Vehicle control device

Abstract

A processor of a vehicle control device is configured to limit an override function in a case where a second object exists within a predetermined range obliquely behind a subject vehicle in a second lane adjacent to a first lane, in a case where a first condition is met, a second condition is met, and a third condition is met. The first condition is to determine that the risk of contact between a first object and the subject vehicle is high. The second condition determines that the subject vehicle performs an operation to approach the second lane. The third condition determines that there is a high risk of contact between the second object and the subject vehicle.

Description

BACKGROUND OF THE INVENTION 1. Field of the Invention

[0001] The present invention relates to a vehicle control device having a function of automatically controlling a predetermined device of a subject vehicle to reduce the risk of contact between the subject vehicle and an object located in the vicinity of the vehicle. 2. Description of the related art

[0002] A vehicle control device having a function (risk reduction function) for automatically controlling a predetermined device of a subject vehicle to reduce the risk of contact between the subject vehicle and an object in the vicinity of the vehicle, etc., has been proposed (see, for example, Japanese Unexamined Patent Application Laid-Open No. 2012-121534 (JP 2012-121534 A) below). The vehicle control device (hereinafter referred to as a "conventional device") in JP 2012-121534 A has, as a risk reduction function, a function (automatic braking function) for controlling a braking device to decelerate the subject vehicle in a case where a predetermined condition regarding a state where the subject vehicle and an object immediately ahead of the subject vehicle are approaching each other is satisfied.Furthermore, the conventional device has a function (override function) for limiting the risk reduction function in a state where a driver of the subject vehicle performs a predetermined driving operation. For example, the conventional device does not perform an automatic operation in a case where the driver operates the steering wheel. SUMMARY OF THE INVENTION

[0003] However, a subject vehicle is approaching a preceding vehicle traveling immediately in front of the subject vehicle in a first lane in which the subject vehicle is located, and another vehicle traveling in the section diagonally behind the subject vehicle in a second lane adjacent to the first lane is, in some cases, approaching the subject vehicle from the side. A possible scenario in this situation is that the driver of the subject vehicle steers the subject vehicle to move closer to the second lane to avoid the preceding vehicle. In this scenario, if the driver forcibly steers the subject vehicle into the second lane even though the vehicle diagonally behind the subject vehicle is approaching the subject vehicle in the second lane, the driver's attention to the preceding vehicle may be lower than the driver's attention to the other vehicle.Therefore, to reduce the risk of contact between the subject vehicle and the vehicle ahead, it is advantageous not to restrict the risk reduction function. However, in this case, the driver operates the steering wheel, so the risk reduction function is restricted by the override function. That is, automatic braking is not performed.

[0004] The present invention provides a vehicle control device capable of reducing the risk of contact between the subject vehicle and the first object in a scene where the subject vehicle moves into the region in front of the second object in a situation where a first object is present in front of a subject vehicle and a second object is present obliquely behind the subject vehicle.

[0005] To solve the problem, a vehicle control device (1) according to the present invention comprises: an on-board sensor (20) configured to acquire information regarding a subject vehicle (V), information regarding a driver of the subject vehicle, and information regarding an object (V1, V2) located around the vehicle; and a processor (10) having a risk reduction function for executing risk reduction processing (P1, P2) for controlling the subject vehicle to reduce a risk of contact between a first object (V1) and the subject vehicle based on the information acquired from the on-board sensor, and further having an override function for executing override processing (OR1, OR2) for limiting the risk reduction function in a case where the driver of the subject vehicle performs a predetermined driving operation.The first object is located in front of the subject vehicle in a first lane (L1) in which the subject vehicle is moving.

[0006] The processor is configured to limit the override function in a case where a second object (V2) exists within a predetermined range obliquely behind the subject vehicle in a second lane (L2) adjacent to the first lane, when a first condition (A) is met, a second condition (B) is met, and a third condition (C) is met. The first condition is to determine that the risk of contact between the first object and the subject vehicle is high. The second condition determines that the subject vehicle performs an operation to approach the second lane. The third condition determines that there is a high risk of contact between the second object and the subject vehicle.

[0007] The vehicle control device according to the present invention automatically controls (risk reduction function) the subject vehicle to reduce the risk of contact between the first object located immediately in front of the subject vehicle and the subject vehicle. In a case where the driver deliberately performs the operation, the risk reduction function is limited by the override function. This prevents the execution of automatic control that the driver considers unnecessary. However, if an operation (forced lane change) is performed that brings the subject vehicle closer to the second lane (the region in front of the second object) even though the second object is located diagonally behind the subject vehicle in the second lane (when the first to third conditions are met), the risk reduction function is not limited.The subject vehicle is thus controlled in such a way that the risk of contact between the first object and the subject vehicle is reduced. This increases the safety of the subject vehicle.

[0008] In the vehicle control device according to one aspect of the present invention, the first condition may include a condition regarding the distance (D1) and the relative speed (vr1) between the subject vehicle and the first object, the second condition may include a condition regarding the steering angle of the subject vehicle, and the third condition may include a condition regarding the distance (D2) and the relative speed (vs2) between the subject vehicle and the second object.

[0009] This allows the processor to determine relatively easily whether the first to third conditions are met or not, based on information obtained using known sensors such as a camera and radar.

[0010] In the vehicle control device according to another aspect of the present invention, the risk reduction processing may include first risk reduction processing (P1) and second risk reduction processing (P2) for controlling a first device and a second device mounted on the subject vehicle, respectively; the override processing may include first override processing (OR1) and second override processing (OR2) for limiting the execution of the first risk reduction processing and the second risk reduction processing, respectively; and the processor may be configured to determine whether or not a part of the subject vehicle enters the second lane and limit the execution of the first override processing or the second override processing, or both, depending on a result of the determination.

[0011] This makes it possible to partially or completely limit the override function depending on the position of the subject vehicle in the lateral direction.

[0012] In the vehicle control device according to another aspect of the present invention, the first risk reduction processing may be processing of controlling a notification device (30) serving as the first device so that a predetermined warning is issued to the driver of the subject vehicle, the second risk reduction processing may be processing of controlling a braking device (40) serving as the second device so that the subject vehicle is braked, and the processor may be configured to limit the first oversteer processing in a case where the part of the subject vehicle enters the second lane, and to limit the first oversteer processing and the second oversteer processing in a case where the subject vehicle does not enter the second lane.

[0013] When the subject vehicle is automatically braked in a case where the part of the subject vehicle enters the second lane, the risk of contact between the subject vehicle and the first object is reduced, but the risk of contact between the subject vehicle and the second object may increase. The vehicle control device according to this aspect does not restrict the execution of the warning, but restricts the execution of the automatic braking in a case where the part of the subject vehicle enters the second lane by an operation performed manually. The execution of the warning reduces the risk of contact between the subject vehicle and the first object. The execution of the automatic braking is restricted, and the risk of contact between the subject vehicle and the second object is thereby reduced.Even if automatic braking is performed in a case where the entire subject vehicle is in the first lane, the risk of contact between the subject vehicle and the second object does not significantly increase. The vehicle control device according to this aspect prevents the execution of the warning and automatic braking from being restricted even when the driver performs a predetermined driving operation when the entire subject vehicle is in the first lane. This reduces the risk of contact between the subject vehicle and the first object.

[0014] In the vehicle control device according to another aspect of the present invention, the on-board sensor may include a sensor (25) that obtains information about the direction of the line of sight of the driver of the subject vehicle, and the processor may be configured to limit the override function in a case where the first condition through the third condition are met and a fourth condition is met. The fourth condition is to determine that the driver of the subject vehicle casts a line of sight toward the second lane.

[0015] This reduces the risk of contact between the subject vehicle and the first object through the risk reduction function when a driver pays less attention to the first object. BRIEF DESCRIPTION OF THE DRAWINGS

[0016] Features, advantages and technical and industrial significance of embodiments of the invention are described below with reference to the accompanying drawings, in which like characters designate like elements and in which: Fig. 1 is a block diagram of a vehicle control device according to an embodiment of the present invention; Fig. 2 is a plan view of a first situation; Fig. 3 is a plan view of a second situation; and Fig. Figure 4 is a flowchart of a program executed by a CPU to implement a risk reduction function. DETAILED DESCRIPTION OF THE EMBODIMENTSOverview

[0017] As in Fig. As shown in FIG. 1, a vehicle control device 1 according to an embodiment of the present invention is applied to a vehicle V (hereinafter referred to as a "subject vehicle") having an autonomous driving function. The vehicle control device 1 has a risk reduction function for executing risk reduction processing for controlling the subject vehicle (a notification device 30 and a braking device 40) to reduce the risk of contact between the subject vehicle and an object located around the vehicle in a state where the autonomous driving function is deactivated. Specific configuration

[0018] As in Fig. 1, the vehicle control device 1 includes an ECU 10, an on-board sensor 20, the notification device 30, and the braking device 40.

[0019] The ECU 10 includes a microcomputer with a CPU 10a, a ROM (rewritable non-volatile memory) 10b, a RAM 10c, a timer 10d, and the like. The CPU implements a variety of functions by executing a program (instruction) stored in the ROM. The control unit 10 is connected to another control unit via a Controller Area Network (CAN).

[0020] The on-board sensor 20 includes an object detection sensor DS that detects objects located in front of and diagonally behind the subject vehicle. The object detection sensor DS includes a camera 21 and a millimeter-wave radar 22.

[0021] The camera 21 includes a plurality of dimming devices. Each of the imaging devices is equipped with, for example, a CCD. The respective imaging devices are mounted, for example, at the front and rear of the subject vehicle, and these imaging devices are directed toward the regions in front of and behind the subject vehicle. The respective imaging devices capture images of the front region and the rear region (oblique rear region) of the subject vehicle at a predetermined frame rate to image data. The camera 21 further includes an image analysis device. The image analysis device acquires image data from each of the imaging devices, analyzes the image data, and detects (identifies) a target present in the image angle. The image analysis device detects, for example, a lane marking (a lane line of a traffic lane). In addition, the image analysis device detects, for example,a preceding vehicle V1 located in the section immediately in front of the subject vehicle. Furthermore, the image analysis device detects, for example, another vehicle V2 located in the section diagonally behind the subject vehicle in a lane L2 adjacent to a lane L1 in which the subject vehicle is located. The image analysis device provides a detection result (a target identification result) to the ECU 10.

[0022] The millimeter-wave radar 22 includes a plurality of transmission-receiving units. The respective transmission-receiving units are installed, for example, at the front and rear of the subject vehicle. The respective transmission-receiving units transmit radio waves (hereinafter referred to as "millimeter waves") in the millimeter-wave band to the regions in front of and behind the subject vehicle (the right region and the left region behind the subject vehicle) and receive the millimeter waves (reflection waves) reflected by three-dimensional objects (e.g., the preceding vehicle V1 and the other vehicle V2) located in the regions. The millimeter-wave radar 22 further includes a signal processing unit.The signal processing unit obtains various information about the respective reflection points of the millimeter waves based on physical quantities such as the time from the transmission of the millimeter waves to the reception of the reflection waves by each of the transmission-receiving units, the attenuation degree of the reflection waves, or the difference between the frequency of the transmitted millimeter waves and the frequency of the received reflection waves. For example, the signal processing unit calculates the position (direction and distance) of each reflection point relative to the transmission-receiving unit. Furthermore, the signal processing unit calculates the speed (the rate of change of the distance between the subject vehicle and each reflection point) of each reflection point relative to the subject vehicle.The results of the calculation (data (data including the positions and speeds for the respective reflection points) indicating the distribution of the respective reflection points) are then provided to the ECU 10.

[0023] It is possible for the ECU 10 to obtain information (such as the position (the direction and the distance) of an object relative to the subject vehicle or the speed (relative speed) of an object relative to the subject vehicle) regarding an object located in the field of view (detectable region) of the object detection sensor DS based on fusion information in which information detected by the camera 21 and information detected by the millimeter-wave radar 22 are integrated.

[0024] The on-board sensor 20 further includes a vehicle speed sensor 23. The vehicle speed sensor 23 obtains the speed vs (the forward movement speed (absolute value) relative to the lane L1) of the subject vehicle based on the rotational speed of a wheel per unit time. The vehicle speed sensor 23 obtains the detected speed vs to the ECU 10. It is possible for the ECU 10 to detect the speed (the speed relative to the road surface) of the object based on the information detected by the object detection sensor DS (the relative speed (the rate of change of the distance between the subject vehicle and the object)) and the information detected by the vehicle speed sensor 23 (speed vs). For example, it is possible for the ECU 10 to obtain the speed vs1 of the preceding vehicle V1 and the speed vs2 of the other vehicle V2.

[0025] The on-board sensor 20 further includes a steering sensor 24. The steering sensor 24 detects a rotation angle θ (rotation angle position) of the steering wheel from the neutral position. In a case where the steering wheel is in the neutral position, the steering angle θ is "0°." When the steering wheel is turned clockwise, the steering angle θ increases. Conversely, when the steering wheel is turned counterclockwise, the steering angle θ decreases. The steering angle sensor 24 provides the rotation angle θ to the ECU 10.

[0026] The on-board sensor 20 also includes a driver sensor 25. The driver sensor 25 includes an in-vehicle camera. The in-vehicle camera includes an imaging device and an image analysis device similar to those of the camera 21. The device is installed on the dashboard of the subject vehicle. The imaging device captures images of the face of a driver of the subject vehicle at a predetermined frame rate to mask data. The image analysis device analyzes the data obtained from the imaging device, calculates the driver's gaze direction based on the image, and provides the calculation result to the ECU 10.

[0027] The notification device 30 includes a display and an audio device. The image display device is arranged, for example, in the instrument panel (near the speedometer device). The image display device displays an image according to a command received from the ECU 10. The audio device reproduces a sound according to a command received from the ECU 10.

[0028] The brake device 40 applies braking force to a wheel. The brake device 40 includes a brake ECU, a hydraulic circuit, and a brake caliper. The hydraulic circuit includes a reservoir, an oil pump, a plurality of valve devices, an oil pressure sensor, and the like, which are not shown. The brake caliper is a hydraulic actuator including a cylinder and a piston. The cylinder is supplied with oil, and the oil pressure in the cylinder increases. This pushes the piston out of the cylinder. The tip of the piston is provided with a brake pad. This brake pad is pressed against the brake disc. The brake ECU obtains a target value of the braking force from the ECU 10. The brake ECU controls the hydraulic circuit so that the braking force applied to a wheel matches the target value. Risk reduction function

[0029] In a case where the following condition A (a first condition of the present invention) is satisfied, the risk of contact between the subject vehicle and the preceding vehicle V1 in the present embodiment is judged to be high. [Condition A]

[0030] The predicted time TTC1 elapsed before the subject vehicle comes into contact with the preceding vehicle V1 is less than or equal to a threshold value TTC1th.

[0031] The ECU 10 acquires the predicted time TTC1 as described below. In a case where the ignition switch is in the on-state, the ECU 10 acquires various types of information from the on-board sensor 20 at a predetermined cycle, and based on the information, detects the predicted time TTC1 that has elapsed before the subject vehicle and the preceding vehicle V1 come into contact with each other. Specifically, the ECU 10 determines whether the preceding vehicle V1 is ahead of the subject vehicle based on the information acquired from the camera 21 and the millimeter-wave radar 22.If the ECU 10 determines that the preceding vehicle V1 is ahead of the subject vehicle, the ECU 10 obtains the distance D1 and the relative speed vr1 (= vs - vs1) between the subject vehicle and the preceding vehicle V1 based on the information obtained from the camera 21 and the millimeter-wave radar 22. The ECU 10 then obtains the value obtained by dividing the distance D1 by the relative speed vr1 as the predicted time TTC1 (= D1 / vr1). In a case where the time TTC1 is less than or equal to the threshold value TTC1th, the ECU 10 executes the following warning processing P1 and the automatic braking processing P2 as risk reduction processing to reduce the risk of contact between the subject vehicle and the preceding vehicle V1. Warning processing P1

[0032] The ECU 10 sends a predetermined warning command to the notification device 30 to prompt a driver to initiate an evasive maneuver to avoid contact between the subject vehicle and the preceding vehicle V1. The display device of the notification device 30 displays an image (icon) corresponding to the warning command. In addition, the audio device of the notification device 30 plays a sound (beep) corresponding to the warning command. Processing for automatic braking P2

[0033] The ECU 10 determines a target braking force value F based on the time TTC1. A map M1 defining the relationship between the time TTC1 and the target braking force value F is stored in the ROM 10b. The ECU 10 determines the target braking force value F based on the map M1. Note that the map M1 is designed such that a target braking force value Fa corresponding to the time TTC1a is larger than a target braking force value Fb corresponding to the time TTC1b, which is longer than the time TTC1a. The ECU 10 transmits the determined target braking force value F as a braking command to the brake ECU. Override processing OR

[0034] In a case where the time TTC1 is less than or equal to the threshold value TTC1th, the ECU 10 executes the warning processing P1 and the automatic braking processing P2 as described above in principle. In a case where a driver intentionally performs driving execution, the driver's operation (the driver's intention) can be prioritized, and the subject vehicle can be operated according to the operation. That is, it is preferable to limit the risk reduction function in this case. Accordingly, in a case where a driver intentionally performs an operation, the ECU 10 prohibits (limits) the execution of the warning processing P1 and / or the automatic braking processing P2. This processing is referred to as "override processing OR."When the following condition B (a second condition of the present invention) is satisfied, it is considered that the driver intentionally performs an operation in the present embodiment. [Condition B]

[0035] The absolute value of the rotation angle θ to lane L2 exceeds a threshold value θth.

[0036] The ECU 10 sequentially acquires the rotation angle θ from the steering angle sensor 24. In a case where the absolute value of the rotation angle θ exceeds the threshold θth, the ECU 10 executes a first override processing OR1 to prohibit the execution of the warning processing P1, and a second override processing OR2 to prohibit the execution of the automatic braking processing P2. Note that in a case where the rotation angle θ exceeds the threshold θth while the ECU 10 is executing the warning processing P1 and the automatic braking processing P2, the ECU 10 suspends the warning processing P1 and the automatic braking processing P2. The processing of suspending the warning processing P1 is included in the first override processing OR1, and the processing of suspending the automatic braking processing P2 is included in the second override processing OR2.

[0037] As in the Fig. 2 and Fig. However, as shown in Figure 3, the subject vehicle is approaching the preceding vehicle V1 traveling immediately in front of the subject vehicle in the lane L1, and the other vehicle V2 traveling in the section obliquely behind the subject vehicle in the lane L2 approaches the side of the subject vehicle in some cases. A possible scene (a scene in which a lane change is performed) in this situation is that a driver of the subject vehicle controls the subject vehicle to move the subject vehicle closer to the lane L2 to avoid the preceding vehicle V1. If the driver forcibly directs the subject vehicle into the lane L2 in this way, even though the other vehicle V2 is approaching the subject vehicle obliquely from behind in the lane L2, the driver's attention to the preceding vehicle V1 may be lower than the driver's attention to the other vehicle V2.In this case, the risk of contact between the subject vehicle and the preceding vehicle V1 may increase. Therefore, it is preferable not to execute the override processing OR in this case. That is, it is preferable not to restrict the risk reduction function even if it is determined that a driver is intentionally performing an operation to drive (when condition B is met).

[0038] Accordingly, in a case where the condition A and the condition B are satisfied, the ECU 10 determines whether or not a predetermined condition described below is satisfied, and decides whether or not to permit the execution of the first override processing and / or the second override processing depending on a result of the determination.

[0039] The ECU 10 first determines whether or not a condition C (a third condition of the present invention) regarding the risk of contact between the subject vehicle and the other vehicle V2 is satisfied. [Condition C]

[0040] The predicted time TTC2 elapsed before the subject vehicle and the other vehicle V2 come into contact with each other is less than or equal to a threshold value TTC2th.

[0041] It should be noted that the ECU 10 refers to the value obtained by dividing the distance D2 between the subject vehicle and the other vehicle V2 by the relative speed vr2 as the predicted time TTC2.

[0042] In this case, where the subject vehicle performs automatic braking in a state where a part of the subject vehicle enters the lane L2, the risk of contact between the subject vehicle and the other vehicle V2 may increase. Accordingly, in a case where the ECU 10 determines that conditions A to C are satisfied, the ECU 10 determines whether the following condition X is satisfied or not regarding the position (the position in the width direction of the road) of the subject vehicle in the lateral direction. [Condition X]

[0043] Part of the subject vehicle enters lane L2.

[0044] In a first situation (see Fig. 2), in which conditions A to C are met and condition X is not met, the execution of the first oversteer processing and the second oversteer processing is prohibited. That is, in the first situation, the ECU 10 executes the warning processing P1 and the automatic braking processing P2 even though the rotation angle θ exceeds the threshold θth (the second condition is met).

[0045] However, in a second situation (see Fig. 3), in which conditions A to C are satisfied and condition X is satisfied, the execution of the first oversteer processing is permitted and the execution of the second oversteer processing is prohibited. That is, in the second situation, the ECU 10 executes the warning processing P1 even though the rotation angle θ exceeds the threshold value θth. The ECU 10 does not execute the automatic braking processing P2 in the second situation.

[0046] In a case where the warning processing P1 continues after a driver's attention to the preceding vehicle V1 has been increased as described above by executing the warning processing P1 in the second situation, the driver may find the warning annoying (the driver may feel more uncomfortable). Accordingly, the ECU 10 sequentially determines from the time of starting the warning processing P1 in the second situation whether or not the following condition Y regarding the driver's line of sight is satisfied during the period in which the warning processing P1 is executed. [Condition Y]

[0047] The driver has a line of sight to the vehicle in front V1.

[0048] Note that the ECU 10 obtains a direction α of the preceding vehicle V1 relative to the traveling direction of the subject vehicle based on the information detected by the object detection sensor DS, and further detects a direction β of the driver's line of sight relative to the traveling direction of the subject vehicle from the driver sensor 25. In a case where the difference between the direction α and the direction β (the angle between both the direction α and the direction β) is less than or equal to a threshold value, the ECU 10 determines that the driver is giving up a line of sight to the preceding vehicle V1 (the condition Y is satisfied). If the condition Y is satisfied, the execution of the first override processing is permitted. That is, in this case, the ECU 10 suspends the execution of the warning processing P1.

[0049] Next, a program PR1 to be executed by the CPU 10a (hereinafter simply referred to as “CPU”) of the ECU 10 to implement the risk reduction function will be described with reference to Fig. 4 described.

[0050] The CPU starts executing program PR1 at a predetermined cycle when the ignition switch is in the on state. The CPU starts executing program PR1 at step 100 and proceeds to step 101.

[0051] The CPU determines whether or not condition A (TTC1 ≤ TTC1th) is satisfied in step 101. If the CPU determines that condition A is satisfied (101: Yes), the CPU proceeds to step 102. If the CPU determines that condition A is not satisfied (101: No), the CPU proceeds to the processing described below in step 115 and terminates the execution of program PR1 in step 115.

[0052] The CPU determines whether or not condition B (|θ| > θth) is satisfied in step 102. If the CPU determines that condition B is satisfied (102: Yes), the CPU proceeds to step 103. If, on the other hand, the CPU determines that condition B is not satisfied (102: No), the CPU proceeds to the processing described below in step 113.

[0053] The CPU determines whether or not condition C (TTC2 ≤ TTC2th) is satisfied in step 103. If the CPU determines that condition C is satisfied (103: Yes), the CPU proceeds to processing in step 104. If, on the other hand, the CPU determines that condition C is not satisfied (103: No), the CPU proceeds to the processing described below in step 112.

[0054] The CPU determines whether or not condition X is satisfied in step 104. If the CPU determines that condition X is not satisfied (104: No), the CPU proceeds to processing in step 105. If, on the other hand, the CPU determines that condition X is satisfied (104: Yes), the CPU proceeds to the processing described below in step 108.

[0055] The situation in which the CPU advances processing from step 104 to step 105 corresponds to the first situation. In this case, in step 105, the CPU enters a state in which the execution of the first override processing OR1 and the second override processing OR2 is prohibited. The CPU continues processing in the above-described state in step 106.

[0056] The CPU executes the processing of warning P1 in step 106. The CPU then proceeds to processing in step 107.

[0057] The CPU executes the automatic braking processing P2 in step 107. The CPU then proceeds to step 115 and terminates the execution of the program PR1 in step 115.

[0058] The situation in which the CPU advances processing from step 104 to step 108 corresponds to the second situation. In this case, in step 108, the CPU enters a state in which the execution of the first override processing OR1 is prohibited and the execution of the second override processing OR2 is permitted. The CPU continues processing in the above-described state with step 109.

[0059] The CPU executes warning processing P1 in step 109. Note that in this case, the CPU executes the second override processing OR2. That is, the automatic braking processing P2 is not executed. The CPU then proceeds to the processing in step 110.

[0060] The CPU determines whether condition Y is met or not in step 110. If the CPU determines that condition Y is met (110: Yes), the CPU proceeds to step 111. If, however, the CPU determines that condition Y is not met (110: No), the CPU proceeds to step 115 and terminates the execution of program PR1 in step 115.

[0061] In a case where the CPU advances processing to step 111, the CPU enters a state where execution of the first override processing OR1 is permitted. Therefore, if the warning from the notification device 30 is executed when the CPU executes step 111, the CPU terminates (interrupts) the warning. Then, the CPU advances processing to step 115 and terminates execution of the program PR1 in step 115.

[0062] The situation (TTC2 > TTC2th) in which the CPU advances processing from step 103 to step 112 is a situation in which it is possible to perform a lane change to lane L2 with a relatively large time advantage. In this case, in step 112, the CPU enters a state in which the execution of the first override processing OR1 and the second override processing OR2 is permitted. That is, the CPU advances processing to step 115 without executing the warning processing P1 and the automatic braking processing P2, and terminates the execution of the program PR1 in step 115.

[0063] In addition, in a case where the CPU does not determine that condition B is satisfied in step 102 (102: No), the CPU executes the warning P1 processing in step 113 and then executes the automatic braking P2 processing in step 114. Subsequently, the CPU proceeds to the processing in step 115 and terminates the execution of the program PR1 in step 115. Beneficial effect

[0064] The vehicle control device 1 executes the warning processing P1 and the automatic braking processing P2 to reduce the risk of contact between the preceding vehicle V1 immediately in front of the subject vehicle and the subject vehicle (risk reduction function). When a driver intentionally performs an operation, the risk reduction function is limited by the override function. This prevents the execution of automatic control that the driver deems unnecessary. However, when an operation (forced lane change) that brings the subject vehicle closer to the lane L2 (the region in front of the other vehicle V2) is performed even though the other vehicle V2 is located diagonally behind the subject vehicle in the lane L2, the risk reduction function is not limited.This means that the subject vehicle is controlled in such a way as to reduce the risk of contact between the preceding vehicle V1 and the subject vehicle. This increases the safety of the subject vehicle.

[0065] The present invention is not limited to this embodiment. As described below, it is possible to adopt a variety of modification examples within the scope of the present invention. First modification example

[0066] In a case where conditions A to C are satisfied, the ECU 10 limits the override function in the embodiment (step 105 or step 108). Instead, the ECU 10 may be configured to limit the override function in a case where conditions A to C are satisfied and the following condition D (a fourth condition of the present invention) is satisfied. [Condition D]

[0067] The driver has a line of sight to lane L2 (or to the side mirror that is closer to lane L2).

[0068] Specifically, in a case where condition C is satisfied in step 103 of program PR1 (103: Yes), the CPU proceeds processing to step S (not shown) to determine whether or not condition D is satisfied. If the CPU determines that condition D is satisfied (S: Yes), it proceeds to processing in step 104. On the other hand, if the CPU does not determine that condition D is satisfied (S: No), it proceeds to processing in step 112. Second modification example

[0069] In a case where the absolute value of the rotation angle θ exceeds the threshold θth, the ECU 10 determines that Condition B is satisfied in the embodiment. Instead, the ECU 10 may determine that Condition B is satisfied when the absolute value of the rotation angle θ exceeds the threshold θth and the turn signal of the subject vehicle closer to the lane L2 is operating. QUOTES CONTAINED IN THE DESCRIPTION

[0000] This list of documents submitted by the applicant was generated automatically and is included solely for the convenience of the reader. This list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions. Cited patent literature

[0000] JP 2012-121534

[0002] JP 2012-121534 A

[0002]

Claims

[1] Vehicle control device, comprising: an on-board sensor configured to obtain information regarding a subject vehicle, information regarding a driver of the subject vehicle, and information regarding an object located in the vicinity of the vehicle; and a processor having a risk reduction function for executing risk reduction processing for controlling the subject vehicle to reduce a risk of contact between a first object and the subject vehicle based on the information obtained from the on-board sensor, and further having an override function for executing override processing for limiting the risk reduction function in a case where the driver of the subject vehicle performs a predetermined driving operation, wherein the first object is located ahead of the subject vehicle on a first lane in which the subject vehicle is traveling, wherein the processor is configured to limit the override function in a case where a second object is present within a predetermined range obliquely behind the subject vehicle on a second lane adjacent to the first lane, in a case where a first condition is met, a second condition is met, and a third condition is met, wherein the first condition is that it is determined that the risk of contact between the first object and the subject vehicle is high, the second condition is that it is determined that the subject vehicle performs an operation to approach the second lane, the third condition is that it is determined that the risk of contact between the second object and the subject vehicle is high. [2] A vehicle control device according to claim 1, wherein the first condition includes a condition regarding distance and relative speed between the subject vehicle and the first object, the second condition includes a condition regarding a steering angle of the subject vehicle, and the third condition includes a condition regarding distance and relative speed between the subject vehicle and the second object. [3] Vehicle control device according to claim 1 or 2, wherein the risk reduction processing comprises a first risk reduction processing and a second risk reduction processing for controlling a first device and a second device mounted on the subject vehicle, respectively, the override processing comprises a first override processing and a second override processing to limit the execution of the first risk reduction processing and the second risk reduction processing, respectively, and the processor is configured to determine whether or not a part of the subject vehicle enters the second lane, and to limit execution of the first override processing or the second override processing or both depending on a result of the determination. [4] Vehicle control device according to claim 3, wherein the first risk reduction processing is a processing of controlling a notification device serving as the first device so that a predetermined warning is issued to the driver of the subject vehicle, the second risk reduction processing is a processing of controlling a braking device serving as a second device so that the subject vehicle is braked, and the processor is configured to limit the first override processing in a case where the part of the subject vehicle enters the second lane, and to limit the first override processing and the second override processing in a case where the subject vehicle does not enter the second lane. [5] Vehicle control device according to claim 1, wherein the on-board sensor comprises a sensor that obtains information regarding the direction of a line of sight of the driver of the subject vehicle, and the processor is configured to limit the override function in a case where the first condition through the third condition are met and a fourth condition is met, the fourth condition being when it is determined that the driver of the subject vehicle casts a line of sight onto the second lane.

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