Vehicle control device, vehicle control method, and storage medium

Abstract

A vehicle control device, a vehicle control method, and a storage medium are provided to suppress situations where occupants feel bored. The vehicle control device includes: a recognition unit that recognizes the surrounding conditions of the vehicle; and a control unit that determines, based on the recognition result of the recognition unit, whether there is a possibility that the vehicle may leave the driving lane. If it is determined that there is a possibility that the vehicle may leave the driving lane, a lane departure warning is output to the driver of the vehicle. The lane departure warning includes a first lane departure warning when the vehicle is traveling outside a curve and a second lane departure warning when the vehicle is traveling on a curve. The control unit counts the number of times the first lane departure warning is activated and the number of times the second lane departure warning is activated. If the number of activations increases, the content of the lane departure warning is changed. Regarding the count, if the count is activated continuously from the first lane departure warning to the second lane departure warning, or if the count is activated continuously from the second lane departure warning to the first lane departure warning, the count is processed to 1.

Description

Technical Field

[0001] This invention relates to vehicle control devices, vehicle control methods, and storage media. Background Technology

[0002] In recent years, efforts to provide access to sustainable transportation systems that take into account vulnerable groups among transportation participants have become increasingly active. To achieve this, research and development related to preventative safety technologies are being undertaken to further improve the safety and convenience of transportation. For example, a device has been previously disclosed that, when the number of departures counted by a departure count unit reaches n times (a natural number n greater than 1), executes at least one of departure avoidance control and alarm output control; and when the count reaches n+1 times, in order to prevent departure from the roadway, outputs a sound from a sound output unit indicating that departure avoidance control is not being executed (for example, see technical solution 8 of Japanese Patent Application Publication No. 2015-210680). Summary of the Invention

[0003] In previous systems, passengers sometimes found the alarm annoying.

[0004] One objective of this invention is to provide a vehicle control device, vehicle control method, and storage medium capable of suppressing passenger boredom. As described above, this invention improves safety technology and thus contributes to the development of sustainable transportation systems.

[0005] The vehicle control device of the first aspect of the present invention includes: an identification unit that identifies the surrounding conditions of the vehicle; and a control unit that determines, based on the identification result of the identification unit, whether there is a possibility that the vehicle may leave the driving lane, and outputs a departure alarm to the driver of the vehicle when it is determined that there is a possibility that the vehicle may leave the driving lane. The departure alarm includes a first departure alarm when the vehicle is traveling outside a curve and a second departure alarm when the vehicle is traveling on a curve. The control unit counts the number of times the first departure alarm and the second departure alarm are activated. When the number of activations increases, the content of the departure alarm is changed. The count is set to 1 when the alarm is activated continuously from the first departure alarm to the second departure alarm or from the second departure alarm to the first departure alarm.

[0006] The second solution, based on the vehicle control device of the first solution, may involve the control unit setting the count to 1 when it performs the operation of strengthening the exit alarm or performing the same operation as the exit alarm.

[0007] The third option, based on the vehicle control device of the first or second option, may involve the control unit counting the number of times the first escape alarm and the second escape alarm are activated within a first predetermined time period, and changing the content of the escape alarm when the number of activations increases from 1 to 2.

[0008] The fourth option, based on the vehicle control device of the third option, may involve the control unit counting the number of times the first escape alarm and the second escape alarm are activated, and adding an alarm sound to the escape alarm when the number of activations increases from 1 to 2.

[0009] The fifth option, based on the vehicle control device of the fourth option, may involve the control unit counting the number of times the first departure alarm and the second departure alarm are activated, and suppressing the departure alarm within a second predetermined time after the number of activations reaches 2.

[0010] The sixth solution, based on the vehicle control device of the fourth solution, may involve the control unit counting the number of times the first escape alarm and the second escape alarm are activated, such that the time of the third escape alarm is longer than the time of the second escape alarm.

[0011] The vehicle control device of the seventh aspect of the present invention includes: an identification unit that identifies the surrounding conditions of the vehicle; and a control unit that determines, based on the identification result of the identification unit, whether there is a possibility that the vehicle may leave the driving lane, and outputs a departure alarm to the driver of the vehicle if it is determined that there is a possibility that the vehicle may leave the driving lane. The departure alarm includes a first departure alarm when the vehicle is traveling outside a curve and a second departure alarm when the vehicle is traveling on a curve. If the second departure alarm is issued continuously in conjunction with the first departure alarm, the control unit does not issue an audible alarm in either the first or second departure alarm. After the control related to the first or second departure alarm is terminated when the termination conditions of the first or second departure alarm are met, if the first or second departure alarm is issued within a predetermined time, an audible alarm is issued in either the first or second departure alarm.

[0012] The vehicle control method of the eighth aspect of the present invention causes a computer to perform the following processing: identifying the surrounding conditions of the vehicle; determining, based on the identification result, whether there is a possibility that the vehicle may leave the driving lane; and, if it is determined that there is a possibility that the vehicle may leave the driving lane, outputting a departure alarm to the driver of the vehicle, the departure alarm including a first departure alarm when the vehicle is traveling outside a curve and a second departure alarm when the vehicle is traveling on a curve, counting the number of times the first departure alarm is activated and the number of times the second departure alarm is activated, changing the content of the departure alarm when the number of activations increases, and setting the count to 1 when the count is continuously activated from the first departure alarm to the second departure alarm or from the second departure alarm to the first departure alarm.

[0013] The ninth aspect of the present invention relates to a storage medium storing a program that causes a computer to perform the following processing: identifying the surrounding conditions of a vehicle; determining, based on the identification result, whether there is a possibility that the vehicle may leave its driving lane; and, if it is determined that there is a possibility that the vehicle may leave its driving lane, outputting a departure alarm to the driver of the vehicle, the departure alarm including a first departure alarm when the vehicle is traveling outside a curve and a second departure alarm when the vehicle is traveling on a curve, counting the number of times the first departure alarm and the second departure alarm are activated, changing the content of the departure alarm when the number of activations increases, and setting the count to 1 when the count is continuously activated from the first departure alarm to the second departure alarm, or when the count is continuously activated from the second departure alarm to the first departure alarm.

[0014] According to schemes one through nine, it is possible to suppress passengers' feelings of boredom.

[0015] For example, there may be situations where the alarm continues to operate at the entrance of a curve. When the alarm intensity is increased by multiple operations within a specified time, if each function is set to operate only once during continuous operation to increase the alarm intensity, the occupants will become annoyed. Therefore, by keeping the count at 1 during continuous operation, the occupants' annoyance can be reduced.

[0016] According to the second approach, in cases where it is difficult to communicate the switch to other functions to the driver, an appropriate count that aligns with the driver's identification can be made by setting the count to 1.

[0017] According to the third, fourth, or sixth plan, the driver can be effectively notified to perform appropriate driving operations.

[0018] According to the fifth option, by disabling the function, the driver can be prompted to drive appropriately. Attached Figure Description

[0019] Figure 1 This is a structural diagram of a vehicle system utilizing a vehicle control device according to an implementation method.

[0020] Figure 2 This is a diagram used to illustrate the control executed by the first disengaged control unit.

[0021] Figure 3 This is a diagram used to illustrate the control executed by the second disengaged control unit.

[0022] Figure 4 This is a diagram illustrating an example of the state transition between the first and second alarm terminations in the implementation method.

[0023] Figure 5 This is a diagram used to illustrate an example of counting the number of work sessions as 1.

[0024] Figure 6 Figure (1) shows a specific example of escaping an alarm.

[0025] Figure 7 Figure (2) shows a specific example of escaping an alarm.

[0026] Figure 8 This diagram illustrates the escape alarm in the first scenario.

[0027] Figure 9 This is a diagram used to illustrate the escape alarm in the second scenario.

[0028] Figure 10 This diagram illustrates the escape alarm in the third scenario.

[0029] Figure 11 This diagram is used to illustrate the escape alarm in the fourth scenario.

[0030] Figure 12 This is a flowchart illustrating an example of a process executed by a control unit. Detailed Implementation

[0031] <First Implementation Method>

[0032] [Overall Structure]

[0033] Figure 1This is a structural diagram of vehicle system 1 utilizing the vehicle control device of the embodiment. The vehicle equipped with vehicle system 1 is, for example, a two-wheeled, three-wheeled, or four-wheeled vehicle, and its drive 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 electricity generated by a generator connected to the internal combustion engine, or electricity discharged from a secondary battery or fuel cell.

[0034] Vehicle system 1 includes, 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 operating unit 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 CAN (Controller Area Network) communication lines, serial communication lines, wireless communication networks, etc. Figure 1 The structure shown is just one example; a part of the structure may be omitted, or other structures may be added. The driving support device 100 is an example of a "vehicle control device".

[0035] Camera 10 is, for example, a digital camera utilizing a solid-state imaging element such as CCD (Charge Coupled Device) or CMOS (Complementary Metal-Oxide Semiconductor). Camera 10 is mounted at any location on the vehicle equipped with vehicle system 1 (hereinafter referred to as vehicle M). When taking pictures of the front, camera 10 is mounted on the upper part of the windshield, behind the rearview mirror inside the vehicle, etc. Camera 10, for example, periodically and repeatedly takes pictures of the surroundings of vehicle M. Camera 10 can also be a stereo camera.

[0036] Radar device 12 radiates millimeter-wave and other radio waves around the vehicle M and detects radio waves reflected by objects (reflected waves), thereby detecting at least the position (distance and orientation) of the objects. Radar device 12 can be installed at any location on the vehicle M. Radar device 12 can also detect the position and speed of objects using FM-CW (Frequency Modulated Continuous Wave) technology.

[0037] The LIDAR14 illuminates the periphery of vehicle M with light (or electromagnetic waves of a wavelength close to light) and measures the scattered light. Based on the time from the emission of light to the reception of light, the LIDAR14 detects the distance to the object. The illuminating light can be, for example, a pulsed laser. The LIDAR14 can be mounted at any location on vehicle M.

[0038] The object recognition device 16 performs sensor fusion processing on some or all of the detection results from the camera 10, radar device 12, and LIDAR 14 to identify the object's position, type, speed, etc. The object recognition device 16 outputs the recognition results to the driving support device 100. Alternatively, 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 vehicle system 1.

[0039] The communication device 20 communicates with other vehicles in the vicinity of vehicle M, for example, using cellular networks, Wi-Fi networks, Bluetooth (registered trademark), DSRC (Dedicated Short Range Communication), etc., or communicates with various server devices via a wireless base station.

[0040] The HMI30 provides various information to the occupants of vehicle M and accepts input operations from the occupants. The HMI30 includes various display devices, speakers, buzzers, touch panels, switches, buttons, etc. The HMI30 is equipped with display devices. These display devices (display units), for example, are located in the center of the instrument panel of vehicle M, and are display devices that show various information in vehicle M, such as speedometers indicating the vehicle M's speed or tachometers indicating the rotational speed of the internal combustion engine in vehicle M; these are so-called multi-information displays.

[0041] The vehicle sensor 40 includes a vehicle speed sensor for detecting the speed of the vehicle M, an acceleration sensor for detecting acceleration, a yaw rate sensor for detecting angular velocity about a vertical axis, and an orientation sensor for detecting the orientation of the vehicle M.

[0042] The navigation device 50 includes, for example, a GNSS (Global Navigation Satellite System) receiver 51, a navigation HMI 52, and a route determination unit 53. The navigation device 50 stores map information 54 in a storage device such as an HDD (Hard Disk Drive) 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 using INS (Inertial Navigation System) output from the vehicle sensors 40. The navigation HMI 52 includes a display device, a speaker, a touch panel, buttons, etc. The navigation HMI 52 can also be partially or entirely shared with the aforementioned HMI 30. The route determination unit 53, for example, refers to the map information 54 to determine the route (hereinafter referred to as the map path) from the position of the vehicle M determined by the GNSS receiver 51 (or any input position) to the destination input by the occupant using the navigation HMI 52. The map information 54 is, for example, information representing the shape of a road by indicating road segments and nodes connecting the road segments. Map information 54 may also include road curvature, POI (Point of Interest) information, etc. For example, map information 54 may include information showing the prescribed speed (e.g., speed limit, legal speed) for each road segment. Prescribed speed refers to information such as speed limits or legal speeds displayed on the road or on signs placed along the road.

[0043] The navigation device 50 can also provide route guidance using the navigation HMI 52 based on the path on the map. The navigation device 50 can also be implemented through the functions of a terminal device such as a smartphone or tablet held by the occupant. The navigation device 50 can also send its current location and destination to the navigation server via the communication device 20 and obtain the path equivalent to the path on the map from the navigation server.

[0044] The operating unit 80 includes, for example, a switch for a direction indicator, an accelerator pedal, a brake pedal, a gear shift lever, and other operating components (not shown). Sensors are installed on the operating components to detect the amount or presence of operation, and the detection results are output to some or all of the following: the driver support device 100, the driving force output device 200, the braking device 210, and the steering device 220. The steering wheel does not necessarily have to be ring-shaped; it can also be an irregularly shaped steering wheel, a lever, a button, etc. A steering wheel grip sensor is installed on the steering wheel.

[0045] In addition to the above, the operating unit 80 also includes a steering wheel 82 and a vibration unit 84.

[0046] The vibration unit 84 causes the steering wheel 82 to vibrate. For example, the vibration unit 84 vibrates based on the instructions of the driver support device 100 to notify the driver that the vehicle M is approaching the road markings, the vehicle M has reached the road markings, or the vehicle M has left the road markings.

[0047] The driving support device 100 includes, for example, an identification unit 110, a disengagement control unit 115 including a first disengagement control unit 120 and a second disengagement control unit 130, and a control unit 140. Some or all of these functional units are implemented by executing programs (software) through hardware processors such as CPUs (Central Processing Units). Some or all of these components can be implemented by hardware (including circuitry) such as LSIs (Large Scale Integration), ASICs (Application Specific Integrated Circuits), FPGAs (Field-Programmable Gate Arrays), GPUs (Graphics Processing Units), and SOCs (System-on-Chips), or through the cooperation of software and hardware. The program can be pre-stored in a storage device such as an HDD or flash memory of the driving support device 100 (a storage device with a non-transitory storage medium), or it can 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 mounting the storage medium (a non-transitory storage medium) to the drive unit.

[0048] The recognition unit 110 identifies the position, speed, acceleration, and other states of objects surrounding the vehicle M based on information input from the camera 10, radar device 12, and LIDAR 14 via the object recognition device 16. The position of an object is identified, for example, as its position on absolute coordinates with a representative point of the vehicle M (center of gravity, drive shaft center, etc.) as the origin, and is used for control. The position of an object can also be represented by representative points such as the object's center of gravity or corners, or by a region.

[0049] The so-called "state" of an object can also include the object's acceleration, jerk, or "action state" (such as whether it is changing lanes or about to change lanes).

[0050] The identification unit 110 identifies, for example, the road markings surrounding the vehicle M, and identifies the driving lane based on the identified road markings. The identification unit 110 is not limited to identifying road markings; it can also identify driving lanes by identifying road boundaries, including road shoulders, curbs, median strips, guardrails, etc. In this identification, the position of the vehicle M obtained from the navigation device 50 and the processing results based on INS can also be taken into consideration. The identification unit 110 identifies temporary stop lines, obstacles, red lights, toll booths, other road phenomena, road signs (speed limits), and road signs indicating speed limits.

[0051] When identifying a driving lane, the identification unit 110 identifies the position and posture of the vehicle M relative to the driving lane. For example, the identification unit 110 may identify the deviation of the vehicle M's reference point from the center of the lane, and the angle formed by the vehicle M's direction of travel relative to the line connecting the centers of the lanes, as the relative position and posture of the vehicle M relative to the driving lane. Alternatively, the identification unit 110 may identify the position of the vehicle M's reference point relative to any side end (road dividing line or road boundary) of the driving lane as the relative position of the vehicle M relative to the driving lane.

[0052] [First Disengagement Control Unit]

[0053] The first departure control unit 120 suppresses the situation where vehicle M deviates from the road while the driver is controlling it. The first departure control unit 120 implements a so-called off-road departure suppression function (RDM). When the direction indicator is not flashing, and vehicle M is likely to change lanes or deviate from the road markings, the first departure control unit 120 executes the first departure suppression control. The first departure suppression control may include, for example, an alarm related to deviating from the road markings detected by the recognition unit 110, an alarm for vibration of the vibration unit 84 of the steering wheel 82, and steering assistance to bring vehicle M closer to the center of the lane. Hereinafter, the first departure suppression control will sometimes be referred to as the "first departure alarm".

[0054] Figure 2This diagram illustrates the control performed by the first disengagement control unit 120. When the conditions for first disengagement control are met at time T, the first disengagement control unit 120 outputs an alarm using the HMI 30. The conditions for first disengagement control include the vehicle M reaching a position more than a predetermined distance from the center of lane L1, or reaching a position a predetermined distance from the lane marking line of lane L1. If, at time T+1, the vehicle M is closer to the lane marking line than at time T, the first disengagement control unit 120 enhances suppression control compared to time T. Enhanced suppression control includes issuing alarms that are easier for the driver to recognize, and steering support that controls the vehicle M towards the center of the lane.

[0055] The first disengagement control unit 120 can suppress the vehicle M from leaving the road by performing the first disengagement control as described above.

[0056] [Second Disengagement Control Unit]

[0057] The second departure control unit 130 suppresses the possibility of vehicle M leaving the road on a curve while the driver is in control. The second departure control unit 130 implements a so-called early departure warning for curves. When vehicle M approaches the entrance to a curve and there is a high probability that vehicle M will leave the curve, the second departure control unit 130 executes second departure suppression control (second departure warning). The second departure suppression control may include, for example, warnings related to departure from the road markings of a curve, warnings based on vibrations of the vibration unit 84 of the steering wheel 82, suppression of vehicle M's acceleration, deceleration of vehicle M, and steering assistance to bring vehicle M closer to the center of the lane. The second departure control unit 130 may also execute second departure suppression control when there is a high probability that vehicle M will leave the curve after entering it.

[0058] Consider some or all of the following object information to determine the likelihood of a high probability. Object information includes, for example, the radius of curvature of the curve, the degree of change in the curvature of the curve, arrival time (e.g., TTLC; Time To Line Crossing), turning acceleration, etc. Arrival time is, for example, the time it takes for vehicle M to reach the road dividing line based on the position of the road dividing line relative to vehicle M and the state of vehicle M (e.g., position, direction of travel, speed, acceleration). Turning acceleration is, for example, the predicted turning acceleration for vehicle M when turning on the curve.

[0059] For example, if the radius of curvature of the curve is below the first threshold, the degree of curvature change is above the second threshold, the arrival time is below the third threshold, and the turning acceleration is above the fourth threshold, it is determined that there is a high probability that vehicle M will detach from the curve, and the second detachment suppression control is executed. Hereinafter, the second detachment suppression control is sometimes referred to as the "second detachment alarm".

[0060] Figure 3 This diagram illustrates the control performed by the second departure control unit 130. For example, if vehicle M is traveling in lane L2 and approaches the entrance to a curve that is the target of the second departure suppression control, and there is a risk that vehicle M will leave the curve, the second departure control unit 130 issues an alarm and suppresses acceleration, urging the driver to recognize the curve. If the driver does not slow down vehicle M and vehicle M continues to move and approaches the road markings of the curve further, the second departure control unit 130, in addition to issuing an alarm, also slows down or provides steering support.

[0061] The driving support device 100 identifies curves, for example, based on the identification results of the identification unit 110. The driving support device 100 can identify curves by referring to high-precision map information stored in its storage unit (not shown), or it can identify curves based on both the high-precision map information and the identification results of the identification unit 110. The high-precision map information is detailed map information containing information indicating the location of the curve.

[0062] The second departure control unit 130 can suppress the vehicle M from leaving the roadway by performing the second departure control as described above.

[0063] The aforementioned first or second disengagement alarm may also include alarms based on images, sounds, etc., or alarms based on illuminating or flashing the output section that provides a specified light output. Alternatively, instead of vibrating the vibrating part 84 of the steering wheel 82 as described above (or based thereon), control of vibrating the driver's seat or the seatbelt in use may be included.

[0064] The first and second escape alarms can also be triggered in at least one stage or more of different alarm levels. "Different alarm levels" refers to differences in the type and / or content of the alarm. For example, the presence or absence of an image display, the presence or absence of sound output, or the presence or absence of vibration output from the vibrator 84 are examples of different alarm levels. Other examples of different alarm levels may include differences in the content and tone of the displayed image, the content and volume of the sound, and the magnitude and interval of the vibration. Furthermore, "triggering an alarm in one stage" means triggering an alarm at one alarm level; "triggering an alarm in two or more stages" means, for example, triggering an alarm in stages at two or more alarm levels as time passes or based on the likelihood of escape, the state of escape, etc. In the case of triggering an alarm in two or more stages, for example, the alarm level may be progressively increased. "Increasing the alarm level" refers to increasing the type of alarm, displaying an image in a color easily visible to the driver, emphasizing the display by flashing the image, increasing the alarm sound, strengthening the vibration, or a combination thereof.

[0065] In addition to performing the first disengagement control and the second disengagement suppression control described above, the driving support device 100 can also perform ACC (Adaptive Cruise Control), lane keeping control to keep the vehicle M in the center of the lane, and automatic lane change control (ALC) to automatically change lanes when the driver gives a lane change instruction.

[0066] The control unit 140 includes, for example, various parts of the vehicle M such as the control communication device 20 and the HMI 30.

[0067] The driving force output device 200 outputs driving force (torque) for vehicle movement 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 that controls them. The ECU controls the above-mentioned structure according to information input from the driving support device 100 or from the driving operation device.

[0068] The 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 a brake ECU. The brake ECU controls the electric motor according to information input from the driving support device 100 or from the driving operation device, so that the brake torque corresponding to the braking operation is output to each wheel.

[0069] The steering system 220 may include a steering ECU and an electric motor.

[0070] An electric motor, for example, applies force to a rack and pinion mechanism to change the direction of the steering wheels. The steering ECU drives the electric motor to change the direction of the steering wheels based on information input from the driving support device 100 or from the driving control unit.

[0071] [summary]

[0072] The control unit 140 counts the number of times the first and second alarms are triggered, and changes the alarm content as the number of triggers increases. The count is set to 1 if the alarms are triggered continuously from the first to the second, or vice versa. This process will be explained below.

[0073] When the disengagement control unit 115 continuously triggers a second disengagement alarm in conjunction with the first disengagement alarm, it does not trigger an audible alarm during either the first or second disengagement alarm. After the control of the first or second disengagement alarm ends when the termination conditions for the first or second disengagement alarm are met, if the first or second disengagement alarm is triggered within a specified time, it triggers an audible alarm during either the first or second disengagement alarm (outputting an alarm sound during the second or subsequent operation within 180 seconds after the disengagement alarm is triggered).

[0074] [The shift from alarm to alert]

[0075] Figure 4 This is a diagram illustrating an example of the state transition between the first and second alarm terminations in the implementation method. Figure 4 In the example, the disengagement control unit 115 of the driver support device 100 determines whether the vehicle M is subject to a first disengagement alarm at a predetermined cycle or time, and determines whether it is subject to a second disengagement alarm (performing disengagement monitoring).

[0076] During disengagement from surveillance, if a first condition is met (if the first condition is satisfied), the disengagement control unit 115 activates a first disengagement alarm (first stage). The first condition is, for example, that the shortest distance between the lane markings and vehicle M is less than a specified distance. (Refer to the following description.) Figure 6 , Figure 7 The first extrication alarm (first stage) and the second extrication alarm (second stage), which will be described later, are explained.

[0077] Furthermore, if at least a portion of vehicle M leaves the lane, the departure control unit 115 issues a first departure alarm (second stage) with a higher level of alert than the first departure alarm (first stage). Figure 4 In the example, in the first lane departure alarm, in order to balance functionality and acceptability, the alarm behavior is differentiated based on whether the lane departure occurred before or after the lane departure, and the alarm is escalated based on the lane departure as a trigger.

[0078] The output condition for the first lane departure warning (second stage) can also replace the situation where at least part of vehicle M has left the lane, but rather the situation where it is possible to leave the lane even after a specified time has elapsed since the first lane departure warning (first stage) was issued (or even if vehicle M has traveled a specified distance or more). The possibility of leaving the lane means that vehicle M is traveling in a manner that leads to the road markings.

[0079] If the specified termination conditions are met during the execution of the first departure alarm (second stage), the control unit 140 continues departure monitoring by suppressing (terminating) the departure alarm operation. The specified termination conditions include, for example, detecting a driver's steering operation (lane-keeping steering operation), detecting a speed operation (deceleration operation), and determining that there is no possibility of vehicle M leaving the driving lane due to these operations. Another specified termination condition is that vehicle M remains in a specified state for a period of time above a threshold. The specified state refers to vehicle M's lateral movement speed being below the threshold and vehicle M being located within a specified distance from the center of the driving road (lane). It should be noted that the detection of the driver's steering operation is based on the detection results of a grip sensor (not shown) installed on the steering wheel 82.

[0080] If the second condition for disengagement during monitoring is met, the control unit 140 issues a second disengagement alarm. In this case, the disengagement control unit 115 issues the second disengagement alarm with one fewer stage than the first disengagement alarm. The disengagement control unit 115 sets the second disengagement alarm to a higher level than the lowest level among the various alarm modes of the first disengagement alarm. Therefore, compared to straight roads, curves require more steering and have a higher probability of disengagement, thus enabling more efficient and reliable notification to the driver of the urgency (crisis) of disengagement on curves, allowing the driver to respond quickly.

[0081] The second condition utilizes the aforementioned object information. For example, the second condition could be that the margin time TTLC is less than a predetermined time. The departure control unit 115 derives the predicted future path of vehicle M based on its speed and yaw angle, and calculates the margin time TTLC (=d / VM) until vehicle M reaches the dividing line based on the distance (departure path length d) between the derived predicted path and the dividing line (arc) and its speed VM. The departure control unit 115 may determine that vehicle M is likely to leave the driving lane if the margin time TTLC is less than the predetermined time, and determine that there is no possibility of departure if the margin time TTLC is greater than or equal to the predetermined time.

[0082] The dividing line for the object in the second condition can also be limited to the outer dividing line among the dividing lines for the inner and outer sides of the curve. For example, in the case of a curve that curves to the left, the dividing line on the right is the object, and in the case of a curve that curves to the right, the dividing line on the left is the object. When the dividing line for the object in the second condition is limited to the outer dividing line as described above, even if the vehicle M is traveling on a curve, the disengagement control unit 115 can make a disengagement determination based on the positional relationship between the inner dividing line and the vehicle M according to the first condition. It should be noted that the disengagement control unit 115 can also make a determination for straight roads using the same determination conditions as for curves, and can also make a determination for curves using the same determination conditions as for straight roads.

[0083] When the second condition is met during the execution of the first departure alarm (first stage), the departure control unit 115 switches from the first departure alarm to the second departure alarm and issues a notification. In this case, the departure control unit 115 issues the second departure alarm with a higher alarm level (mode) than the first departure alarm (first stage) with the lowest alarm level. As a result, it is possible to issue staged departure alarms and to notify the driver of the urgency of the departure from the curve more efficiently and reliably.

[0084] The departure control unit 115 can also switch to the first departure alarm if the first condition is met during the execution of the second departure alarm. In this case, the departure control unit 115 can also maintain the alarm level of the second departure alarm even if the alarm level decreases by switching to the first departure alarm. For example, if the first condition is met while the second condition is not met, and the departure alarm continues to operate, since the situation is dangerous and cannot be avoided, suppressing the decrease in alarm level can prevent the driver from misunderstanding the notification content due to the alarm. Therefore, a more appropriate departure alarm can be output according to the road conditions.

[0085] exist Figure 4 In the example, if the first condition is met during the execution of the second exit alarm, the exit control unit 115 issues a notification under the first exit alarm (second stage) with the same alarm level as the current exit alarm or a higher alarm level than the current exit alarm. The alarm level of the second exit alarm can also be the same as the maximum alarm level of the first exit alarm ( Figure 4 The first exit alarm (second stage) is the same. Therefore, even in situations where hazard avoidance is impossible due to continuous operation with different exit alarms, by providing the same notification without switching alarms, driver frustration caused by changes in notification can be reduced. Thus, a more appropriate exit alarm can be output based on the situation.

[0086] It should be noted that if the termination condition specified in the output of the first departure alarm (first stage) or the second departure alarm is met (for example, if it is determined that there is no possibility of vehicle M leaving the lane), the departure control unit 115 continues to perform departure monitoring by suppressing (terminating) the departure alarm. Here, the termination condition for the first departure alarm (first stage, second stage) and the second departure alarm is, for example, the same condition. Therefore, it is possible to suppress situations where the driver misunderstands the notification content due to arbitrary alarm remnants, and to reduce the annoyance of the notification.

[0087] The termination conditions for the first and second exit alarms can also be different. For example, the termination conditions for the second exit alarm can be less likely to be met than those for the first exit alarm (first and second stages). In this case, the specified time for the termination conditions of the second exit alarm can be set longer than the specified time for the termination conditions of the first exit alarm.

[0088] [Count of jobs that have been cleared from alarm]

[0089] The requirements for the Corrective Steering Function under the international standard for automatic steering specify the following regarding the first disengagement inhibition control (first disengagement warning) and the second disengagement inhibition control (second disengagement warning) involved in the corrective steering.

[0090] (1) If the steering correction is performed within 180 seconds and the driver does not intervene in the steering, an alarm sound needs to be output during the second or subsequent working time after 180 seconds.

[0091] (2) In the case of intervention based on corrective steering after the third, the alarm sound needs to be output for 10 seconds longer than the previous one.

[0092] In the above scenario, if the driver oversteps the steering control, the 180-second delay is lifted. For example, if the drive support device 100 operates twice, including both a first departure suppression control (first departure alarm) and a second departure suppression control (second departure alarm), it will deactivate the departure suppression control function within 180 seconds, preventing a third activation. This prevents the output of a prolonged alarm tone based on the second alarm tone. Consequently, excessive alarm tone output to the driver is suppressed.

[0093] Considering the above, appropriate disengagement suppression control is needed based on the state of vehicle M. In this embodiment, an appropriate alarm is issued, and occupant aversion is suppressed. Figure 5As shown, if different alarms occur consecutively before the termination condition is met, the disengagement control unit 115 counts the number of operations as 1, and counts the number of operations for disengagement suppression control after the termination condition is met as "2". The disengagement control unit 115 counts the number of operations for the first disengagement alarm and the second disengagement alarm, and after the disengagement alarm following the operation count becoming 2, it suppresses the disengagement alarm for a predetermined time (a second predetermined time). For example, the disengagement control unit 115 counts the number of operations for the first disengagement alarm and the second disengagement alarm, and after the disengagement alarm following the operation count becoming 2, it suppresses the disengagement control for a predetermined time (a second predetermined time). The second predetermined time is a preset time such as 180 seconds.

[0094] As described above, after the alarm terminates following a second operation, instead of suppressing the termination control for a predetermined time (a second predetermined time), the termination control unit 115 may count the number of operations for the first termination alarm and the second termination alarm, so that the duration of the third termination alarm is longer than the duration of the second termination alarm. For example, after the alarm terminates following a second operation, the termination control unit 115 may not suppress the termination control, but instead remain in an operational state, and if operation is performed, output a termination alarm (alarm tone) for a predetermined time (e.g., 10 seconds) longer than the duration of the previous termination alarm (alarm tone).

[0095] Figure 5 This diagram illustrates an example of counting the number of operations as 1. When the disengagement control unit 115 continuously performs disengagement suppression control before the termination condition is met, as in modes A, B, and C below, the number of operations is counted as "1". When the disengagement control unit 115 performs an operation that strengthens the disengagement alarm, the count is processed as 1. When an operation that weakens the disengagement alarm is performed, the disengagement control unit 115 does not process the count as 1 (it processes the count as 2). That is, the case of escalation is processed as a continuous action. Therefore, when the notification intensity decreases due to continuous operation, the driver is informed of the switch to another function, and the number of operations is counted as "2". When the notification intensity does not change or increase due to continuous operation, it is sometimes difficult to convey the switch to another function to the driver, so the count is set to "1". Furthermore, when the notification intensity is designed to not decrease during continuous operation, it is sometimes difficult to convey the switch to another function to the driver, so the count is set to "1".

[0096] Mode A is the mode that triggers the first exit alarm (second stage) after the first exit alarm (first stage).

[0097] Mode B is the mode that triggers a second exit alarm after the first exit alarm (Phase 1).

[0098] Mode C is a mode that triggers a first exit alarm (first stage), a second exit alarm, and then a first exit alarm (second stage).

[0099] It should be noted that when the termination condition is met after the above-mentioned mode change, the termination condition is met after changing to the first exit alarm (first stage), or the termination condition is met after changing to the second exit alarm, the exit control unit 115 will count the number of operations as "1".

[0100] [Alert regarding the number of work attempts "1"]

[0101] In the disinhibition control where the number of operations is counted as "1", for example, performing... Figure 6 The image shows the disengagement from suppression control (disengagement from alarm). Figure 6 Figure (1) shows a specific example of escaping an alarm.

[0102] exist Figure 6 The diagram shows the alarm display content, the presence or absence of steering support, the presence or absence of vibration (steering vibration) on the steering wheel 82, and the presence or absence of alarm sound for each type of disengagement alarm (operating mode) when the number of operations is "1". Figure 6 The "〇" mark indicates execution, and the "×" mark indicates non-execution. It should be noted that the types and contents of alarms in the implementation method are not limited to this.

[0103] exist Figure 6 In the example, in the first departure warning (first stage) indicated by identification number (1), an alarm display is performed, and the alarm display image IM10 is displayed on the display unit of the HMI. The alarm display image IM10, for example, displays an image IM11 that mimics the vehicle M and images IM12 and IM13 that mimic the left and right dividing lines that divide the driving lane of the vehicle M at a position corresponding to the position of the vehicle M. In the alarm display of the first departure warning (first stage), the dividing line of the side from which the vehicle M may leave is displayed in the same color (e.g., white) and pattern as the other dividing lines. In the first departure warning (first stage), steering support is performed. In the first departure warning (first stage), no steering vibration or warning sound is output.

[0104] In the second escape alarm indicated by identification number (2), as an alarm mode with a higher alarm level than the first escape alarm (first stage), in the alarm display image IM10 displayed on the display unit, the image IM13 simulating the dividing line on the side where the vehicle M may escape is highlighted (for example, displayed in orange) compared to the image IM12 simulating other dividing lines. In the second escape alarm, steering support and steering vibration are performed. No warning sound is output in the second escape alarm.

[0105] In the first exit warning (second stage) indicated by identification number (3), the alarm method, which is progressively stronger than the first exit warning (first stage), is triggered in the same manner as the second exit warning. In this way, a more appropriate exit warning can be output according to the situation, enabling the driver to quickly pay attention to the surrounding situation, perform steering operations, etc.

[0106] [The alert regarding the number of work attempts "2" has been lifted]

[0107] The disengagement control unit 115 counts the number of times the first disengagement alarm and the second disengagement alarm are activated within a first predetermined time period. If the number of activations increases from 1 to 2, the content of the disengagement alarm is changed. For example, if the number of activations of the first disengagement alarm and the second disengagement alarm is counted, and the number of activations increases from 1 to 2, an additional alarm sound is added to the disengagement alarm.

[0108] In the above-mentioned disinhibition control where the number of operations is counted as "2", for example, performing... Figure 7 The image shows the disengagement from suppression control (disengagement from alarm). Figure 7 Figure (2) shows a specific example of escaping an alarm.

[0109] With Figure 6 The explanation will focus on the differences.

[0110] exist Figure 6 In the examples, in the first disengagement alarm (first stage) indicated by identification number (1), the second disengagement alarm indicated by identification number (2), and the first disengagement alarm (second stage) indicated by identification number (3), the alarm display, operation support, steering vibration and Figure 6 Same. Figure 7 During the process, an alarm sound is output during each exit alarm. This means that outputting an alarm sound during the second operation serves as a reminder to the driver not to rely excessively on the exit restraint control.

[0111] [Disengagement alert based on vehicle M's behavior]

[0112] Next, we will explain in detail the exit warning based on the behavior of vehicle M relative to road conditions.

[0113] It should be noted that, in the following description, the road condition is assumed to be near a curve, and the differences in the behavior of vehicle M will be explained in several scenarios.

[0114] Scene 1

[0115] Figure 8 This diagram illustrates the evacuation alarm in the first scenario. Figure 8 In the example, vehicle M is traveling at speed VM in lane L1. Lane L1 is divided by left and right dividing lines LN1 and LN2. Figure 8 In the example shown, a curve bends to the left relative to the direction of travel of vehicle M. In this case, dividing line LN1 is the inner dividing line, and dividing line LN2 is the outer dividing line. Additionally, in... Figure 8 In the example, the position of vehicle M at time T* is denoted as M(T*), and the speed is denoted as VM(T*). Furthermore, in the following explanation, times T1, T2, and T3 are delayed in sequence. Additionally, vehicle M is driven manually by the driver using the operation unit 80, and the off-road warning (off-road departure suppression control) can be activated depending on the situation.

[0116] In the first scenario, at time T1, the departure control unit 115 determines that there is no possibility of vehicle M leaving lane L1, therefore no departure warning is output. However, at time T2, it is determined that the driving lane L1 of vehicle M is a curve. Furthermore, at time T2, the departure control unit 115 determines, based on a second condition, that vehicle M may leave lane L1 (marking line LN2). In this case, the departure control unit 115 outputs a second departure warning (e.g., Figure 6 The alarm mode of the identification number (2) shown). At time T3, it is determined that there is no possibility that the vehicle M will leave the lane due to the driver's steering operation, etc., so the lane departure alarm ends.

[0117] <Scene 2>

[0118] Figure 9 This diagram illustrates the exit warning in the second scenario. Compared to the first scenario, the position of vehicle M relative to lane L1 differs between times T1 and T3. Therefore, the following explanation will primarily focus on the differences in the exit warning based on the position of vehicle M. The same applies to the third and fourth scenarios shown later.

[0119] In the second scenario, at time T1, it is determined that lane L1 of vehicle M is not a curve. In this case, the departure control unit 115 determines whether vehicle M is likely to leave lane L1 (dividing line LN1) based on a first condition, and at time T1, it determines that it is likely to leave lane L1. In this case, the departure control unit 115 outputs a first departure warning (first stage) (e.g., Figure 6 The alarm mode for the identification number (1) shown). At time T2, since at least part of vehicle M has left lane L1, a first departure alarm (second stage) is output (e.g., Figure 6 The alarm method for the identification number (3) shown. It should be noted that in the second scenario, the dividing line LN1 is the dividing line LN1 on the inside of the curve. Therefore, even when lane L1 is a curve, the departure control unit 115 of the embodiment does not apply the second condition, but performs the departure determination according to the first condition. At time T3, it is determined that there is no possibility that the vehicle M will leave the lane due to the driver's steering operation, etc., and therefore the departure alarm ends.

[0120] Scene 3

[0121] Figure 10 This diagram illustrates the exit warning in the third scenario. In the third scenario, at time T1, it is determined that lane L1 of vehicle M is not a curve. In this case, the exit control unit 115 determines, based on a first condition, whether there is a possibility that vehicle M has exited lane L1 (the dividing line LN1). In the third scenario, it is determined that there is a possibility of exiting lane L1, and then immediately it is determined that at least a part of vehicle M has exited lane L1. In this case, the exit control unit 115 outputs a first exit warning (first stage), and then (after a predetermined time), continuously (stagefully) outputs a first exit warning (second stage, for example, ...). Figure 6 The alarm method for identification number (2) shown).

[0122] At time T2, it is determined that the lane L1 in which vehicle M is traveling is a curve. The departure control unit 115 determines, based on a second condition, that vehicle M may leave lane L1 (marking line LN2). In this case, the departure control unit 115 outputs a second departure warning (e.g., Figure 6 The alarm mode of the identification number (2) shown). In the third scenario, when the exit alarm is switched (when switching from the first exit alarm (second stage) to the second exit alarm), by keeping the alarm level (alarm mode) the same, it is possible to reduce the driver's annoyance caused by the notification switch.

[0123] At time T3, it is determined that there is no possibility that vehicle M will leave the lane due to the driver's steering operation, etc., and therefore the lane departure warning ends. Here, by making the termination condition of the first lane departure warning the same as the termination condition of the second lane departure warning, in the case of continuously outputting the first and second lane departure warnings as in the third scenario, it is possible to reduce the driver's misunderstanding and notification annoyance caused by the residual of either warning.

[0124] Scene 4

[0125] Figure 11 This diagram illustrates the escape warning in the fourth scenario. In the fourth scenario, at time T1, vehicle M is identified as being in lane L1, which is a curve.

[0126] In this situation, the departure control unit 115 determines, based on the second condition, whether there is a possibility that vehicle M may leave lane L1 (dividing line LN2). If it is determined that there is a possibility that vehicle M may leave lane L1 at time T1, the departure control unit 115 outputs a second departure alarm.

[0127] At time T2, it is determined through the driver's steering control that there is no possibility that vehicle M will leave the lane due to the driver's steering operation, etc. However, immediately afterwards (within a predetermined time from the determination), it is determined through the first condition that there is a possibility that vehicle M will leave lane L1 (dividing line LN1). In this case, the departure control unit 115 does not set the alarm level lower than the second departure alarm, but outputs the first departure alarm (second stage) (or maintains the alarm level of the second departure alarm).

[0128] conduct Figure 6 The alarm is triggered by the identification number (2) or (3) shown.

[0129] At time T3, since at least a portion of vehicle M has left lane L1, the first departure warning (second stage) is maintained. Thus, in the fourth scenario, if the vehicle switches from the second departure warning to the first departure warning within a specified time, the control is performed in a manner that does not reduce the warning level, thereby reducing driver frustration caused by misunderstanding of the notification or the switching of the notification.

[0130] [flow chart]

[0131] Figure 12This is a flowchart illustrating an example of the process executed by the departure control unit 115. First, the departure control unit 115 determines whether departure suppression control (first departure alarm or second departure alarm) is active (step S100). If departure suppression control is active, the departure control unit 115 determines whether the termination condition is met (step S102). If step S100 is negative, or if step S102 is negative, the process returns to step S100.

[0132] If the termination condition is met, the de-escalation control unit 115 increments the count by "1" (step S104). If the termination condition is not met and the de-escalation suppression control continues to operate, the continuous operation is set as one operation. Next, the de-escalation control unit 115 determines whether the count has reached "2" (step S106). If the count has not reached "2", the processing of routine 1 in this flowchart ends. If the count reaches "2", the de-escalation control unit 115 disables the de-escalation suppression control for a specified time (step S108). According to the above processing, a de-escalation alarm corresponding to the number of counts is triggered as described above. Thus, the processing of routine 1 in this flowchart ends.

[0133] According to the implementation described above, the driving support device 100 counts the number of times the first exit alarm and the second exit alarm are activated. When the number of activations increases, the content of the exit alarm is changed. When the alarm is activated continuously from the first exit alarm to the second exit alarm or from the second exit alarm to the first exit alarm, the count is set to 1, thereby suppressing the situation where the occupant feels bored.

[0134] The implementation methods described above can be performed as follows.

[0135] A control device is configured as follows:

[0136] The control device includes a storage device containing programs and a hardware processor.

[0137] The hardware processor performs the following processing by executing a program stored in the storage device:

[0138] Identify the vehicle's surroundings.

[0139] Based on the identification result of the identification unit, it is determined whether there is a possibility that the vehicle may leave the driving lane.

[0140] If it is determined that there is a possibility that the vehicle may leave the driving lane, a departure warning is issued to the driver of the vehicle.

[0141] The exit warning includes a first exit warning when the vehicle is traveling outside the curve and a second exit warning when the vehicle is traveling within the curve.

[0142] The number of times the first and second exit alarms are executed is counted. If the number of executions increases, the content of the exit alarm is changed.

[0143] For the count, the processing is set to 1 if the operation continues from the first exit alarm to the second exit alarm, or if the operation continues from the second exit alarm to the first exit alarm.

[0144] The present invention has been described above using embodiments, but the present invention is not limited to such embodiments in any way, and various modifications and substitutions can be applied without departing from the spirit of the present invention.

Claims

1. A vehicle control device, wherein, The vehicle control device includes: The identification unit identifies the vehicle's surroundings; and The control unit determines, based on the identification result of the identification unit, whether there is a possibility that the vehicle may leave the driving lane. If it determines that there is a possibility that the vehicle may leave the driving lane, it outputs a lane departure warning to the driver of the vehicle. The exit warning includes a first exit warning when the vehicle is traveling outside the curve and a second exit warning when the vehicle is traveling within the curve. The control unit counts the number of times the first and second exit alarms are activated. If the number of activations increases, the content of the exit alarm is changed. The count is set to 1 if the operation continues from the first exit alarm to the second exit alarm, or if the operation continues from the second exit alarm to the first exit alarm.

2. The vehicle control device according to claim 1, wherein, When the control unit performs the operation of strengthening the exit alarm or the equivalent operation of strengthening the exit alarm, it processes the count to 1.

3. The vehicle control device according to claim 1, wherein, The control unit counts the number of times the first escape alarm and the second escape alarm are activated within a first specified time period. If the number of activations increases from 1 to 2, the content of the escape alarm is changed.

4. The vehicle control device according to claim 3, wherein, The control unit counts the number of times the first escape alarm and the second escape alarm are activated. When the number of activations increases from 1 to 2, an additional alarm sound is added to the escape alarm.

5. The vehicle control device according to claim 4, wherein, The control unit counts the number of times the first exit alarm and the second exit alarm are activated, and after the exit alarm occurs after the number of activations reaches 2, it suppresses the exit alarm within a second predetermined time.

6. The vehicle control device according to claim 4, wherein, The control unit counts the number of times the first alarm is triggered and the number of times the second alarm is triggered, so that the time for the third alarm to be triggered is longer than the time for the second alarm to be triggered.

7. A vehicle control device, wherein, The vehicle control device includes: The identification unit identifies the vehicle's surroundings; and The control unit determines, based on the identification result of the identification unit, whether there is a possibility that the vehicle may leave the driving lane. If it determines that there is a possibility that the vehicle may leave the driving lane, it outputs a lane departure warning to the driver of the vehicle. The exit warning includes a first exit warning when the vehicle is traveling outside the curve and a second exit warning when the vehicle is traveling within the curve. When the control unit continuously triggers the second departure alarm in conjunction with the first departure alarm, it does not trigger a sound-based alarm in either the first or second departure alarm. After the control related to the first and second departure alarms is terminated when the termination conditions for the first and second departure alarms are met, it triggers a sound-based alarm in either the first or second departure alarm within a specified time.

8. A vehicle control method, wherein, The vehicle control method causes the computer to perform the following processing: Identify the vehicle's surroundings; Based on the identification results, it is determined whether there is a possibility that the vehicle may leave the driving lane. as well as If it is determined that there is a possibility that the vehicle may leave the driving lane, a departure warning is issued to the driver of the vehicle. The exit warning includes a first exit warning when the vehicle is traveling outside the curve and a second exit warning when the vehicle is traveling within the curve. The number of times the first and second exit alarms are executed is counted. If the number of executions increases, the content of the exit alarm is changed. The count is set to 1 if the operation continues from the first exit alarm to the second exit alarm, or if the operation continues from the second exit alarm to the first exit alarm.

9. A storage medium, wherein, The storage medium stores a program. The program causes the computer to perform the following processes: Identify the vehicle's surroundings; Based on the identification results, it is determined whether there is a possibility that the vehicle may leave the driving lane. as well as If it is determined that there is a possibility that the vehicle may leave the driving lane, a departure warning is issued to the driver of the vehicle. The exit warning includes a first exit warning when the vehicle is traveling outside the curve and a second exit warning when the vehicle is traveling within the curve. The number of times the first and second exit alarms are executed is counted. If the number of executions increases, the content of the exit alarm is changed. The count is set to 1 if the operation continues from the first exit alarm to the second exit alarm, or if the operation continues from the second exit alarm to the first exit alarm.

Images