Vehicle control unit

Abstract

Vehicle control unit, comprising a lane keeping assist device (10, 60) for detecting a road ahead of a vehicle in order to set a target travel line (Ld), for calculating a lane keeping assist control level to provide driving assistance to a driver such that the vehicle travels along the target travel line (Ld), and for performing steering control for the vehicle based on the lane keeping assist control level, a preliminary determination device (10) for determining whether a hands-free state in which it is predicted that the driver is not operating a steering wheel (SW) has continued for a period equal to or greater than a preset preliminary abnormality determination period or not in a state in which steering control is performed by the lane keeping assist device (10, 60), and for preliminary determination that the driver is in an abnormal state of having lost the ability to drive the vehicle,a steering level adjustment device (10) for modifying the lane keeping assist steering level such that the vehicle travels within a lane in a state in which the lane keeping capability of the vehicle traveling along the intended travel line (Ld) is reduced when the preliminary determination has been made by the preliminary determination device (10), an abnormality detection device (10) for determining whether a state in which the driver is predicted to be in the abnormal state has continued up to a preset time after the lane keeping assist steering level has been modified by the steering level adjustment device (10), and for determining that the driver is in the abnormal state when the state,in which it is predicted that the driver is in the abnormal condition, continues until the set time limit, and an abnormality time driving control device (10, 30, 40) for executing an abnormality time driving control, which is a driving control for risk avoidance, based on the determination that the driver is in the abnormal condition, wherein the control magnitude change device (10) is configured to reduce the lane keeping assist control magnitude from a lane keeping assist control magnitude prior to the preliminary determination, when the preliminary determination device (10) makes the preliminary determination, the lane keeping assist device (10, 60) is configured to calculate the lane keeping assist control magnitude, including: a curve control magnitude calculated based on a curvature of the intended travel line (Ld), a distance difference control magnitude,which is calculated based on a distance difference in a road width direction between the intended travel line (Ld) and a position of the vehicle, and a yaw angle differential control magnitude calculated based on a difference angle between a direction of the intended travel line (Ld) and a direction of the vehicle, and the control magnitude change device (10) is configured to reduce the lane keeping assist control magnitude by reducing the distance differential control magnitude and the yaw angle differential control magnitude more than the curve control magnitude.

Description

Background of the invention 1. Field of the invention

[0001] The present invention relates to a vehicle control unit that is configured to cope with a case in which a driver falls into an abnormal state in which the driver has lost the ability to drive a vehicle. 2. Description of the related prior art

[0002] So far, devices have been proposed that are designed to determine whether the driver has fallen into an abnormal state in which the driver has lost the ability to drive the vehicle (for example, a drowsy driving state and a state in which bodily functions are suspended), and to brake the vehicle when such a determination has been made (for example, see Japanese published patent application number 2009-73462).

[0003] The “abnormal condition in which the driver has lost the ability to drive the vehicle” is hereby also simply referred to as the “abnormal condition”, and the “determination of whether a driver is in the abnormal condition or not” is hereby also simply referred to as the “abnormality determination for the driver”.

[0004] For example, if a non-operating state is predicted in which the driver is expected to continue refraining from performing a driving operation for a predetermined period, the driver may be determined to be in the abnormal state. However, if a lane-keeping assist control, which is a function to support the driver's steering wheel operation, is in operation, the driver may place too much trust in the lane-keeping assist control and neglect the steering wheel operation. In other words, the driver may engage in hands-free driving. In such a case, even if the driver is not actually in the abnormal state, the driver may be determined to be in the abnormal state.Furthermore, if the lane keeping assist control continues in the state in which the incorrect determination has been made, the driver may continue to place trust in the lane keeping assist control or misunderstand that the system allows hands-free driving, resulting in a continuation of hands-free driving. Summary of the invention

[0005] The present invention was made with regard to the aforementioned problem and it is therefore an objective to prevent a driver from performing hands-free driving (freehand driving), thereby suitably determining an abnormal condition of the driver.

[0006] To achieve the aforementioned problem or goal, a feature of a vehicle control unit according to an embodiment of the present invention is that the vehicle control unit comprises a lane keeping assist system ( 10 and 60) for detecting a road ahead of a vehicle, for setting a target travel line, for calculating a lane keeping assist control level to provide driving assistance to a driver so that the vehicle moves along the target travel line, and for executing steering control for the vehicle based on the lane keeping assist control level, a preliminary assessment facility ( 10, S13, and S14) to determine whether a hands-free state in which it is anticipated that the driver will not operate a steering wheel has continued for a period equal to or greater than a preliminary abnormality determination period preset in a state in which steering control is performed by the lane keeping assist device, and to provisionally determine that the driver is in an abnormal state of loss of ability to drive the vehicle if the hands-free state has continued for a period equal to or greater than the preliminary abnormality determination period, a tax adjustment device ( 10, S15, and S42) to modify the lane keeping assist control level such that the vehicle moves within a lane in a state in which the lane keeping capability of the vehicle moving along the intended path of travel is reduced, when the provisional determination has been made by the provisional determination device, an abnormality detection device ( 10 and S18) to determine ( 10, S16, S17, and S32), whether a condition in which it is foreseen that the driver is in the abnormal condition has continued until a preset (pre-set) time interval after the lane keeping assist control level has been changed by the control level change device, and to determine the determination that the driver is in the abnormal condition if the condition in which it is foreseen that the driver is in the abnormal condition has continued until the set time interval, and an abnormal time-of-flight control device ( 10 , S19, S20, S33, S43, S52, 30 , and 40 ) to execute an abnormality time driving control, which is a driving control for risk avoidance, based on the determination that the driver is in the abnormal condition.

[0007] According to one embodiment of the present invention, the lane keeping assist system detects the road ahead of the vehicle (for example, detects white lines on both sides of a road) in order to set the target lane, calculates the lane keeping assist control input to provide driving assistance to the driver such that the vehicle moves along the target lane, and executes steering control for the vehicle based on the lane keeping assist control input. The steering control executed based on this lane keeping assist control input is referred to as the “lane keeping assist control”.

[0008] The provisional determination device determines whether the hands-free state, in which the driver is not operating the steering wheel, has persisted for a period equal to or greater than the provisional abnormality determination period, which is preset in the state where steering control is performed by the lane-keeping assist device. It provisionally determines that the driver is in an abnormal state of loss of ability to drive the vehicle if the hands-free state persists for a period equal to or greater than the provisional abnormality determination period. If the driver has indeed entered the abnormal state, the state in which the steering wheel is not being operated continues, and therefore the provisional determination that the driver is in the abnormal state is made.However, if a normal driver (a driver who is capable of driving) neglects steering wheel operation, the preliminary determination that the driver is in an abnormal condition will also be made.

[0009] It is necessary that a driver who is so negligent as to neglect steering must hold the steering wheel. Furthermore, it is possible to avoid the determination that such a driver is in an abnormal state by requiring the driver to hold the steering wheel.

[0010] To address this issue, the steering level adjustment device modifies the lane keeping assist steering level such that the vehicle travels within its lane in a state where the lane keeping capability of the vehicle, which travels along the intended path of travel, is reduced when the preliminary determination by the preliminary determination device is made. In this way, the vehicle no longer travels along the path of travel desired by the driver, and the driver is therefore prompted to make steering wheel controls. As a result, the driver, who has been neglecting steering wheel controls, initiates steering wheel controls and no longer places excessive trust in the lane keeping assist control. Furthermore, for example, if the vehicle is caused to drift within its lane, a drowsy driver may be roused based on this movement of the vehicle.

[0011] The abnormality detection device determines whether the condition in which the driver is predicted to be in the abnormal condition has continued until the preset time limit after the lane keeping assist control level has been changed by the control level change device, and establishes that the driver is in the abnormal condition if the condition in which the driver is predicted to be in the abnormal condition has continued until the set time limit.In this case, the abnormality detection device detects the "state in which the driver is expected to be in the abnormal state" and can be used to detect this state, a state (non-driving operation state) in which the driver does not perform the operations to drive the vehicle, including, for example, the operation of the steering wheel. Furthermore, for example, so-called "driver monitoring technology," disclosed in Japanese patent application number 2013-152700, and the like, can be used. Additionally, it can be used to detect a state in which the driver does not perform the operation of a confirmation button, even when prompted to do so, and the like.

[0012] Furthermore, the time limit, as in "until the preset time limit", can be a time limit at which any event occurs, and time limits such as "until a preset continuous period elapses", "until the vehicle speed decreases to a vehicle speed equal to or less than a set vehicle speed", or "until the vehicle speed decreases to a vehicle speed equal to or less than a set vehicle speed and a preset continuous period elapses" can be used.

[0013] As a result, a driver who neglects steering wheel controls and engages in hands-free driving can be excluded, and the determination that the driver is in an abnormal state can be established. The abnormal driving control unit executes the abnormal driving control, which is the driving control for risk avoidance, based on the determination that the driver is in an abnormal state.

[0014] As a result, according to one embodiment of the present invention, it can be avoided that the driver performs hands-free driving, thereby making it suitable to determine the abnormal condition of the driver.

[0015] In this case, the abnormal time-of-flight control device may be configured to brake the vehicle at a set deceleration in order to bring it to a stop (S20 and S33). As a result, the vehicle can be brought to a safe stop.

[0016] Furthermore, the abnormal driving time control device can be configured to change the lane keeping assist control level from a previous level that is reduced in lane keeping performance to a level that is increased in lane keeping performance (S19, S43, and S52). As a result, the vehicle can be made to travel along the intended path of travel, thereby avoiding a collision with another vehicle traveling in an adjacent lane or other problems.

[0017] A feature of an embodiment of the present invention is that the control level change device is configured to reduce the lane keeping assist control level from a lane keeping assist control level before the preliminary determination is made (S15 and S42) when the preliminary determination device makes the preliminary determination.

[0018] According to one embodiment of the present invention, when the preliminary determination device makes such a preliminary determination that the driver is in an abnormal state, the control level adjustment device reduces the lane keeping assist control level from the level before the preliminary determination is made. As a result, the vehicle is less likely to move along the intended path of travel and will oscillate within the lane. Therefore, the driver, who has not lost control, reacts in a way to change the vehicle's state of travel. For example, the driver begins to operate the vehicle, such as steering wheel, brake pedal, or accelerator pedal. Alternatively, the driver may consciously change their pose or posture, and so on.Therefore, the determination of the driver's abnormal condition can be based on the presence or absence of a response from the driver. As a result, if the state of no response from the driver continues until the condition for determining abnormality is met, the determination that the driver is in an abnormal condition can be made.

[0019] A feature of an embodiment of the present invention is that the lane keeping assist device is configured to calculate the lane keeping assist control magnitude (θLKA*), including: a curve control magnitude K1 × v), which is calculated based on a curve of the intended travel line; a distance difference control magnitude (K3 × Dc), which is calculated based on a distance difference in a road width direction between the intended travel line and a position of the vehicle; and a yaw angle difference control magnitude (K2 × θy), which is calculated based on a difference angle between a direction of the intended travel line and a direction of the vehicle, and The control level adjustment device is designed to reduce the lane keeping assist control level by reducing the distance differential control level and the yaw angle differential control level more than the curve control level.

[0020] According to one embodiment of the present invention, the lane keeping assist control level calculated by the lane keeping assist device comprises the curve control level, which is calculated based on the curve or curvature of the intended travel line; the distance differential control level, which is calculated based on the distance difference in the road width direction between the intended travel line and the vehicle's position; and the yaw angle differential control level, which is calculated based on the difference angle between the direction of the intended travel line and the direction of the vehicle. The control level adjustment device reduces the lane keeping assist control level by reducing the distance differential control level and the yaw angle differential control level more than the curve control level. Therefore, the vehicle can be made to oscillate appropriately within the lane in such a way that it does not deviate from the lane.

[0021] In this case, the control magnitude adjustment device can be configured to reduce the distance differential control magnitude and the yaw angle differential control magnitude, and to avoid a reduction in the curve control magnitude.

[0022] A feature of an embodiment of the present invention is that the control level change device is configured to avoid changing the lane keeping assist control level when a detection level with which the lane keeping assist device is able to detect the road is equal to or greater than a threshold value.

[0023] According to one embodiment of the present invention, the control level adjustment device avoids changing the lane keeping assist control level when the detection level at which the lane keeping assist system is able to detect the road is equal to or less than the threshold. The detection level at which the road can be detected can be a distance to a detected white line, or the like. In this case, if the distance to the detected white line is equal to or less than a threshold, the vehicle tends to swerve within the lane even if the lane keeping assist control level is not changed. Therefore, in this case, the control level adjustment device avoids changing the lane keeping assist control level. As a result, the vehicle's lane keeping performance is not excessively reduced.

[0024] One feature of an embodiment of the present invention is that the vehicle control unit further comprises: a lane departure warning device ( 10 and 60 ) for detecting the road ahead of the vehicle, calculating a lane departure warning control extent (θLDA*) to provide driving assistance to the driver such that the vehicle does not deviate from either end of the road, and performing steering control for the vehicle based on the lane departure warning control extent, and an operating device ( 18 ), which is to be used by the driver to select whether each of the lane keeping assist system and the lane departure warning system is to be operated, and wherein the control level change device is configured to terminate operation of the lane keeping assist device (S42) when the preliminary determination has been made by the preliminary determination device in a state in which the operations of the lane keeping assist device and the lane departure warning device have been selected by the control device.

[0025] According to one embodiment of the present invention, a lane departure warning system and an operating device are provided. The lane departure warning system detects the road ahead of the vehicle, calculates the lane departure warning control input to provide driving assistance to the driver such that the vehicle does not deviate from either end of the road (does not veer outside the white lines), and executes the steering control for the vehicle based on the lane departure warning control input. The driver uses the operating device to select whether each of the lane keeping assist system and the lane departure warning system is to be operated.

[0026] The steering level adjustment device stops the operation of the lane keeping assist system (reduces the lane keeping assist steering level to zero) when the preliminary determination by the preliminary determination device is made in a state where the operation of the lane keeping assist system and the lane departure warning system has been selected by the control unit. As a result, the vehicle can be made to oscillate appropriately within the lane in such a way that the vehicle does not deviate from the lane.

[0027] A feature of an embodiment of the present invention is that the control dimension change device is configured to operate the lane departure warning device and to stop the operation of the lane keeping assist device (S42) when the preliminary determination by the preliminary determination device is in a state in which the operation of the lane keeping assist device has been selected and the operation of the lane departure warning device has not been selected by the control device.

[0028] According to one embodiment of the present invention, the control level change device operates the lane departure warning device and stops the operation of the lane keeping assist device (reduces the lane keeping assist control level to zero) when the preliminary determination by the preliminary determination device is in a state where the operation of the lane keeping assist device has been selected and the operation of the lane departure warning device has not been selected by the control device. As a result, the vehicle can be made to oscillate appropriately within the lane so that the vehicle does not deviate from the lane.

[0029] For the purposes of this description, reference numerals used in the embodiments of the present invention are enclosed in parentheses in the preceding description and are assigned to each individual feature of the invention according to the embodiments. However, each individual feature of the invention is not limited to the embodiments defined by the reference numerals. Brief description of the drawings

[0030] Fig. Figure 1 is a schematic configuration diagram to illustrate a vehicle control unit according to an embodiment of the present invention.

[0031] Fig. Figure 2 is a top view to illustrate a left white line, a right white line, a target movement line, and a curve radius.

[0032] Fig. Figure 3 is a diagram illustrating a lane keeping assist control system.

[0033] Fig. Figure 4 is a diagram illustrating a lane departure warning control system.

[0034] Fig. Figure 5 is a flowchart illustrating an abnormality time-assist control routine according to a first embodiment of the present invention.

[0035] Fig. Figure 6 is a flowchart illustrating the abnormality time-assist control routine according to a second embodiment of the present invention.

[0036] Fig. Figure 7 is part of a flowchart illustrating a modified example of an abnormality assessment according to the second embodiment.

[0037] Fig. Figure 8 is a flowchart illustrating the abnormality time-assist control routine according to a third embodiment of the present invention.

[0038] Fig. Figure 9 is a flowchart illustrating the abnormality time-assist control routine according to the third embodiment.

[0039] Fig. Figure 10 is part of a flowchart illustrating a modified example of a white line detection deficiency handling or treatment, which is to be applied in the first and second embodiments.

[0040] Fig. Figure 11 is part of a flowchart illustrating a modified example of white line detection deficiency management or treatment, which is to be applied in the third embodiment.

[0041] Fig. Figure 12 is a timing diagram illustrating an abnormality time-assistance control processing according to a fourth embodiment of the present invention. Detailed description of the preferred embodiment

[0042] With reference to the attached drawings, a vehicle control unit according to exemplary embodiments of the present invention is described below.

[0043] As in Fig. Figure 1 illustrates the vehicle control unit according to the embodiments of the present invention applied to a vehicle (hereinafter also referred to as “own vehicle” (“host vehicle”) to distinguish it from other vehicles) and comprises a driver assistance ECU. 10 , a machine ECU 30 , a brake ECU 40 , and an electric parking brake ECU 50 , a steering ECU 60 , a measuring instrument ECU 70 , an alarm ECU 80 , and a body ECU 90 .

[0044] These ECUs are electronic control units, each of which includes a microcomputer as its main component. They are interconnected to transmit and receive information via a Controller Area Network (CAN) (not shown). The microcomputer within this unit comprises a CPU, ROM, RAM, non-volatile memory, an I / F interface, and the like. The CPU executes instructions (programs and routines) stored in the ROM to perform various functions. Some or all of these ECUs may be integrated into a single ECU.

[0045] The driver assistance ECU is connected to the sensors (including switches) listed below and is configured to receive sensing or output signals from these sensors. Alternatively, each sensor can be connected to an ECU other than the driver assistance ECU. 10be connected. In this case, the driver assistance ECU receives the signal. 10 The sensor's detection signal or output signal is transmitted from the ECU to which the sensor is connected via CAN.

[0046] An accelerator pedal input amplitude sensor 11 is designed to measure the operating degree (accelerator pedal opening degree) AP of an accelerator pedal 11a to detect the vehicle's own speed and output a signal representing the accelerator pedal input level (AP).

[0047] A brake pedal operating range sensor 12 is designed to provide an operating dimension BP of a brake pedal 12a to detect the vehicle's own movement and output a signal representing the brake pedal operating range BP.

[0048] A stop light switch 13 is set up to output a low-level signal (Low, Lo) when the brake pedal is pressed. 12awhen not pressed (not operated), and to output a high-level signal (High, Hi) when the brake pedal is pressed. 12a is being operated (operated).

[0049] A steering angle sensor 14 is designed to detect a steering angle θ of its own vehicle and output a signal representing the steering angle θ.

[0050] The steering torque sensor 15 is designed to detect a steering torque Tra applied to a steering shaft US of its own vehicle by steering a steering wheel SW and to output a signal representing the steering torque Tra.

[0051] A vehicle speed sensor 16 is designed to detect the movement speed SPD (vehicle speed) of the own vehicle and to output a signal representing the vehicle speed SPD.

[0052] A radar sensor 17aIt is designed to obtain information about the road ahead and three-dimensional (3D) objects that exist on the road. The 3D objects are moving objects, such as pedestrians, bicycles, or motor vehicles, or stationary objects, such as power poles, trees, or guardrails. These 3D objects are also referred to as "objects" here.

[0053] The radar sensor 17a includes a “radar transmission / receiving section and a signal processing section” (neither of these are shown).

[0054] The radar transmission / receiving unit is designed to transmit a radio wave in a millimeter wave band (hereinafter referred to as "millimeter waves") into a peripheral region of the vehicle, including a region in front of the vehicle, and receives a millimeter wave (namely a reflected wave) that is reflected by an object existing in the transmission area.

[0055] The signal processing section is designed to obtain an inter-vehicle distance (longitudinal distance), a relative speed, a transverse distance (lateral distance), a relative transverse speed (relative lateral speed), and the like for each of the detected objects at predetermined time periods based on a phase difference between the transmitted millimeter wave and the received reflected wave, an attenuation level of the reflected wave, a period from the transmission of the millimeter wave to the reception of the reflected wave, and the like.

[0056] A camera device 17b includes a “stereo camera and an image processing unit” (neither of which is shown).

[0057] The stereo camera is set up to capture scenes from both a left-hand area and a right-hand area in front of the vehicle, thus obtaining a pair of left and right parts or elements of image data.

[0058] The image processing section is designed to calculate and output the presence / absence of objects, relative relationships between the vehicle and objects, and the like, based on the pair of left and right parts of image data obtained by the stereo camera.

[0059] The driver assistance ECU 10 is designed to establish a relative relationship between the vehicle's own vehicle and the object detected by the radar sensor 17a is obtained, and a relative relationship between the vehicle itself and the object seen by the camera device 17bThe information obtained is combined or assembled, thereby determining a relative relationship (object information) between the vehicle and the object. Furthermore, the driver assistance ECU... 10 set up to obtain lane markers (hereinafter referred to simply as "white lines"), for example the left and right white lines of the road based on the pair of left and right elements of image data (street image data) captured by the camera 17b are obtained, thereby determining the shape of the road (curve radius, which represents the degree of the curve or curvature of the road), a positional relationship between the road and the vehicle, and the like. Furthermore, the driver assistance ECU can 10 also obtain information regarding whether a roadside wall exists or not, based on the data provided by the camera device. 17b obtained image data.

[0060] A control switch or operating switch 18 is a switch operated by the driver. The driver operates the control switch. 18 , to select whether or not to activate lane keeping assist (LKA). The driver also operates the control switch. 18 , to select whether or not to execute a lane departure warning (LDA) system. The driver also operates the control switch. 18 , to select whether or not to execute adaptive cruise control (ACC).

[0061] A confirmation button 19 is located in a position accessible to the driver and is designed to output a low-level signal when the confirmation button is pressed. 19 is not operated, and to output a high-level signal when the confirmation button is pressed. 19 for operation.

[0062] The driver assistance ECU10 It is configured to be capable of performing lane keeping assist control, lane departure warning control, and adaptive cruise control control. Furthermore, as described below, it is the driving assistance ECU. 10 designed to determine whether the driver is in an abnormal condition in which the driver has lost the ability to drive the vehicle, and to perform various types of control to carry out appropriate processing when it is determined that the driver is in the abnormal condition.

[0063] The machine ECU 30 is equipped with a machine actuator 31 connected. The machine actuator 31 is an actuator for changing the operating state of an internal combustion engine 32 In this example, the internal combustion engine 32A gasoline engine with fuel injection, spark plug ignition, and multiple cylinders, and includes a throttle valve for adjusting the intake air volume. The engine actuator 31 It includes at least one throttle valve actuator for changing the opening degree of the throttle valve. The machine's ECU 30 can the machine actuator 31 control, thereby generating a combustion engine 32 The torque generated by the internal combustion engine is changed. 32 The generated torque is transmitted to drive wheels (not shown) via a gearbox (not shown). Therefore, the machine's ECU can 30 the machine actuator 31 control in order to control a driving force of the vehicle, thereby changing an acceleration state (acceleration).

[0064] The brake ECU 40 is equipped with a brake actuator 41The brake actuator is connected in a hydraulic circuit between a master cylinder (not shown), which is designed to pressurize a working fluid when a brake pedal is pressed, and a friction brake mechanism. 42 provided, which is located on the front / rear left / right wheels. The friction brake mechanism 42 includes a brake disc 42a , which is attached to the wheel, and a brake caliper 42b , which is attached to a vehicle body. The brake actuator 41 is designed to provide hydraulic pressure to a wheel cylinder located in the brake caliper 42b is integrated, according to an instruction from the brake ECU. 40 to adjust in order to use the hydraulic pressure to operate the wheel cylinder, thereby pressing a brake pad against the brake disc 42a The brake pedal is pressed, generating a friction braking force. This allows the brake ECU to... 40the brake actuator 41 control, which controls the braking force of the vehicle.

[0065] The electric parking brake ECU (hereinafter also referred to as “EPB-ECU”) 50 is equipped with a parking brake actuator (hereinafter also referred to as "PKB actuator") 51 connected. The PKB actuator 51 is an actuator for pressing the brake pad against the brake disc 42a , or is an actuator for pressing shoes against drums that rotate with the wheels when drum brakes are fitted. Therefore, the EPB-ECU can 50 the PKB actuator 51 used to apply parking brake forces to the wheels, thus holding the vehicle in a stationary position.

[0066] The steering ECU 60 is a control unit for a well-known electric power steering system and is equipped with a motor driver 61 connected. The motor driver 61 is equipped with a steering motor 62connected. The steering motor 62 is integrated into a “steering mechanism including the steering wheel, a steering shaft coupled to the steering wheel, a steering gear mechanism, and the like” (not shown) of the vehicle. The steering wheel motor 62 can use electrical energy supplied by the motor driver 61 The torque supplied to generate a torque can be used to apply a steering assist torque and to steer steered wheels left and right.

[0067] The measuring instrument ECU 70 is connected to a digital display type measuring instrument (not shown) and is also equipped with hazard lamps 71 and stop lamps 72 connected. The measuring instrument ECU 70 can the hazard lights 71 flashing or blinking lights and the stop lights 72 switch on according to an instruction from the driver assistance ECU 10 .

[0068] The alerting ECU 80 is with a buzzer 81 and a display device 82 connected. The alerting ECU 80 is set up to be able to register the buzzer 81 to sound a sound in accordance with an instruction from the driver assistance ECU 10 , thereby attracting the driver's attention. The alarm ECU 80 It can also activate a marker (for example, a warning light) to draw attention to the display device. 82 To excite, it can display a warning message and can indicate an operating status of the driver assistance control.

[0069] The body ECU 90 is equipped with a door locking device 91 and a horn 92 connected. The body ECU 90 is set up to be able to operate the door locking device or door locking device. 91to unlock according to an instruction from the driver assistance ECU 10 Furthermore, the body ECU 90 set up to use the horn 92 to sound a sound in accordance with an instruction from the driver assistance ECU 10 . <Steuerverarbeitung, die durch die Fahrunterstützungs-ECU 10 is executed>

[0070] A description is given below of a control processing operation carried out by the driver assistance ECU. 10 to be executed. The driver assistance ECU 10 is set up to provide an abnormal time trial support control routine ( Fig. 5) to be executed, as described below, when both Lane Keeping Assist (LKA) and Adaptive Cruise Control (ACC) are running. Therefore, a description of Lane Keeping Assist and Adaptive Cruise Control is given first. Furthermore, in a modified example described below, the driver assistance ECU can be used. 10 It is set up to start the Lane Departure Alert (LDA) control during the execution of the abnormal time-of-flight assist control routine, and therefore a description of the Lane Departure Alert control is also given. <spurhalteassistenzsteuerung>

[0071] The lane keeping assist control (hereinafter referred to as "LKA") applies steering torque to the steering mechanism in such a way as to maintain the vehicle's position close to the intended path of travel within a "lane" (travel path) in which the vehicle is moving, thereby assisting or supporting the driver's steering input. The LKA itself is widely known (see, for example, Japanese patent application no. 2008-195402, Japanese patent application no. 2009-190464, Japanese patent application no. 2010-6279, and Japanese patent no. 4349210). Therefore, a brief description of the LKA is given below.

[0072] The driver assistance ECU 10 is set up to execute the LKA when the LKA is activated by operating the control switch 18 is requested. In particular, it recognizes (obtains) how in Fig. Figure 2 illustrates when the LKA is requested, the driver assistance ECU 10 the “left white line LL and the right white line LR” of the lane in which the vehicle is moving, based on the information provided by the camera device 17b The transmitted image data determines a central position of this pair of white lines as a target movement line Ld. Furthermore, the driving assistance ECU 10 It is set up to calculate a curve radius (curve shape radius) R of the desired travel line Ld and a position and direction of the vehicle within the travel lane, which is separated by the left white line LL and the right white line LR. Then, as in Fig. Figure 3 illustrates the driver assistance ECU 10 a distance Dc (hereinafter referred to as “central distance or center distance Dc”) between a front-end central position of the own vehicle C and the desired line of travel Ld in a road width direction and a difference angle θy (hereinafter referred to as “yaw angle θy”) between the direction of the desired line of travel Ld and the direction of travel of the own vehicle C.

[0073] Furthermore, the driver assistance ECU calculates 10 A target steering angle θLKA* with a predetermined calculation cycle based on the central distance Dc, the yaw angle θy, and the road curve shape v (= 1 / curve radius R) according to expression (1). In expression (1), K1, K2, and K3 are control gains. The target steering angle θLKA* is a steering angle set such that the vehicle can move along the target path of travel Ld. θLKA* = K1 × v × K2 × θy + K3 × Dc (1)

[0074] The driver assistance ECU 10 is set up to send a command signal representing the target steering angle θLKA* to the steering ECU 60 to output. The steering ECU 60 is designed to connect a control unit or drive control unit to the steering motor 62 to apply so that the steering angle follows the target steering angle θLKA*. In this case, the driving assistance ECU calculates 10 A target torque for achieving the target steering angle θLKA* with a predetermined calculation cycle based on the target steering angle θLKA* and an actual steering angle. For example, the driver assistance ECU stores 10 A lookup table (reference table, value table) is used to predetermine or pre-specify a relationship between the target torque and the difference between the target steering angle θLKA* and the actual steering angle, and the target torque is calculated by referencing this table. The driving assistance ECU 10 The steering ECU is then used. 60 , in order to connect a control unit or drive control unit to the steering motor 62 to apply in such a way as to achieve the target torque at the steering motor 62 to generate. The steering angle θ, which is determined by the steering angle sensor, can be considered the actual steering angle. 14 is detected, or a sensor reading is used for direct detection of the steering angle of the steered wheel.

[0075] In this example, one control parameter used for the LKA is the target steering angle θLKA*, but it can also be a target yaw rate or a target lateral acceleration of the vehicle itself instead of the target steering angle θLKA*. In other words, the left side of expression (1) can be the target yaw rate or the target lateral acceleration. In this case, for example, the driver assistance ECU outputs 10 It receives a signal from a yaw rate sensor or a lateral acceleration sensor (not shown) and calculates a difference between the target yaw rate and an actual yaw rate (a reading from the yaw rate sensor), or a difference between the target lateral acceleration and an actual lateral acceleration (a reading from the lateral acceleration sensor). The driving assistance ECU then refers to this. 10 a lookup table or value table to prescribe a relationship between such a difference and the target torque, whereby the target torque is calculated.

[0076] The LKA (Linear Control Assistance) assists the driver by ensuring that the vehicle's position moves along the target movement line Ld. Therefore, even when the LKA is in operation, hands-free driving is not permitted, and the driver must hold the steering wheel SW. The LKA has thus been combined.

[0077] A functional part of the driving support ECU 10 The LKA (Lane Keeping Assistance Device) is designed to perform a lane keeping assist device according to the present invention. <Spurverlassalarmierungssteuerung (LDA)>

[0078] The Lane Departure Warning (LDA) system controls the application of steering torque to the steering mechanism in such a way that the vehicle's position does not deviate outside its lane, thereby assisting or supporting the driver's steering. Furthermore, when the LDA is ready to be activated, the driver is alerted by a buzzer. 81 or the display device 82 Be warned. The LDA itself is widely known. Therefore, a brief description of the LDA is given below.

[0079] The driver assistance ECU 10 is set up to execute the LDA when the LDA is activated by operating the control switch 18 is requested. In particular, it recognizes (obtains) how in Fig. Figure 2 illustrates when the LDA is requested, the driver assistance ECU 10 the “left white line LL and the right white line LR” of the lane in which the vehicle is moving, based on the data from the camera device 17b transmitted image data, and calculates the curve radius R of the center line Ld, which is the center position of this pair of white lines. In particular, it calculates how in Fig. Figure 4 illustrates the driver assistance ECU. 10 The difference angle θy (hereafter referred to as the "yaw angle θy") between the direction of the centerline Ld and the direction in which the vehicle C is oriented. Furthermore, the driving assistance ECU calculates 10 The respective distances Ds (referred to as "lateral distances Ds") in the road width direction between the left front wheel of the vehicle C and the left white line LL and between the right front wheel and the right white line LR. Fig. Figure 4 illustrates only the lateral distance Ds between the right front wheel and the right white line LR. In this case, there are two lateral distances Ds, left and right; however, only the lateral distance Ds in the direction in which the vehicle is expected or predicted to deviate from the track—namely, a direction characterized by the yaw angle θy—must be used to calculate the LDA's steering input.

[0080] The driver assistance ECU 10 is configured to calculate a target steering angle θLDA* with a predetermined calculation cycle according to expression (2). The target steering angle θLDA* is a steering angle set such that the vehicle does not deviate outside the white line. θLDA* = K4 × v + K5 × θy + K6 × Ds' (2)

[0081] For this purpose, K4, K5, and K6 are each steering gains. Additionally, v is the road curvature (= 1 / R). Furthermore, Ds' is set according to the lateral distance Ds. That is, Ds' is set to decrease when the front wheel, which exists within the white line relevant to the abandonment alarm (on a midpoint of the road), deviates inwards from the white line (as Ds increases), and set to increase when the front wheel, which exists outside the white line relevant to the abandonment alarm, deviates outwards from the white line.

[0082] The driver assistance ECU 10 is set up to output a command signal representing the target steering angle θLDA* to the steering ECU 60 to output. The steering ECU 60 is set up to control the steering motor 62 to be applied in such a way that the steering angle follows the target steering angle θLDA*. In this case, the driving assistance ECU calculates 10 as in the case where the LKA is executed, the target steering torque is calculated with a predetermined calculation cycle based on the target steering angle θLDA* and the actual steering angle, and the steering ECU is used. 60 , to control the steering motor 62 to apply in such a way as to achieve the target torque at the steering motor 62 to produce.

[0083] The control parameter used for the LDA in this example is the target steering angle θLDA*, but it can be a target yaw rate or a target lateral acceleration instead of the target steering angle θLDA*. In other words, the left side of expression (2) can be the target yaw rate or the target lateral acceleration of the vehicle itself. In this case, for example, the driver assistance ECU outputs 10 The system receives the signal from the yaw rate sensor or the lateral acceleration sensor (not shown) and calculates a difference between the target yaw rate and the actual yaw rate (the yaw rate sensor reading), or a difference between the target lateral acceleration and the actual lateral acceleration. The driving assistance ECU then uses this information. 10 a table of values ​​for prescribing a relationship between such a difference and the target torque, whereby the target torque that is applied to the steering motor 62 The LDA is calculated to be generated. The LDA was thus summarized.

[0084] A functional part of the driving support ECU 10 The implementation of the LDA corresponds to a lane departure warning device according to the present invention. <Abstandsregeltempomatsteuerung (ACC)>

[0085] Adaptive cruise control (hereinafter referred to as "ACC") is a system that allows a vehicle to follow a vehicle traveling directly in front of it, while maintaining a predetermined distance between the vehicle and the vehicle ahead, based on object information. ACC itself is widely known (for example, see Japanese patent application number 2014-148293, Japanese patent application number 2006-315491, Japanese patent number 4172434, and Japanese patent number 4929777). Therefore, a brief description of ACC is given below.

[0086] The driver assistance ECU 10 is set up to execute ACC when ACC is activated by operating the control switch. 18 is requested.

[0087] In particular, the driver assistance ECU 10 designed to select a follow-up target vehicle based on the object information provided by the radar sensor 17a and the camera device 17b This is achieved when ACC is requested. For example, the driver assistance ECU determines 10 The system determines whether a relative position of the detected object (n), identified and characterized by a lateral distance Dfy(n) and an inter-vehicle distance Dfx(n) of the object (n), exists within a target vehicle area that is predefined such that the lateral distance decreases when the inter-vehicle distance increases. The system then selects... 10 The object (n) is identified as the next target vehicle if the relative position of the object in the next target vehicle area exists for a period equal to or greater than a predetermined period.

[0088] Furthermore, the driver assistance ECU calculates 10 A target acceleration Gtgt according to one of expressions (3) and (4). In expressions (3) and (4), Vfx(a) is a relative velocity of a following target vehicle (a), k1 and k2 are predetermined positive gains (coefficients), and ΔD1 is an intervehicle distance difference (= Dfx(a) – Dtgt) obtained by subtracting the target intervehicle distance Dtgt from an intervehicle distance Dfx(a) of the following target vehicle (a). The target intervehicle distance Dtgt is obtained by multiplying a target intervehicle period Ttgt, which is set by the driver using the control switch. 18 The SPD is calculated using the vehicle speed of the vehicle itself (i.e., Dtgt = Ttgt·SPD).

[0089] The driver assistance ECU 10 Expression (3) is used to determine the target acceleration Gtgt when the value (k1·ΔD1 + k2·Vfx(a)) is positive or “0”. ka1 is a positive gain (coefficient) for acceleration and is set to a value equal to or less than “1”.

[0090] The driver assistance ECU 10 The expression (4) is used to determine the target acceleration Gtgt when the value (k1·ΔD1 + k2·Vfx(a)) is negative. kd1 is a gain (coefficient) for deceleration and is set to “1” in this example. Gtgt (for acceleration) = ka1·(k1·ΔD1 + k2·Vfx(a)) (3) Gtgt (for delay) = kd1·(k1·ΔD1 + k2·Vfx(a)) (4)

[0091] If an object does not exist in the target vehicle area, the driver assistance ECU determines 10 The target acceleration Gtgt is based on a “target speed which is preset according to the target inter-vehicle distance Ttgt” and the vehicle speed SPD of the own vehicle such that the vehicle speed SPD matches the target speed.

[0092] The driver assistance ECU 10 uses the machine's ECU 30 , to the machine actuator 31 to control and uses the brake ECU as needed. 40 , to the brake actuator 41 to control the vehicle so that its acceleration matches the target acceleration Gtgt. The ACC was thus combined. <Abnormitätszeitfahrunterstützungssteuerungsroutine>

[0093] A description is given below of an abnormal driving assistance control processing operation carried out by the driving assistance ECU. 10 to be carried out. Fig. Figure 5 is a flowchart illustrating an abnormal time-of-flight driving assistance control routine implemented by the driving assistance ECU. 10 to be executed. If the driver assistance ECU 10 The driver assistance ECU executes both the LKA and the ACC. 10 The abnormality time-assistance control routine runs in parallel with both the LKA and the ACC.

[0094] When the abnormal time-of-flight assist control routine starts, the assist ECU sets up in step S11. 10 The driver's state is set to "normal". During this abnormality time-assistance control routine, processing is determined according to the driver's state; however, the driver's state is not set when the routine starts. Therefore, in step S11, the driver's state is set to "normal", which also serves as an initial setting.

[0095] Then, in step S12, the driver assistance ECU 10 The steering angle control (LKA) is set to a "normal operating mode." The LKA's operating mode is divided into "normal operating mode" and a "weaker operating mode," and one of these modes is selected for execution. "Normal operating mode" is an operating mode in which the steering angle is controlled to allow the vehicle to move appropriately along the intended path, and the steering input is set according to expression (1). Conversely, compared to "normal operating mode," "weaker operating mode" is an operating mode in which the steering angle is controlled in such a way that it is unlikely the vehicle will move along the intended path. The LKA is set to "normal operating mode" as long as "weaker operating mode" is not selected.These two control operating modes for the LKA are not set according to the driver's preference and are set by this abnormal time-of-flight assist control routine.

[0096] The driver assistance ECU 10 The system is configured to execute the LKA (Load Control Action) in parallel with the abnormal time-of-flight support control routine. Therefore, in step S12, the control mode of the LKA, which is executed in parallel with the abnormal time-of-flight support control routine, is set to "normal operating mode". This provides steering assistance to the driver, allowing the vehicle to move along the target path.

[0097] In step S13, the driving assistance ECU is then determined. 10 Whether a hands-free period, in which the steering wheel (SW) is not operated, continues or is maintained for a period equal to or longer than the first period. In other words, the driver assistance ECU measures 10 A hands-free continuation period, or hands-free continuation period, in which the steering wheel SW is not operated, is determined, and it is determined whether the hands-free continuation period is equal to or longer than the first period. For example, the state in which the steering wheel SW is not operated can be defined as the state in which a steering torque Tra, detected by the steering torque sensor, is "0". Therefore, in step S13, it is determined whether the continuation period in which the steering torque Tra is "0" is equal to or longer than the first period.

[0098] Measuring the manual release period requires only determining, using a predetermined calculation cycle, whether the steering torque Tra is "0", incrementing a timer value at each time Tra = 0, and resetting or clearing the timer value to zero at each time Tra ≠ 0. In this case, if the timer value reaches a value equal to or greater than the first period, the determination in step S13 is "Yes".

[0099] The driver assistance ECU 10 The determination in step S13 is repeated until the hands-free continuation period reaches the first period. If the hands-free continuation period reaches the first period after this processing has been repeated (Yes in step S13), the driver assistance ECU determines the following in step S14: 10 Preliminary determination that the driver is in the abnormal condition. As described below, the determination of whether or not the driver is in the abnormal condition is made in two stages, including the determination in step S14. A first determination is this determination in step S14. This determination is referred to as the “provisional determination,” and the driver’s condition at this event is referred to as the “provisional abnormality.”

[0100] If the driver is provisionally determined to be in the abnormal condition, the driver may actually have lost the ability to drive the vehicle, or the driver may have the ability to drive the vehicle but neglects steering wheel operation (performing hands-free operation or freehand operation).

[0101] Therefore, in step S15, the driving assistance ECU switches on. 10 The LKA's control mode changes from "normal mode" to "weaker mode" ("normal mode" → "weaker mode") to prompt the driver to operate the steering wheel in the latter case, where they neglect steering wheel controls. If the driver assistance ECU 10 When the LKA's control mode is set to the "weaker operating mode", the driving assistance ECU changes. 10 The control gain K2 and the control gain K3 in expression (1) are changed to values ​​smaller than those used in the “normal operating mode”. In other words, the control gain K2 of a yaw angle proportional term, which is proportional to the size (value) or magnitude of the yaw angle θy, and the control gain K3 of a mean-distance proportional term, which is proportional to the size (value) or magnitude of the mean-distance Dc, are changed to smaller values ​​compared to those used in the “normal operating mode”.

[0102] For example, if the values ​​in the “normal operating mode” of the control gain K2 and the control gain K3 are designated by a normal control gain K2a and a normal control gain K3a, and the values ​​in the “weaker operating mode” are designated by a weaker control gain K2b and a weaker control gain K3b, the weaker control gains K2b and K3b are represented, for example, as follows. K2b = 0.1 × K2a K3b = 0.1 × K3a

[0103] In this example, the weaker control gains K2b and K3b are each set to values ​​of 1 / 10 of the normal control gains K2a and K3a, but the degrees of weakness or attenuation can be set as desired.

[0104] Therefore, it is unlikely that, when the LKA's control mode is set to the "weaker operating mode," the vehicle will move along the intended path Ld compared to the "normal operating mode" and tend to wobble laterally (in the direction of road width). In this case, the control gain K1, which is a curve proportional term to the size (value) or magnitude of the road curve v (= 1 / curve radius R), is not changed. This is because, if the control gain K1 is reduced, the vehicle may deviate outside the left or right white line of the path when traveling on a curved road.Therefore, the vehicle can be made to wobble appropriately within the lane of travel without deviating outside the lane of travel by reducing only the control gain K2 and the control gain K3.

[0105] If the vehicle's state of motion changes in this way, it will no longer be moving along the desired path. Therefore, a driver who has not lost control of their vehicle will be prompted to take steering input. As a result, the driver, who had previously neglected steering, will begin to do so and will no longer place undue reliance on the vehicle's controls. Furthermore, for example, a dozing driver might be awakened by the vehicle's swaying motion.

[0106] Therefore, a driver who has not lost the ability to drive will react in some way to a change in the vehicle's state of motion, for example, by performing steering wheel operations. This might involve initiating an intentional driving operation such as applying the brake or accelerator pedals. Alternatively, the driver might intentionally change their posture or stance, and so on. Thus, it is possible to distinguish between the abnormal state in which the driver has lost the ability to drive and the state in which the driver neglects steering wheel operations, even if the driver is capable of driving, based on the presence or absence of the driver's reaction.

[0107] The driver assistance ECU 10 The LKA's control mode is set to the "weaker operating mode," and then, in step S16, it determines whether the driver is in a state of not performing any operations to drive the vehicle (non-driving operation state). This non-driving operation state is a state in which any parameter from a combination of at least one of the accelerator pedal input AP, the brake pedal input BP, the steering torque Tra, and a signal level from the stop light switch is not present. 13 ”, which changes due to an operation by the driver (input to a driving control element), does not change.

[0108] If the driver is in the non-driving operation state (Yes in step S16), the driving assistance ECU determines in step S17. 10 Whether the non-driving state has continued for a second period, which is a preset threshold. The non-driving state continuation period used in step S17 can be a continuation period after the preliminary determination (provisional determination) has been made, or a period that includes the hands-free continuation period measured in step S13. In the latter case, the second period is set to be longer than the first period.

[0109] If the continuation period of the non-driving operation state is less than the second period (No in step S17), the driving assistance ECU returns 10 with processing returning to step S16. In this way, the driver assistance ECU repeats 10 The processing takes place in steps S16 and S17 with a predetermined calculation cycle. In this state, the driver's condition, as determined by the driver assistance ECU, is... 10 is determined to remain “provisionally abnormal”.

[0110] If the driving operation is detected before the continuation period of the non-driving operation state reaches the second period (No in step S16), the driving assistance ECU returns 10 The processing returns to step S11. Therefore, the preliminary determination that the driver is in an abnormal condition is terminated, and the driver's condition is set to "normal". Furthermore, the LKA's control operating mode is reverted to "normal operating mode" ("weaker operating mode" → "normal operating mode").

[0111] For example, if the driver who has neglected steering wheel operation and is performing hands-free driving continues steering wheel operation as a result of the change in the vehicle's state of motion, a determination of "No" is made in step S16, and the preliminary determination that the driver is in the abnormal state is terminated.

[0112] On the other hand, if the movement state of the vehicle changes but the continuation period of the non-driving state reaches the second period (Yes in step S17), the driving assistance ECU 10 The processing continues to step S18 and determines that the driver is in an abnormal state. As a result, the driver's condition, as determined by the driver assistance ECU, is switched off. 10 is determined to change from "provisionally abnormal" to "abnormal". Then the driver assistance ECU 10 The processing continues to step S19 and switches the LKA's control mode to "normal operating mode" ("weaker operating mode" → "normal operating mode"). As a result, the vehicle can be made to move appropriately along the target movement line Ld.

[0113] In step S20, the driver assistance ECU then stops. 10 The ACC activates and brakes the vehicle with a pre-set constant target deceleration α. ​​In this case, the driver assistance ECU obtains 10 an acceleration of the vehicle itself from a change in vehicle speed (SPD) per unit period, based on the signal from the vehicle speed sensor 16 is obtained, and sends a command signal to the machine ECU to cause the acceleration to match the target acceleration α. 30 and the brake ECU 40 As a result, the vehicle can be decelerated with the constant target deceleration α. ​​Therefore, the deceleration control or braking control can be implemented in parallel with the LKA (Light Control Assistance).

[0114] Then, in step S21, the driver assistance ECU determines 10 Whether the driver is in the non-driving operation state, in which the driver is not performing any operations to drive the vehicle. If the driver is in the non-driving operation state, the driving assistance ECU determines in step S22 whether the driver is in the non-driving operation state. 10 Whether the vehicle has stopped or not is determined based on the vehicle speed SPD. If the vehicle has not stopped, the driver assistance ECU returns to normal. 10 The processing returns to step S20 and continues the deceleration control or braking control, which is a control processing of a deceleration or braking of the own vehicle with the target deceleration α.

[0115] If the driving operation is detected during the deceleration of the own vehicle (No in step S21), the driving assistance ECU returns to normal. 10 The processing returns to step S11. Therefore, the determination that the driver is in an abnormal state is terminated, and the driver's state is set to "normal". Furthermore, the LKA is set to "normal operating mode", and the deceleration control is stopped.

[0116] If the vehicle stops as a result of deceleration control while driving input is not detected (Yes in step S22), the driving assistance ECU closes 10 this routine.

[0117] With the aforementioned vehicle control unit according to this embodiment, if the driver's hands-free state continues for the first period while the LKA (Lane Control Assistance) is running, a preliminary determination is made that the driver is in an abnormal state, and the LKA's control mode is set to the "weaker operating mode." As a result, the vehicle may begin to swerve within its lane, and therefore the driver is prompted to perform steering wheel operations. Consequently, the driver, who has been neglecting steering, begins to operate the steering wheel and no longer places excessive trust in the LKA. When driving operations are initiated in this way, the preliminary determination that the driver is in an abnormal state is terminated.

[0118] On the other hand, if the LKA (Low-Calculation Acceleration) is set to the "weaker operating mode" but the non-driving state persists for one period equal to or longer than the second, the determination that the driver is in an abnormal state is made. Therefore, if the precision of the determination that the driver is in an abnormal state becomes high, the abnormality determination is triggered, and as a result of this determination, the abnormality time control is initiated. One element of the abnormality time control is the deceleration control, or braking control, of decelerating the vehicle with a constant target deceleration α, and another element is the LKA, which operates in "normal operating mode." In this way, the vehicle can be brought to a safe stop. <Verschiedene Modifikationsbeispiele>

[0119] In this embodiment, steps S16 and S21 determine whether the driver is in a non-driving-operating state or not. However, these determinations need only be abnormality determination processes of determining whether the driver has lost driving ability on this occasion or not, and other abnormality determination methods can be used.

[0120] For example, so-called “driver monitoring technology,” disclosed in Japanese patent application number 2013-152700, and the like, can be used as another example of a method for determining driver abnormalities. Specifically, a camera for imaging the driver is installed at an element (for example, a steering wheel or a pillar) in a vehicle cabin, and the driver assistance ECU 10 The driver assistance ECU uses the camera image to monitor the direction of the driver's line of sight or face. 10 determines that the driver is in the abnormal condition if the driver's line of sight or face is held for a predetermined period or longer in a direction in which the driver's line of sight or face is not normally directed for a long period during normal driving of the vehicle.

[0121] Another example of the abnormality detection procedure for the driver is the confirmation button. 19 can be used. In particular, the driver assistance ECU uses it. 10 an indicator and / or a sound to confirm the operation of the confirmation button 19 to demand at any time a set confirmation period T1 expires, and determines that the driver is in the abnormal state when the state in which the confirmation button is pressed 19 If the system is not operated, it will be maintained for a period equal to or longer than a set non-response period T2 that is longer than the set confirmation period T1. Any method other than these methods or procedures can be used to determine the abnormality for the driver.

[0122] In other embodiments (the second to fourth embodiments) described below, the abnormality determination procedures described above for the driver and the like can be used instead of the determination of non-driving operation. <Zweites Ausführungsbeispiel>

[0123] A description is given below of a vehicle control unit according to a second embodiment of the present invention. The vehicle control unit according to the second embodiment differs from the embodiment mentioned above only in that the driver assistance ECU 10 is set up to implement an abnormal time trial support control routine that is in Fig. 6 is illustrated, instead of the abnormality time-assist control routine described above ( Fig. 5), to execute.

[0124] In the following, the aforementioned embodiment will be referred to as a first embodiment of the present invention.

[0125] The second embodiment differs from the first in that the vehicle is started to decelerate or brake when the driver is provisionally determined to be in the abnormal state. A description is now provided by the abnormality time-assistance control routine ( Fig. 6) according to the second embodiment. The same processing as that of the first embodiment is carried out with the same step number in Fig. 6 is designated, and a description of it is omitted or only briefly given. The condition under which the abnormal time-assist control routine is executed according to the second embodiment is the same as that in the first embodiment.

[0126] If the hands-free period continues for a period equal to or longer than the first period (Yes in step S13), the driver assistance ECU determines 10 The system provisionally determines that the driver is in an abnormal state (step S14) and switches the LKA's control mode to the "weaker operating mode" (step S15). Then, in step S31, the driver assistance ECU stops. 10 The ACC activates and decelerates the vehicle with a constant initial target deceleration α1, which is preset. In this case, the driver assistance ECU indicates 10 to the machine ECU 30 and the brake ECU 40 A command signal is sent to cause the acceleration of the vehicle to match the initial target deceleration α1. As a result, the vehicle can be decelerated with the constant initial target deceleration α1. This initial target deceleration α1 is preferably a very gentle deceleration (deceleration with a small absolute value).

[0127] Then, in step S16, the driver assistance ECU determines 10 , whether the driver is in the non-driving operation state or not, and if the driver is in the non-driving operation state, it determines in step S32 whether the vehicle speed SPD of its own vehicle is equal to or less than a vehicle speed threshold SPDref that is preset.

[0128] If the vehicle speed SPD is greater than the vehicle speed threshold SPDref (No in step S32), the driving assistance ECU reverts to normal operation. 10 with processing returning to step S31. In this way, the driver assistance ECU repeats 10 The processing takes place in steps S31, S16, and S32 with a predetermined calculation cycle. Therefore, as long as the driver input is not detected, the acceleration control continues with the first target deceleration α1 until the vehicle speed SPD decreases to the vehicle speed threshold SPDref.

[0129] If the driving operation is detected before the vehicle speed SPD reaches the vehicle speed threshold SPDref (No in step S16), the driving assistance ECU returns to normal. 10 The processing returns to step S11. As a result, the preliminary determination that the driver is in an abnormal state is terminated, and the driver's state is set to "normal." For example, a dozing driver might be awakened by the vehicle decelerating or swerving. In this case, driving operations continue, and the driver's "provisionally abnormal" state is terminated.

[0130] If the vehicle speed SPD decreases to the vehicle speed threshold SPDref without the detection of driving operation (Yes in step S32), the driving assistance ECU in step S18 10 The system determines that the driver is in an abnormal state (step S18), and the LKA's control mode returns to "normal" mode (step S19). Then, in step S33, the driver assistance ECU switches off. 10 The target deceleration from the first target deceleration α1 to a second target deceleration α2 is a change (α1 → α2), which decelerates the vehicle. This second target deceleration α2 is set to a value that has a larger absolute value than the first target deceleration α1.

[0131] The driver assistance ECU 10 The system repeats the determinations in steps S21 and S22 while the vehicle is decelerating at the second target deceleration α2, and terminates the abnormality determination for the driver if driving operation is detected (No in step S21) before the vehicle comes to a complete stop. Conversely, if the vehicle comes to a stop without driving operation being detected, this routine is completed.

[0132] With the vehicle control unit according to the second embodiment as described above, if the driver's hands-free state continues for the first period, a preliminary determination is made that the driver is in the abnormal state, the control mode of the LKA (Light Control Unit) is set to the "weaker operating mode," and the deceleration control of the vehicle is started with the first target deceleration. As a result, as in the first embodiment, the vehicle may be caused to swerve within its lane. Therefore, in a state where the driver has not actually entered the abnormal state, the driver may be prompted to operate the steering wheel. Furthermore, it is possible to cause the driver to notice the deceleration or braking of the vehicle, thereby prompting the driver to, for example, perform the accelerator or...to react to accelerator pedal operation and the like. If the driver reacts, the determination that the driver is in an abnormal state can be terminated.

[0133] Furthermore, the deceleration or braking of the vehicle begins at the specified time when the driver is provisionally determined to be in the abnormal state, and the deceleration of the vehicle can therefore be started at the early specified time, resulting in an increase in safety.

[0134] According to the second embodiment, in step S32 the determination that the driver is in the abnormal state is made when the vehicle speed SPD decreases to the vehicle speed threshold SPDref, however, instead of this configuration as in step S17 according to the first embodiment, the continuation period of the non-driving operation state can be used to determine that the driver is in the abnormal state.

[0135] The preferred method is to determine that the driver is in an abnormal condition, within a time frame as described below. <Modifikationsbeispiel einer Abnormitätsfeststellungszeitvorgabe>

[0136] Fig. Figure 7 is part of a flowchart illustrating a section that begins with the processing of the abnormality time-assist control routine ( Fig. 6) is modified according to the second embodiment. In this modification example, a processing step, enclosed by the dashed line in the flowchart, is added. This modification example is hereafter referred to as an abnormality detection modification example.

[0137] If the driver's driving input is not detected, the driver assistance ECU delays. 10 The vehicle's own speed is reduced until the vehicle speed SPD decreases to the vehicle speed threshold SPDref, with the first target deceleration (steps S31, S16, and S32). Then, when the vehicle speed SPD reaches a speed equal to or less than the vehicle speed threshold SPDref (Yes in step S32), the driving assistance ECU determines 10 In step S17, whether the non-driving operation state continues for one period equal to or longer than the second period, which is the threshold that is preset.

[0138] If the continuation period of the non-driving state is less than the second period (No in step S17), the driving assistance ECU 10 The processing then proceeds to step S34 and sends a command signal to the machine's ECU. 30 and the brake ECU 40 to cause the vehicle to move at a constant speed equal to the current vehicle speed SPD, based on the signal from the vehicle speed sensor 16 This is achieved. As a result, the vehicle's movement state switches from deceleration to constant speed. If constant speed movement continues, the driving assistance ECU must 10 Simply store a vehicle speed when the deceleration mode switches to constant speed mode, and maintain that vehicle speed.

[0139] The driver assistance ECU 10 It issues the command signal to initiate the vehicle's movement at a constant speed and then returns to processing at step S16. If the non-driving state continuation period reaches the second period after this processing has been repeated (Yes in step S17), the driving assistance ECU sets the following in step S18: 10 The determination establishes that the driver is in an abnormal condition.

[0140] According to the abnormality detection time specification modification example, it is possible to reliably secure the period until the determination that the driver is in the abnormal state is established. In other words, if the vehicle speed at which the deceleration control starts with the first target deceleration α1 is low, the vehicle speed SPD is reduced to the vehicle speed threshold SPDref, resulting in an early time specification regarding the start of the deceleration control. However, according to this modification example, even in such a case, the driver assistance ECU 10 The vehicle is instructed to continue at a constant speed until the non-driving-operate state continuation period reaches the second period, thus determining the presence / absence of the non-driving-operate state. Therefore, once the abnormal driver state has been determined with high precision, the abnormal driving time control can be initiated. <Drittes Ausführungsbeispiel>

[0141] A description of a vehicle control unit according to a third embodiment of the present invention is given below. The vehicle control unit according to the third embodiment differs from the first and second embodiments mentioned above only in that the driver assistance ECU 10 is set up to implement an abnormal time trial support control routine that is in Fig. 8 or Fig. 9 illustrates how to execute the abnormality time-assist control routine of the first embodiment or the second embodiment.

[0142] While the first and second embodiments are configured to set the LKA control mode to the "weaker operating mode" if the driver's hands-free state continues for the first period, this third embodiment is configured to interrupt the LKA and execute the LDA instead. When the LKA and LDA are selected to be executed by the control switch, the driver assistance ECU performs 10 one in Fig. Figure 8 illustrates the abnormality time-assist control routine. If the LKA is selected to run, and the LDA is not selected by the control switch... 18 In order to be executed, the driver assistance ECU performs 10 an abnormal time trial support control routine as in Fig. 9 illustrates this.

[0143] The abnormal time-assist control routine, which is in Fig. As illustrated in Figure 8, it is set up to use steps S41, S42 and S43 instead of steps S12, S15 and S19 of the abnormal time trial support control routine ( Fig. 6) according to the second embodiment. In addition, the abnormal time-assist control routine, which is in Fig. 9 is illustrated, set up to use steps S51, S42 and S52 instead of steps S12, S15 and S19 of the abnormal time-assist control routine ( Fig. 6) according to the second embodiment. The other processing is the same as that of the second embodiment and therefore the same step numbers apply in Fig. 9 is assigned, and a description of it is omitted or briefly given. This change in processing can also be applied to the first embodiment.

[0144] When ACC, LKA, and LDA are selected to be executed via control switch S18, the driver assistance ECU starts. 10 the in Fig. Figure 8 illustrates the abnormal time-based driving assistance control routine. In step S41, the driving assistance ECU sets 10 The LKA and the LDA are switched ON, in other words, the LKA and the LDA are put into an activation / authorization state, as by the operating switch. 18 set. When the LKA and LDA are set to ON, the driver assistance ECU switches 10 between the LKA and the LDA, in order to execute both according to the position of the vehicle relative to the lane of travel. That is, the driver assistance ECU. 10 The LKA is executed while the vehicle is not close to the left and right white lines, and the LDA is executed only if the vehicle approaches the left or right white line for any reason and may veer outside the lane.

[0145] Immediately after this routine starts, the LKA and LDA are set to ON, and therefore, no processing of a change to this setting is performed in step S41. Consequently, steering control is applied to the vehicle itself to move along the target path defined by the LKA.

[0146] If the hands-free period continues for a period equal to or longer than the first period (Yes in step S13), the driver assistance ECU determines 10 The system provisionally determines that the driver is in an abnormal state (step S14) and causes the processing to proceed to step S42. In step S42, the driver assistance ECU determines 10 The LKA (Low-Speed ​​Control) is set to OFF (in other words, the LKA's steering input is reduced to zero). The LDA (Low-Speed ​​Dynamic Control) remains in the ON position. As a result, the vehicle, which has been moving along the intended path, will deviate from it. In this case, the LDA intervenes, and steering input is applied to the vehicle to prevent it from veering outside (beyond the white line) the lane. Therefore, the vehicle continues to move, weaving between the left and right white lines.

[0147] Therefore, the driver, who has not lost the ability to drive, is instructed to operate the steering wheel. As a result, the driver who had neglected steering will begin to do so and will no longer place too much trust in the police. Furthermore, a dozing driver, for example, can be awakened by the vehicle's swaying motion.

[0148] The following step, S31, involves the driver assistance ECU. 10 The ACC is activated and decelerates the vehicle with the constant initial target deceleration α1, which is preset, and determines in step S16 whether the driver is in the non-driving operation state or not. If the driver is in the non-driving operation state, the driving assistance ECU determines in step S32 10 , whether the vehicle speed SPD is equal to or less than the vehicle speed threshold SPDref, which is preset or not.

[0149] If the vehicle speed SPD is greater than the vehicle speed threshold SPDref (No in step S32), the driving assistance ECU reverts to normal operation. 10 with processing returning to step S31. In this way, the driver assistance ECU repeats 10 the processing in steps S31, S16 and S32 with a predetermined calculation cycle.

[0150] If the driver continues or resumes driving controls in response to the change (swaying and deceleration / braking) in the movement state, the determination in step S16 is "No," and the processing returns to step S11. Therefore, the preliminary determination that the driver is in the abnormal state is terminated, and the driver's state is set to "normal." Additionally, in step S41, the LKA (Location Control Action) returns to the ON setting. As a result, the vehicle can be made to move appropriately along the target movement line Ld.

[0151] On the other hand, if the vehicle speed SPD decreases to the vehicle speed threshold SPDref without the detection of driving operation (Yes in step S32), the driving assistance ECU 10 In step S18, the determination is made that the driver is in the abnormal state (step S18), and in step S43, the LKA returns to the ON setting. Then the driver assistance ECU performs 10 A processing operation starts at step S33. Therefore, the vehicle can be decelerated or braked with the second target deceleration α2 to come to a stop, while the vehicle is made to move appropriately along the target movement line Ld.

[0152] A description is given below of a case in which the operating switch was used. 18 The LKA is selected to be executed, and the LDA is not selected to be executed.

[0153] If using the control switch 18 If ACC and LKA are selected to be executed, and LDA is selected not to be executed, the driver assistance ECU starts. 10 the in Fig. Figure 9 illustrates the abnormal time-of-flight driving assistance control routine. In step S51, the driving assistance ECU sets 10 The LKA is set to ON and the LDA to OFF, as indicated by the operating switch. 18 Disabled. In this case, the driver assistance ECU takes over. 10 Only the LKA (Local Control Unit) is used. As a result, the steering control is applied to the vehicle itself to move along the target movement line Ld.

[0154] If the hands-free period continues for one period equal to or longer than the first period (Yes in step S13), the driving assistance ECU determines 10 The system provisionally determines that the driver is in an abnormal state (step S14) and causes the processing to proceed to step S42. In step S42, the driver assistance ECU determines 10 The LKA (Low-Speed ​​Control) is switched to OFF and the LDA (Low-Speed ​​Dynamic Control) is switched to ON. As a result, the LKA is deactivated and the LDA is activated. Therefore, the vehicle, which is moving along the intended path, deviates from the intended path. In this case, the LDA intervenes and steering control is applied to the vehicle to prevent it from veering outside the lane (outside the white line). Therefore, the vehicle continues to move, weaving between the left and right white lines.

[0155] Therefore, the driver, who has not lost the ability to drive, is instructed to operate the steering wheel. As a result, the driver, who had neglected steering, begins to operate the steering wheel and no longer places too much trust in the police. Furthermore, for example, a dozing driver can be awakened by the vehicle swaying.

[0156] Then the driver assistance ECU repeats 10 The aforementioned processing occurs in steps S31, S16, and S32. If the driver continues or resumes driving controls in response to the change (swaying and deceleration) in the vehicle's state of motion, the determination in step S16 is "No," and the processing returns to step S11. Therefore, the preliminary determination that the driver is in an abnormal state is terminated, and the driver's state is set to "normal." Furthermore, in step S51, the LKA returns to the ON setting, and the LDA returns to the OFF setting, as controlled by the operating switch. 18 The settings are adjusted. As a result, the vehicle can be made to move appropriately along the target movement line Ld.

[0157] On the other hand, if the vehicle speed SPD decreases to the vehicle speed threshold SPDref without the detection of driving operation (Yes in step S32), the driving assistance ECU 10 In step S18, the determination is made that the driver is in the abnormal state (step S18), and in step S52, the LKA returns to the ON setting and the LDA returns to the OFF setting. Then the driver assistance ECU 10 The aforementioned processing begins with step S33. Therefore, the vehicle can be decelerated with the second target deceleration α2 to stop, while the vehicle is made to move appropriately along the target movement line Ld.

[0158] With the aforementioned vehicle control unit according to the third embodiment, if the driver's hands-free state continues for the first period, the driver is provisionally determined to be in the abnormal state, and the LKA (Low-Keep Control) is set to OFF. In other words, the LKA's control level is reduced to zero. In this case, if the LDA (Low-Keep Control) was set to OFF until the present time, the LDA is switched to the ON position. As a result, the vehicle's steering is controlled solely by the LDA, and the vehicle may therefore be made to swerve within its lane. As a result, as with the first and second embodiments, the driver can be prevented from driving hands-free. Furthermore, if the accuracy of the abnormality detection for the driver becomes high, abnormality time control can be executed. As a result, the vehicle can be brought to a safe stop. <Weiße-Linie-Erkennungsmangelbehandlungsmodifikationsbeispiel>

[0159] The driver assistance ECU 10 It is designed to detect the left and right white lines of the lane in which the vehicle is traveling, based on the information provided by the camera device. 17b transmitted image data, and to execute the LKA and LDA based on these white lines. Therefore, if the white line detection status is poor and the LKA's steering margin is reduced, while the "provisionally abnormal" determination is made as described above, the vehicle may deviate from its lane. Furthermore, if the white line detection status is poor, the vehicle naturally tends to swerve within its lane. Therefore, the driver assistance ECU calculates 10 a detection level of the white lines and stops the reduction of the LKA's control level if the detection level is equal to or less than the threshold.

[0160] For example, as in Fig. Figure 10 illustrates the driver assistance ECU 10 a processing in steps S61 and S62 as preprocessing for step S15 in the abnormality time-assist control routine ( Fig. 5 or Fig. 6) according to the first embodiment or the second embodiment. In this case, the driving assistance ECU calculates in step S61. 10 The detection level X of the white lines is measured, and in step S62 it is determined whether the detection level X is greater than a threshold value Xref or not. The detection level X can be, for example, the distances to detected white lines (LL and LR). If the detection level X is greater than the preset threshold value Xref (Yes in step S62), the driving assistance ECU instructs the processing to proceed to step S15 and sets the LKA to the "weaker operating mode". Conversely, if the detection level X is equal to or less than the threshold value Xref (No in step S62), the driving assistance ECU skips this step. 10 the processing in step S15.

[0161] One result is that the vehicle's own deviation from the lane can be suppressed. This is comparable to how it works in... Fig. Figure 11 illustrates the driving assistance ECU only the processing in steps S61 and S62 as preprocessing for step S42 in the abnormal time driving assistance control routines ( Fig. 8 and Fig. 9) according to the third embodiment. <Viertes Ausführungsbeispiel>

[0162] A description of a vehicle control unit according to a fourth embodiment of the present invention is given below. In the fourth embodiment, the driver assistance ECU performs 10 a processing action, for example, warning the driver, drawing attention to an environment, and the like, in addition to switching the control operating mode of the LKA, switching the delay control, and the like. In the fourth embodiment, with reference to a timing diagram that is in Fig. Figure 12 illustrates a description of the abnormality time-assist control processing provided by the driving assistance ECU. 10 To be carried out. A description of specific procedures, actions, and effects of the same processing as those of the first to third embodiments is omitted or briefly given.

[0163] In a state where the driver assistance ECU 10 the LKA and the ACC are executed when the driver assistance ECU 10 The driving assistance ECU measures the state (hands-free state) in which the steering wheel SW is not being operated. 10 The hands-free continuation period starts from a time t1 of the data acquisition. Then the driver assistance ECU begins. 10 A hands-free warning is issued at time t2, after the hands-free state has persisted for a predetermined period (e.g., five seconds). In this case, the driver assistance ECU issues a warning. 10 a hands-free warning command to the warning ECU 80 The warning ECU displays a result. 80 a marker on the display unit that prompts the driver to hold the steering wheel SW 82 to.

[0164] If such a hands-free warning is provided, but the hands-free state continues for a predetermined period (for example, 2 seconds), the driver assistance ECU 10 At time t3, when the predetermined period has elapsed, a preliminary determination is made that the driver is in an abnormal state. Based on this preliminary determination, the driver assistance ECU switches off. 10 The control mode of the LKA changes from the "normal operating mode" to the "weaker operating mode". An elapsed period (for example, 7 seconds (5 seconds + 2 seconds)) from time t1 to time t3 corresponds to the first period according to the first to third embodiments. The lowest series of Fig. Figure 12 shows a change in the vehicle's position within its lane. In this case, the vehicle begins to oscillate within its lane from time t3.

[0165] Furthermore, the driver assistance ECU provides 10 a first abnormality warning command to the warning ECU 80 at that time t3. As a result, the warning ECU shows 80 the marker for a request to hold the steering wheel SW on the display unit 82 on and lets the buzzer 81 with a first cycle. In other words, a warning tone, which alternately repeats a tone generation state and a tone suspension state with the first cycle, is sounded by the buzzer. 81 This warning to the driver is called the "first abnormality warning".

[0166] The driver assistance ECU 10 The system repeatedly determines, using a predetermined calculation cycle, whether the driver has been in the non-driving-operation state since time t3, at which the preliminary determination that the driver is in the abnormal state was made. If the non-driving-operation state has continued for a predetermined period (e.g., 30 seconds), the driving assistance ECU stops. 10 The ACC, which was executed up to time t4 when the predetermined period has elapsed, is activated and initiates an initial deceleration control. This initial deceleration control, or initial braking control, is a control of the vehicle's own deceleration or braking with the first target deceleration α1.

[0167] In addition, the driver assistance ECU provides 10 a second abnormality warning command to the warning ECU 80 at that time t4. As a result, the warning ECU shows 80 a message “Drive vehicle” on the display device 82 on and lets the buzzer 81 A buzzer will sound. This buzzer is louder than the buzzer used for the first abnormality warning and is followed by a second, shorter cycle. This warning to the driver is called the "second abnormality warning." This message may be delivered as an audible message, for example, using a loudspeaker (not shown).

[0168] If the non-driving operation state continues for a predetermined period (e.g., 30 seconds) after time t4, at which the second abnormality warning starts, the driving assistance ECU 10 At time t5, when the predetermined period has elapsed, the system determines that the driver is in an abnormal state. Once the abnormal state is determined, the driver assistance ECU switches off. 10 The LKA's control mode changes from "weaker operating mode" to "normal operating mode". Additionally, the driver assistance ECU switches... 10 The delay control switches from the first delay control to the second delay control. In other words, the driver assistance ECU switches. 10 The target deceleration from the first deceleration α1 to the second deceleration α2, which decelerates or brakes and stops the vehicle. As a result, the vehicle moves along the target path of motion Ld while decelerating. The first deceleration α1 and the second deceleration α2 are the same values ​​as those in the second embodiment.

[0169] In addition, the driver assistance ECU provides 10 a delay-to-stop warning command to the warning ECU 80 at that time t5. As a result, the warning ECU shows 80 a message “Vehicle will stop” on the display device 82 on and lets the buzzer 81 A buzzer will sound. The volume of this buzzer is louder than the buzzer used for the second abnormality warning. This warning to the driver is called the "Deceleration to Stop Warning." This message may also be provided as an audible message using, for example, a loudspeaker (not shown).

[0170] In addition, the driver assistance ECU provides 10 a delay-to-stop caution command to the measuring instrument ECU 70 at time t5. As a result, the measuring instrument ECU switches off. 70 the stop lights 72 and illuminates the hazard lights (warning lights) 71 flash.

[0171] If the vehicle is stopped in this way by the second deceleration control, the driver assistance ECU will hold. 10 The LKA and the second delay control are activated, and a delay-to-stop warning termination command is sent to the warning ECU. 80 The Deceleration-to-Stop warning is now complete. The Deceleration-to-Stop warning can be resumed after the vehicle has come to a complete stop.

[0172] In addition, the driver assistance ECU provides 10 a stop light switch-off command to the measuring instrument ECU 70 The lights switch off when the vehicle comes to a stop. As a result, the stop lights turn off. 72 off. In this case, the flashing of the warning lights will stop. 71 continued.

[0173] Furthermore, when the vehicle comes to a stop, the driver assistance ECU provides assistance. 10 an activation command for the electric parking brake (EPB) to the electric parking brake ECU 50 and issues an unlock command for the door locking device. 91 to the body ECU 90 As a result, the electric parking brake is activated and the door locking device is deactivated. 91 It is brought into an unlocked state. Therefore, the vehicle can be held stably in the stopped position, and it is possible to open the door to rescue the driver. The driver assistance ECU 10 resets the determination that the driver is in an abnormal state when a predetermined, preset operation is performed.

[0174] The driver assistance ECU 10 The hands-free warning is terminated and the measured hands-free continuation period is cleared to zero when steering wheel operation SW is detected (steering torque Tra ≠ 0) in the state where the abnormality timer control processing is being executed, for example, in the state where the hands-free warning is executed. Furthermore, if driving operation is detected in the state where the first abnormality warning is issued (from time t3 to time t4), the driving assistance ECU 10 The abnormality assessment for the driver is set to “normal”, the measured non-operation period is reset to zero, the LKA control mode returns to “normal mode”, and the first abnormality warning is terminated.

[0175] Furthermore, if the driving operation is detected in the state in which the second abnormality warning is issued (from time t4 to time t5), the driving assistance ECU 10 The driver's abnormality is determined to be "normal," the measured non-operation period is reset to zero, the LKA's control mode returns to "normal mode," and the second abnormality warning is closed. Additionally, the driver assistance ECU closes. 10 the first delay control.

[0176] Furthermore, the driver assistance ECU allows 10 Driving according to a driving control, or allowing it, is possible before the determination that the driver is in the abnormal state has been made. However, after the determination that the driver is in the abnormal state has been made (after time t5), the driving assistance ECU 10 The second deceleration control continues to stop the vehicle, even if a driving input is detected. Therefore, even if the accelerator or gas pedal input is detected by the driver, the driver assistance ECU does not activate. 10 An acceleration request based on accelerator pedal input is overridden (ignored). Additionally, the driving assistance ECU... 10 the delay-to-stop warning, the activation of the stop lights 72 , and the flashing of the hazard lights 71 on.

[0177] With the aforementioned vehicle control unit according to the fourth embodiment, the forms of deceleration control, driver warning, and attention arousal regarding the surroundings are switched when the non-driving period increases. Therefore, the deceleration control, driver warning, and attention arousal regarding the surroundings can be implemented appropriately.

[0178] The aforementioned hands-free warning, first abnormality warning, second abnormality warning, delay-to-stop warning, and the activation of the stop lights. 72 , flashing the hazard lights 71 The unlocking of the door lock and the activation of the electric parking brake can also be applied to the first to third embodiments. For example, the hands-free warning is preferably provided in the latter half of the period determined in step S13. Furthermore, the first abnormality warning or the second abnormality warning is preferably provided in the period in which the determination in step S16 is repeated. Additionally, the deceleration-to-stop warning and the activation of the stop lights are also considered. 72 , and the flashing of the hazard lights 71 Preferably performed during the period in which the determination in step S21 is repeated. Furthermore, if the vehicle stops (if the determination "Yes" is made in step S22), unlocking the door lock and activating the electric parking brake are preferably performed.

[0179] In the foregoing, the driving control unit has been described according to the exemplary embodiments, however, the present invention is not limited to the aforementioned exemplary embodiments and modification examples and various changes can be made within the scope that does not deviate from the subject matter of the present invention.

[0180] For example, the abnormality detection time specification modification example can be applied not only to the second embodiment, but also to the third and fourth embodiments. For example, in the third embodiment, the processing in steps S17 and S34 must be as in Fig. Figure 7 illustrates only what is added between step S32 and step S18.

[0181] Furthermore, according to the respective implementation examples, while both the LKA and the ACC are executed, the abnormal time-of-flight assist control routine is executed, but the ACC does not always have to be executed.

[0182] Furthermore, according to the first to third embodiments, even after the determination that the driver is in the abnormal state has been established, step S21 determines whether the driver is in the non-driving operation state or not. If driving operation is detected, the abnormality timer (deceleration control) is stopped, and the operating mode returns to normal operation. However, the processing need not always be performed in this way. For example, the determination processing in step S21 can be omitted. In other words, as in the fourth embodiment, after the determination that the driver is in the abnormal state has been established, the deceleration control can continue until the vehicle comes to a stop, regardless of the presence or absence of driving operation.

[0183] Furthermore, as a modification example of the fourth embodiment, as in the first to third embodiments, even after the determination that the driver is in the abnormal state has been established, it is determined whether the driver is in the non-driving operation state or not, and if the driving operation is detected, the second deceleration control, the deceleration-to-stop warning, the switching on of the stop lights can be activated. 72 , and the flashing of the hazard lights 71 will be stopped, causing the operating mode to return to normal operating mode.

[0184] Furthermore, in the respective embodiments, if the driver is provisionally determined to be in the abnormal state, the LKA's control mode is set to the "weaker operating mode," thereby reducing the LKA's control intervention. However, instead of this configuration, the target movement line Ld can be modified to be offset by a predetermined distance in the road width direction, as long as the vehicle does not deviate from the lane. For example, if the center position of the left and right white lines is set as the target movement line Ld, the driving assistance ECU 10 The movement line, obtained by offsetting the target movement line Ld to the left or right by a predetermined distance, is set to a provisional abnormality time target movement line. Therefore, the vehicle can be made to move within its lane, while the LKA's ability to make the vehicle move along the original target movement line Ld is reduced. With this configuration, the vehicle no longer moves along the desired movement line for the driver, and a driver who has neglected steering input may be prompted to perform steering input.

[0185] This prevents a driver from performing hands-free driving (driving without steering) while a lane-keeping assist control is in operation, thus appropriately determining an abnormal driver condition. If a steering wheel non-operation condition persists for an initial period or longer, a driving assistance ECU ( 10 ) a control mode of an LKA to a “weaker operating mode”, thereby reducing the LKA's control level. As a result, a self-propelled vehicle may sway within a lane of travel, and the driver, who has neglected steering, may be prompted to operate the steering wheel. Furthermore, if the non-driving state continues for a second period or longer, the driving assistance ECU ( 10 If a determination is made that the driver is in an abnormal condition, the LKA returns to a “normal operating mode”, slows down its own vehicle and stops it. QUOTES INCLUDED IN THE DESCRIPTION

[0186] This list of documents cited by the applicant was automatically generated and is included solely for the reader's convenience. The list is not part of the German patent or utility model application. The DPMA accepts no liability for any errors or omissions. Cited patent literature

[0187] JP 2009-73462

[0002] JP 2013-152700 [0011, 0120] JP 2008-195402

[0071] JP 2009-190464

[0071] JP 2010-6279

[0071] JP 4349210

[0071] JP 2014-148293

[0085] JP 2006-315491

[0085] JP 4172434

[0085] JP 4929777

[0085] < / spurhalteassistenzsteuerung>

Claims

[1] Vehicle control unit, with a lane keeping assist system ( 10 , 60 ) for detecting a road ahead of a vehicle, for setting a target movement line (Ld), for calculating a lane keeping assist control level to provide driving assistance to a driver such that the vehicle moves along the target movement line (Ld), and for executing steering control for the vehicle based on the lane keeping assist control level, a preliminary assessment facility ( 10 ) to determine whether a hands-free state in which the driver is predicted not to operate a steering wheel (SW) has continued for a period equal to or greater than a preset preliminary abnormality determination period or not in a state in which steering control is provided by the lane keeping assist device ( 10 , 60) is carried out, and for the preliminary determination that the driver is in an abnormal state of having lost the ability to drive the vehicle if the hands-free state continues for a period equal to or greater than the preliminary abnormality determination period, a tax adjustment device ( 10 ) to modify the lane keeping assist control level such that the vehicle moves within a lane in a state in which the lane keeping capability of the vehicle moving along the intended movement line (Ld) is reduced, when the provisional determination by the provisional determination device ( 10 ) is made, an abnormality detection device ( 10) to determine whether a condition in which the driver is predicted to be in the abnormal state has continued until a preset time limit after the lane keeping assist control level has been changed by the control level change device ( 10 ) is changed, and to establish the determination that the driver is in the abnormal condition if the condition in which it is predicted that the driver is in the abnormal condition continues until the set time limit, and an abnormal time-of-flight control device ( 10 , 30 , 40 ) to execute an abnormality time driving control, which is a driving control for risk avoidance, based on the determination that the driver is in the abnormal condition. [2] Vehicle control unit according to claim 1, wherein the abnormal time-of-flight control device ( 10 , 30 ,40 ) is set up to decelerate the vehicle with a set deceleration in order to stop the vehicle. [3] Vehicle control unit according to claim 1, wherein the abnormal time-of-flight control device ( 10 , 30 , 40 ) is set up to change the lane keeping assist control level from a previous lane keeping assist control level that is reduced in lane keeping performance to a lane keeping assist control level that is increased in lane keeping performance. [4] Vehicle control unit according to claim 1, wherein the control level adjustment device ( 10 ) is set up to reduce the lane keeping assist control level from a lane keeping assist control level before the preliminary determination is made, if the preliminary determination device ( 10 ) makes the preliminary determination. [5] Vehicle control unit according to claim 4, wherein the lane keeping assist system ( 10 , 60 ) is set up to calculate the lane keeping assist control level, including: a curve control level calculated based on a curvature of the target travel line (Ld), a distance difference control level calculated based on a distance difference in a road width direction between the target travel line (Ld) and a position of the vehicle, and a yaw angle difference control level calculated based on a difference angle between a direction of the target travel line (Ld) and a direction of the vehicle, and the tax adjustment device ( 10 ) is set up to reduce the lane keeping assist control level by reducing the distance differential control level and the yaw angle differential control level more than the curve control level. [6] Vehicle control unit according to claim 5, wherein the control level change device ( 10 ) is set up to reduce the distance differential control amount and the yaw angle differential control amount and to avoid a reduction in the curve control amount. [7] Vehicle control unit according to claim 6, wherein the control level adjustment device ( 10 ) is set up to avoid changing the lane keeping assist control level when a detection level with which the lane keeping assist device ( 10 , 60 ) is able to detect the road, regardless of whether a threshold value is equal to or smaller than a threshold value. [8] Vehicle control unit according to claim 1, further comprising a lane departure warning device ( 10 , 60) for detecting the road ahead of the vehicle, for calculating a lane departure warning control level to provide driving assistance to the driver so that the vehicle does not deviate from either end of the road, and for executing steering control for the vehicle based on the lane departure warning control level, and a control device to be used by the driver to select whether each of the lane keeping assist devices ( 10 , 60 ) and the lane departure warning system ( 10 , 60 ) to operate or not, where the tax adjustment device ( 10 ) is set up to enable the operation of the lane keeping assist system ( 10 , 60 ) to stop if the provisional determination is overruled by the provisional determination body ( 10 ) is in a state in which the operations of the lane keeping assist system ( 10 ,60 ) and the lane departure warning system ( 10 , 60 ) through the control device ( 18 were selected. [9] Vehicle control unit according to claim 8, wherein the control level adjustment device ( 10 ) is set up to operate the lane departure warning system and the lane keeping assist system ( 10 , 60 ) to stop if the provisional determination is overruled by the provisional determination body ( 10 ) is in a state in which the operation of the lane keeping assist system ( 10 , 60 ) is selected and the operation of the lane departure warning device ( 10 , 60 ) is not selected by the control device ( 18 ).

Images