicle's speed, the vehicle may accelerate using follow control. As a result, the vehicle approaches the runner, and therefore, it may be necessary to initiate deceleration control.

[0043] Therefore, the DS device determines whether there are pedestrians in and around the vehicle's expected driving trajectory based on the fused target information. Hereinafter, the expected driving trajectory and its vicinity are referred to as the "predicted driving area." If a pedestrian is present in the predicted driving area and that pedestrian is selected as the following target, the DS device will prohibit the vehicle from accelerating during follow-up control. That is, the DS device may sometimes determine that a pedestrian is present in the predicted driving area ahead of the vehicle during follow-up control. In this case, the DS device suppresses the vehicle's acceleration by prohibiting acceleration control required for follow-up control and allowing constant speed control and deceleration control required for follow-up control. Therefore, the vehicle will not accelerate towards the pedestrian in front, and there will be no situation where the vehicle accelerates and then decelerates relative to the pedestrian. Thus, the DS device can reduce the possibility of causing anxiety or discomfort to the driver during follow-up control, which is a driver assistance control.

[0044] Specific work

[0045] Every predetermined time interval (operation cycle) dt, the DSECU's CPU executes... Figures 2 to 4 The example shown. Furthermore, "steps" will be referred to as "S" below.

[0046] Setting the acceleration suppression flag

[0047] When the scheduled time arrives, the CPU starts from... Figure 2 S200 proceeds to S210, determining whether the execution conditions for ACC are met at the current moment. The execution conditions for ACC are, for example, when the vehicle speed Vh is below the high-speed threshold VHth (e.g., 120 km / h), the brake pedal operation amount BP is "0", and the ACC switch 85 is in the ON state.

[0048] If the execution conditions for ACC are met, the CPU proceeds from S210 to S220. In S220, the CPU selects a target object to follow based on the fused target information. The target object to follow is the closest target to the vehicle within the predicted driving area. Examples of target objects to follow include a single "other vehicle, motorcycle, or pedestrian." The predicted driving area is the area in front of the vehicle, and its centerline is the line passing through the center of the front end of the vehicle. The CPU obtains the centerline of the predicted driving area based on the vehicle's steering angle Sa at the current moment. The left dividing line of the predicted driving area is the line passing through the point where the left front end of the vehicle is shifted a predetermined distance (e.g., 30 cm) to the left. The right dividing line of the predicted driving area is the line passing through the point where the right front end of the vehicle is shifted a predetermined distance (e.g., 30 cm) to the right. The area between the left and right dividing lines is the predicted driving area. The length of the centerline of the predicted driving area is, for example, approximately 200 m.

[0049] Next, the CPU enters S230 and determines whether a following object exists and whether that following object is a pedestrian based on the fused object information. If a following object exists and that following object is a pedestrian, the CPU moves from S230 to S240. In S240, the CPU sets the acceleration suppression flag XS to "1". Afterward, the CPU enters S295, temporarily ending this routine.

[0050] Conversely, if there is no following object, or if there is a following object but it is not a pedestrian, the CPU proceeds from S230 to S250. In S250, the CPU sets the acceleration suppression flag XS to "0". Afterwards, the CPU proceeds to S295. Furthermore, if the ACC execution condition is not met, the CPU proceeds from S210 to S250 to S295.

[0051] ACC

[0052] When the scheduled time arrives, the CPU starts from... Figure 3The CPU transitions from S300 to S305, determining whether the ACC execution conditions are met at the current moment. If the ACC execution conditions are met, the CPU proceeds to S310. In S310, the CPU determines whether the vehicle's speed Vh is greater than 0. That is, the CPU determines whether the vehicle is currently moving.

[0053] When the vehicle speed Vh is greater than 0, the CPU enters S315 to determine whether the collision avoidance condition is met. Specifically, the CPU determines whether the fused object information (i.e., forward information) indicates a high probability of a collision with an object located in front of the vehicle. This object includes pedestrians. More specifically, the CPU calculates the time (i.e., collision prediction time) TTC until the vehicle reaches the object by dividing the distance between the vehicle and an object within the vehicle's predicted driving area by the object's relative speed. Then, the CPU determines whether the collision prediction time TTC is below a threshold time TTCth.

[0054] If the collision prediction time exceeds the threshold time TTCth, the CPU determines that the collision avoidance condition is not met and proceeds to S320. In S320, the CPU determines whether there is a following object.

[0055] When a target object is present, the CPU enters S325. In S325, the CPU calculates the "target acceleration Gtgt of the vehicle's HV" according to Equations 1 and 2 below, which is used to make the distance Dint between the target object and the vehicle consistent with the predetermined target distance Dtgt. When the vehicle speed Vh is above the low speed threshold VLth, the target distance Dtgt is equal to the product of the vehicle speed Vh and the predetermined time Tint. When the vehicle speed Vh is less than the low speed threshold VLth, the lower the vehicle speed Vh, the smaller the target distance Dtgt is set to. In Equation 2, Vrelative is the relative speed of the target object relative to the vehicle. When the target object is moving away from the vehicle, this relative speed Vrelative is positive. K1 and K2 are predetermined positive gains (coefficients). Afterwards, the CPU enters S330.

[0056] Distance deviation ΔD = actual distance Dint - target distance Dtgt…(1)

[0057] Target acceleration Gtgt=K1·ΔD+K2·Vrelative…(2)

[0058] In S330, the CPU determines whether the acceleration suppression flag XS is "1". As described above, if it is determined that there is a following object and that the following object is a pedestrian, the acceleration suppression flag XS is set to "1".

[0059] When the acceleration suppression flag XS is set to "1", the CPU enters step S335 and determines whether the target acceleration Gtgt calculated in step S325 is greater than "0". That is, the CPU determines whether the target acceleration Gtgt is the value used to accelerate the vehicle.

[0060] When the target acceleration Gtgt is greater than 0, the CPU enters S340 and sets the target acceleration Gtgt to 0. Therefore, in S350 (described later), acceleration of the vehicle is suppressed (prohibited). The CPU then enters S350. Conversely, when the target acceleration Gtgt is less than 0, the CPU directly enters S350 from S335. Through these processes, when it is determined that a following object exists and that the following object is a pedestrian, acceleration control in the following driving control is not performed, while constant speed control and deceleration control in the following driving control are allowed. Therefore, the vehicle will not accelerate towards the pedestrian selected as the following object, and thus, the vehicle will not accelerate relative to the pedestrian and then decelerate.

[0061] If the acceleration suppression flag XS is not "1" when the CPU enters step S330, the CPU will directly proceed from step S330 to step S350.

[0062] On the other hand, if there is no target object to follow when the CPU enters S320, the CPU enters S345. In S345, the CPU calculates the "target acceleration Gtgt of the vehicle HV" to make the vehicle speed Vh match the predetermined target vehicle speed Vtgt using a known method. For example, when the vehicle speed Vh is lower than the target vehicle speed Vtgt, the target acceleration Gtgt is set to a positive predetermined value GP. When the vehicle speed Vh is higher than the target vehicle speed Vtgt, the target acceleration Gtgt is set to a negative predetermined value GM. When the vehicle speed Vh matches the target vehicle speed Vtgt, the target acceleration Gtgt is set to "0". Afterwards, the CPU enters S350.

[0063] In S350, the CPU sends instructions to the powertrain ECU 40 and brake ECU 50 to control the vehicle's acceleration so that the actual vehicle acceleration Gact matches the target acceleration Gtgt. Furthermore, the CPU calculates the actual vehicle acceleration Gact based on the change in vehicle speed Vh per unit time. Afterward, the CPU enters S395, temporarily terminating this routine.

[0064] Furthermore, if the CPU determines "no" in S305 and "no" in S310, the CPU directly proceeds to S395 from the step where it determines "no".

[0065] In addition, when the CPU enters S315, the collision prediction time TTC is below the threshold time TTCth. Therefore, if the collision avoidance condition is met, the CPU enters S365 from S315, ending ACC. Next, the CPU enters S370 and executes known automatic braking control (collision damage mitigation braking) as collision avoidance control by sending instructions to the powertrain ECU40 and brake ECU50. That is, the CPU stops the vehicle to avoid collision with objects (including pedestrians) present in the predicted driving area. Afterwards, the CPU enters S395.

[0066] Furthermore, the CPU can also perform automatic steering control in S370 to automatically change the vehicle's steering angle as a collision avoidance control to prevent the vehicle from colliding with objects (including pedestrians). Additionally, the CPU can also perform alarm control in S370 as a collision avoidance control by sending an instruction to the display ECU 60. That is, the CPU can also perform at least one of display control and alarm sound generation control; the display control is the control of displaying a message on the monitor to inform the driver of the presence of a pedestrian, and the alarm sound generation control is the control of emitting an alarm sound from a speaker not shown. Alarm control can be performed based on automatic braking control and / or automatic steering control, or it can be performed independently.

[0067] Automatic start control

[0068] When the scheduled time arrives, the CPU starts from... Figure 4 The CPU transitions from S400 to S410, determining whether the ACC execution conditions are met at the current moment. If the ACC execution conditions are met, the CPU proceeds to S420. In S420, the CPU determines whether the vehicle's speed Vh is "0". That is, the CPU determines whether the vehicle is continuously stationary.

[0069] When the vehicle's speed Vh is "0", the CPU transitions from S420 to S430 to determine whether the automatic start condition is met at the current moment. For example, if the target vehicle is another vehicle and that other vehicle is stopped, the vehicle stops behind that other vehicle. Subsequently, if the other vehicle starts moving, the distance between the vehicle and the other vehicle will be greater than a predetermined distance greater than the distance between the vehicle and the other vehicle at the time the vehicle stopped. That is, the distance between the vehicle and the target vehicle becomes greater than the sum of the distance between the vehicle and the target vehicle at the time the vehicle stopped and the predetermined distance. At this time, if at least one of the first to third conditions described below is met, the automatic start condition is met.

[0070] (First condition) The current time is within the predetermined time from the time when this vehicle stops.

[0071] (Second condition) The driver information obtained by the driver monitoring device 70 indicates that the driver is looking ahead.

[0072] (Third condition) When the ACC switch 85 is operated by the driver, the reset switch changes from the open state to the on state.

[0073] When the automatic start condition is met, the CPU transitions from S430 to S440. In S440, the CPU determines whether the acceleration suppression flag XS is set to "1".

[0074] When the acceleration suppression flag XS is set to "1", the CPU enters S450, keeping the vehicle stationary. That is, acceleration control is disabled, and the vehicle does not accelerate (start). Afterwards, the CPU enters S495, temporarily ending the current routine.

[0075] Conversely, if the acceleration suppression flag XS is not set to "1", the CPU moves from S440 to S460 to calculate the target acceleration GtgtS at start-up. For example, the CPU sets the target acceleration GtgtS to a positive constant value. Next, the CPU moves to S470 and sends instructions to the powertrain ECU 40 and brake ECU 50 to control the vehicle's acceleration so that the actual vehicle acceleration Gact matches the target acceleration GtgtS at start-up. Thus, the vehicle accelerates (starts). Afterward, the CPU moves to S495, temporarily ending this routine.

[0076] Furthermore, if the CPU determines in S430 that the automatic start condition is not met, it directly transitions from S430 to S450. As a result, the vehicle remains stationary. Moreover, if the ACC execution condition is not met at the current moment, the CPU directly transitions from S410 to S495. If the vehicle speed Vh is not "0", the CPU directly transitions from S420 to S495.

[0077] As explained above, when the DS device performs follow control as a driver assistance control, it does not perform acceleration control if a pedestrian is present in the predicted driving area ahead of the vehicle. That is, when the DS device performs follow control as a driver assistance control and the pedestrian is selected as the following target, it does not perform acceleration control. Therefore, the vehicle will not be accelerated in a manner that leads to its approaching the pedestrian. As a result, the likelihood of the vehicle accelerating towards the pedestrian during follow control and then decelerating as it approaches the pedestrian is reduced.

[0078] This invention is not limited to the above-described embodiments, and various modifications can be employed within the scope of this invention. For example, the CPU can also execute... Figure 5 China and Africa Figure 3The routine is shown in the flowchart. Figure 5 The example shown is for Figure 3 The example shown includes the addition of S510 and S520.

[0079] More specifically, if the CPU determines "no" in S330, determines "no" in S335, or executes the processing in S340, then proceed to S510.

[0080] In S510, the CPU determines whether "the target object being followed is a pedestrian and the vehicle is approaching the pedestrian." That is, if a pedestrian is selected as the target object, the CPU determines whether the distance between the pedestrian and the vehicle is decreasing. If the vehicle is approaching the pedestrian, the CPU proceeds to S520. In S520, the CPU sets the target acceleration Gtgt to the smaller of a predetermined negative value Gnegative and the target acceleration Gtgt calculated at the current time. Min(a,b) represents a function that selects the smaller value from variables a and b. Afterward, the CPU proceeds to S350. Conversely, if the vehicle is not approaching a pedestrian selected as the target object, the CPU directly proceeds from S510 to S350.

[0081] Even when the vehicle's speed Vh is higher than the speed of the pedestrian being followed, the target acceleration Gtgt calculated in S325 can still be positive when the distance between the pedestrian and the vehicle is considerable. The case where the vehicle's speed Vh is higher than the pedestrian's speed means the relative speed Vrelative is negative. The case where the distance between the pedestrian and the vehicle is considerable means the distance deviation ΔD is significant. In this case, through the processing in S330 to S340, the target acceleration Gtgt is set to "0", but because the vehicle's speed Vh is higher than the pedestrian's speed, the vehicle will approach the pedestrian. Even in this case, through the processing in S510 and S520, the target acceleration Gtgt will definitely become negative, so the vehicle's speed HV will definitely decelerate. Therefore, according to this variation, the vehicle will not approach the pedestrian being followed, thus further improving safety.

[0082] Furthermore, the present invention can also be applied to vehicles that are currently operating autonomously, or to autonomous vehicles whose driving mode has switched from autonomous to manual driving. Moreover, the forward information acquisition device may only include the camera device 20. The forward information acquisition device may also include LiDAR (Light Detection and Ranging).

[0083] Furthermore, the DSECU can also determine, based on image data obtained from camera 21, whether the traffic signal ahead of the vehicle has changed from red to green. When the signal changes from red to green, it determines that the automatic start condition has been met and performs acceleration control. In this case, if a pedestrian is present in the predicted driving area ahead of the vehicle, the DSECU also prohibits the acceleration control.

Claims

1. A vehicle control device, comprising: A forward information acquisition device acquires forward information related to the conditions ahead of the vehicle; and The controller performs driver assistance controls, including acceleration control to accelerate the vehicle and deceleration control to decelerate the vehicle. The controller is configured to not perform the acceleration control when the forward information indicates that a pedestrian is located in the area in front of the vehicle during the execution of the driving assistance control.

2. The vehicle control device according to claim 1, The controller is configured as follows: As a driving assistance control, following control is performed based on the forward information. In the following control, an object located in front of the vehicle within a predicted driving area where the vehicle is predicted to travel is selected as the following target object, and the vehicle travels in a manner that maintains a predetermined target distance relative to the following target object. If the target being followed is a pedestrian during the execution of the following driving control, the acceleration control implemented in the following driving control will not be performed.

3. The vehicle control device according to claim 2, The controller is configured such that, during the execution of the following driving control, if the forward information indicates a high probability of a collision between the vehicle and an object located in front of the vehicle, the following driving control is canceled, and collision avoidance control is executed to prevent the vehicle from colliding with the pedestrian.

4. A vehicle control method for performing driver assistance control including acceleration control to accelerate the vehicle, deceleration control to decelerate the vehicle, and constant speed control to maintain the speed of the vehicle at a constant speed, comprising: The step of obtaining forward information related to the situation in front of the vehicle during the execution of the driving assistance control; and If the information ahead indicates that a pedestrian is in front of the vehicle, the acceleration control is not performed, but the driving assistance control steps continue.

5. A program that causes a computer mounted in the vehicle to execute. The program causes the computer to execute: The steps of performing driver assistance control include acceleration control to accelerate the vehicle, deceleration control to decelerate the vehicle, and constant speed control to maintain the speed of the vehicle at a constant speed. The step of obtaining forward information related to the situation in front of the vehicle during the execution of the driving assistance control; and If the information ahead indicates that a pedestrian is in front of the vehicle, the acceleration control is not performed, but the driving assistance control steps continue.

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