Driving assistance control device for a vehicle, driving assistance control method for a vehicle and a storage program for a non-volatile storage medium therefor

Abstract

A driving assistance control device comprising a controller configured to perform, as driving assistance control, a steering assistance control for automatically varying a steering angle of a host vehicle and / or an acceleration assistance control for automatically varying an acceleration of the host vehicle based on at least one driving state of the host vehicle. The controller is configured to receive an adjustment operation input from a driver of the host vehicle; and to vary an intensity level of steering assistance in the steering assistance control in accordance with the adjustment operation input, and / or to vary an intensity level of acceleration assistance in the acceleration assistance control in accordance with the adjustment operation input.

Description

Technical area

[0001] The present invention relates to a driving assistance control device for a vehicle, a driving assistance control method for a vehicle, and a non-volatile storage medium storing a corresponding program for assisting a driver of a vehicle. background

[0002] There is a known driving assistance control device for a vehicle to perform various driving assistance controls. Typical driving assistance controls include lane keeping control and inter-vehicle distance control.

[0003] One of the conventional devices is configured to change a target driving line in the lane keeping control and a target distance between vehicles in the inter-vehicle distance control according to the driver's wishes (see JP 2020 - 26 154 A).

[0004] However, the conventional device is not able to adjust the driving feel, including the steering feel and / or the acceleration feel in the various driving assistance controls, according to the driver's preferences. Summary

[0005] The present invention aims to solve the above-described problem. It is an object of the present invention to provide a driving assistance control device for a vehicle, a driving assistance control method for a vehicle, and a non-transitory storage medium storing a corresponding program, which are capable of adapting the driving experience to the driver's preferences in the driving assistance controls as much as possible.

[0006] One of the embodiments of the driving assistance control device for a vehicle according to the present invention includes a controller configured to perform, as driving assistance control, at least a steering assistance control (LTA) for automatically changing a steering angle of a host vehicle (HV) and an acceleration assistance control (ACC) for automatically changing an acceleration of the host vehicle based on at least one driving state of the host vehicle.The controller is further configured to: receive a setting operation input from a driver of the host vehicle (70, 71); and vary an intensity level of steering assistance in the steering assist control when the controller is configured to perform the steering assist control based on (in accordance with) the setting operation input, or vary an intensity level of acceleration assistance in the acceleration assist control when the controller is configured to perform the acceleration assist control based on (in accordance with) the setting operation input (. Fig. 3, S420, S440, S550, S560, S620, S660, S670).

[0007] According to the above embodiment, the driving assistance control device can vary the driving feeling in the driving assistance control according to the driver's preference.

[0008] To facilitate understanding of the present invention, in the above description, the components corresponding to those of a later-described embodiment are indicated by parentheses of symbols and / or names used in the embodiment; however, the components of the invention are not limited to those defined by the symbols and / or names in the embodiment. The present invention relates to a driving assistance control method and a non-transitory storage medium storing a program thereof. Short description of the characters Fig. 1 is a schematic diagram of a driving assistance control device for a vehicle according to an embodiment of the present invention. Fig. 2A is a figure for describing parameters used for lane keeping control. Fig. 2B is a figure illustrating an image formed on the Fig. 1 is displayed. Fig. 2C is another figure illustrating an image obtained on the Fig. 1 is displayed. Fig. 2D is a figure illustrating examples of steering in lane keeping control. Fig. 2E is another figure illustrating an image obtained on the Fig. 1 is displayed. Fig. 2F is a figure for illustrating examples of acceleration assist control in inter-vehicle distance control. Fig. 3 shows a routine executed by a CPU of the type Fig. 1 shown driving assistance ECU. Fig. 4 shows a routine executed by the CPU of the driver assistance ECU Fig. 1 is executed. Fig. 5 shows a routine executed by the CPU of the driver assistance ECU Fig. 1 is executed. Fig. 6 shows a routine executed by a CPU of a driving assistance ECU according to a modified embodiment of the Fig. 1 shown driving assistance ECU. Detailed description

[0009] A driving assistance control device for a vehicle DS (hereinafter referred to as “device DS”) according to an embodiment of the present invention comprises the Fig. 1. The device DS is attached and / or mounted on a carrier vehicle HV. The carrier vehicle HV can be a vehicle with an internal combustion engine as the power source, a vehicle with an electric motor as the power source (i.e., an electric vehicle), or a hybrid vehicle.

[0010] In this specification, "ECU" means an electronic control device / unit (i.e., a control unit) that contains a microcomputer. The microcomputer includes a CPU (processor), a ROM, a RAM, a non-volatile memory that can be written to with data, and an interface. The control unit may sometimes also be referred to as a "controller" or "computer." A variety of the Fig. The control units shown in Figure 1 are interconnected via a control area network (CAN) so that they can exchange information. Some or all of these control units can be integrated into a single control unit.

[0011] A driving assistance ECU 10 performs lane keeping control, inter-vehicle distance control, or the like as driving assistance control. The functions of the driving assistance ECU 10 can be realized / implemented by multiple ECUs. The driving assistance ECU 10 is connected to the Fig. 1 (described below) and exchange information or signals with each other.

[0012] A camera device 20 includes a camera 21 and an image ECU 22. The camera 21 captures (or photographs) a "scene in front of the host vehicle HV" to obtain image data every time a predetermined time has elapsed. The image ECU 22 detects "a left boundary line LL and a right boundary line RL" of a host lane, i.e., a lane in which the host vehicle HV is located, based on the image data sent from the camera 21. Note that a boundary line of a lane is typically a lane boundary line (a lane marking), such as a white line and a yellow line. The camera ECU 21 determines "a target traveling line TL, a road curvature CL, a lateral difference DL, a yaw angle difference θL, or the like (see Fig. 2A)" as described later. Furthermore, the image ECU 22 generates camera object information based on the image data sent from the camera 21. The camera object information includes "a position (a longitudinal position and a lateral position) and a type" of an object located in front of the host vehicle HV.

[0013] A radar device 30 is a known device configured to obtain information about an object in front of the host vehicle HV using electric waves in a millimeter-wave band. The radar device 30 includes a radar 31 and a radar ECU 32. The radar 31 transmits millimeter waves within a predetermined detection range and receives the millimeter waves reflected from the object every time the predetermined time elapses. The radar 31 transmits transmitted millimeter-wave information and received millimeter-wave information to the radar ECU 32. The radar ECU 32 obtains information about the radar object based on the information transmitted from the radar 31. The radar ECU 32 transmits the radar object information to the driving assistance ECU 10. The radar object information includes a distance to the object, an azimuth of the object, and a relative speed of the object.

[0014] It should be noted that the driving assistance ECU 10 fuses the camera object information and the radar object information into fusion object information.

[0015] A powertrain ECU 40 controls a powertrain actuator 41 according to an instruction of the driving assistance ECU 10 or an operation of an accelerator pedal (not shown) by the driver to change a driving force generated by the drive device of the host vehicle HV to control an acceleration of the host vehicle HV.

[0016] A brake ECU 50 controls a brake actuator 51 according to an instruction of the driving assistance ECU 10 or an operation of a brake pedal (not shown) by the driver to change a braking force generated by the brake device of the host vehicle HV to control a deceleration of the host vehicle HV.

[0017] A steering ECU 60 drives a steering motor 61 according to an instruction of the driving assistance ECU 10 or an operation of a steering wheel (not shown) to control a steering device of the host vehicle HV to change a steering assist force and a steering angle (or a steered angle) of the host vehicle HV.

[0018] An input setting device 70 is connected to a "display panel 71 with touch key functions." The display panel 71 is located at a position where the driver can operate the display panel 71. As described later, the driver can change "an LTA control level and an ACC acceleration level" according to his or her preference by touching the display panel 71 (see Fig. 2B to Fig. 2F).

[0019] The driving assistance ECU 10 receives the detected values ​​(output values) of the sensors and switches described below. - an accelerator pedal operation amount sensor 81 that detects an accelerator pedal operation amount AP of the host vehicle HV; - a brake pedal operation amount sensor 82 that detects a brake pedal operation amount BP of the host vehicle HV; - a vehicle speed sensor 83 which detects a speed of the host vehicle HV (ie, the host vehicle speed Vh); - a longitudinal acceleration sensor 84 which detects an acceleration (ie longitudinal acceleration) Gx of the host vehicle HV in a front-rear direction; - a lateral acceleration sensor 85 that detects an acceleration (ie, lateral acceleration) Gy of the host vehicle HV in a vehicle width direction; - a steering angle sensor 86 which detects a steering angle θ of a steering wheel of the host vehicle HV.

[0020] It should be noted that the driving assistance ECU 10 is also connected to other sensors, including a yaw rate sensor and a steering torque sensor. (Overview of the operation)

[0021] Based on a driving state of the host vehicle HV, the DS performs lane keeping control for automatically changing the steering angle of the host vehicle HV as one of the steering assistance controls, and inter-vehicle distance control for changing the acceleration of the host vehicle HV as one of the acceleration assistance controls. The DS performs these as driving assistance controls.

[0022] The DS device can vary the "strength of steering feel (i.e., steering assist force), which is an intensity level of steering assistance," according to the driver's wishes in lane keeping control. The DS device can also vary the "acceleration of the host vehicle HV, which is an intensity level of acceleration assistance," according to the driver's wishes in inter-vehicle distance control.

[0023] In particular, the device DS can vary the “strength of the steering feel” while the host vehicle HV returns to the target driving line in the lane keeping control if the driver of the host vehicle HV selects one of the buttons 111 to 114, which are shown in a “screen 110 (see Fig. ) for selecting a control level of the lane departure control (LTA)”, which is displayed on the display field 71.

[0024] For example, if the driver selects button 114, which corresponds to an “LTA level 4”, the device DS returns the host vehicle HV relatively smoothly to the target driving line TL by gently varying the steering angle of the host vehicle HV, as shown in the left figure in Fig. 2D. If, however, the driver selects button 111, which corresponds to an “LTA level 1”, the device DS brings the carrier vehicle HV back relatively quickly to the target running line TL by significantly changing the steering angle of the carrier vehicle HV, as shown in the right figure in Fig. shown in 2D.

[0025] In addition, the device DS can vary the “acceleration of the host vehicle HV” in a period in which the host vehicle HV is accelerated to a target speed when a preceding vehicle PV to be followed disappears in the inter-vehicle distance control, if the driver of the host vehicle HV selects one of the buttons 121 to 124 shown in a “screen 120 (see Fig. 2E) for selecting a control level of the inter-vehicle distance control (ACC)”, which is displayed on the display panel 71.

[0026] For example, if the driver selects button 124, which corresponds to an “ACC level 4”, the DS device accelerates the host vehicle with a low acceleration, as shown in the left figure in Fig. 2F. If, however, the driver selects button 121, which corresponds to an “ACC level 1”, the DS device accelerates the host vehicle with a high acceleration, as shown in the right figure in Fig. 2F. (Specific operation)

[0027] The CPU of the driving assistance ECU 10 executes routines shown in the flowcharts in the Fig. 3 to 5, each time a predetermined time (calculation cycle) dt elapses. Note that hereinafter, "step" is expressed as "S." <Variieren (Einstellen) des Niveaus der Spurhaltesteuerunq>

[0028] When a suitable time has come, the CPU starts processing from S300 in Fig. 3 and proceeds to S310. At S310, the CPU determines whether or not a setting operation for the control level of the lane departure control is performed via the display panel 71. Specifically, when the driver of the host vehicle HV touches an "LTA setting button 104" displayed in a Fig. 2B shown “Menu Screen 100” displayed on the display panel 71, the input setting device 70 causes the display panel 71 to display a Fig. 2C to display the “LTA Control Level Setting Screen 110”.

[0029] The LTA level setting screen 110 includes a button 111 for selecting LTA level 1 (strong), a button 112 for selecting LTA level 2 (medium), a button 113 for selecting LTA level 3 (weak), and a button 114 for selecting LTA level 4 (very weak). When the driver touches one of the buttons 111-114, the input setting device 70 notifies the driver assistance ECU 10 that the lane departure control level setting operation has been completed. Note that in an initial state, the button 112 corresponding to LTA level 2 is automatically selected.

[0030] When the setting of the lane departure control level is completed, the CPU proceeds from S310 to S320 to determine whether the LZA level 1 (strong) selection button 111 has been touched or not.

[0031] When the key 111 has been touched (ie, when the LTA level 1 has been selected), the CPU proceeds from S320 to S330. In S330, the CPU sets a first gain K1 to a predetermined value K1a, sets a second gain K2 to a predetermined value K2a, and sets a third gain K3 to a predetermined value K3a. The first to third gains (K1, K2, K3) will be described later.

[0032] Then, the CPU proceeds to S340 to store the values ​​of the first to third gains (K1, K2, K3) in the nonvolatile memory of the driving assistance ECU 10. After that, the CPU proceeds to S395 to temporarily terminate the present routine.

[0033] If button 111 has not been touched when the CPU proceeds to S320, the CPU proceeds from S320 to S350. In S350, the CPU determines whether or not button 112 for selecting LTA level 2 (medium) has been touched. If button 112 has been touched (i.e., if LTA level 2 has been selected), the CPU proceeds from S350 to S360. At S360, the CPU sets the first gain K1 to the value K1a described above, sets the second gain K2 to "0," and sets the third gain K3 to "0." After that, the CPU proceeds to S340 and then to S395.

[0034] If the button 112 has not been touched when the CPU proceeds to S350, the CPU proceeds from S350 to S370. In S370, the CPU determines whether the LTA level 3 (weak) selection button 113 has been touched or not. If the button 113 has been touched (i.e., if LTA level 3 has been selected), the CPU proceeds from S370 to S380. In S380, the CPU sets the first gain K1 to a product (α1 · K1a) of a coefficient α1 and the value K1a described above, sets the second gain K2 to "0", and sets the third gain K3 to "0". The coefficient α1 is a constant value greater than "0" and less than "1". After that, the CPU proceeds to S340 and then to S395.

[0035] If button 113 has not been touched when the CPU proceeds to S370, button 114 has been touched (i.e., LTA stage 4 has been selected). Therefore, the CPU proceeds from S370 to S390 to set the first gain K1 to a product (α2·K1α) of a coefficient α2 and the value K1α described above, set the second gain K2 to "0," and set the third gain K3 to "0." The coefficient α2 is a constant value greater than "0" and less than "1," and is smaller than the coefficient α1. After that, the CPU proceeds to S340 and then to S395.

[0036] If the setting operation for the control level of the lane departure control has not yet been executed when the CPU proceeds to S310, the CPU proceeds from S310 directly to S395 to temporarily terminate the present routine. <Spurhaltesteuerung (Spurhaltekontrolle)>

[0037] When a suitable time has come, the CPU starts processing from S400 in Fig. 4 and proceeds to S410 to determine whether a lane keeping control enable condition is met. For example, the lane keeping control enable condition is met when all of Conditions 1 to 3 described below are met. Note that the lane keeping control enable condition is not limited to this example. (Condition 1) An activation condition of the inter-vehicle distance control is met. (Condition 2) An “ON” of an “LTA ON / OFF button 103” which is in the Fig. The menu screen 100 shown in Figure 2B was selected. (Condition 3) Both “the left border line LL and the right border line RL” of the host spur, as in Fig. 2A, were captured (detected) by the camera device 20.

[0038] If the lane keeping control ON condition is not met, the CPU proceeds directly from S410 to S495 to temporarily terminate the current routine. Conversely, if the lane keeping control ON condition is met, the CPU executes the processes from S420 to S450 and then proceeds to S495.

[0039] S420; The CPU reads the values ​​of the first to third gains (K1, K2, K3) from the non-volatile memory.

[0040] S430; The CPU determines the target driving line TL of the lane keeping control, the road curvature CL, the lateral difference DL, and the yaw angle difference θL from the image data.

[0041] As in Fig. As shown in Figure 2A, the target traveling line TL is the line connecting the center positions between the left boundary line LL and the right boundary line RL in the track width direction. The road curvature CL is a curvature of the target traveling line TL (i.e., an inverse of the radius R of the target traveling line TL). The lateral difference DL is a distance between a center point of the body of the host vehicle HV in a body width direction (e.g., a center point between a left and right front wheel) and the target traveling line TL. The yaw angle difference (deviation) θL is an angle between a tangent direction of the target traveling line TL and a traveling direction of the host vehicle HV.

[0042] S440: The CPU sets “the values ​​of the first to third gains (K1, K2, K3)” read in S420 and “the road curvature CL, the lateral difference DL and the yaw angle difference θL” acquired in S430 into a formula (1) to calculate a “target steering angle θtgt” which serves as a steering control amount. θtgt=K1⋅CL+K2⋅DL+K3⋅θL

[0043] The first term (K1 · CL) in the above formula (1) is a feedforward term that automatically drives the host vehicle HV along the curve of the host lane (i.e., the target travel line TL). The second term (K2 · DL) and the third term (K3 · θL) in the above formula (1) are feedback terms that ensure that the lateral difference DL and the yaw angle difference θL are each equal to "0."

[0044] S450: The CPU controls the steering motor 61 by sending an instruction to the steering ECU 60 such that an actual steering angle θact (i.e., the steering angle θ detected by the steering angle sensor 86) matches the target steering angle θtgt. For example, the CPU determines a target steering torque Tqtgt that should be generated by the steering motor 61 based on the target steering angle θtgt and the host vehicle speed Vh using a lookup table or the like. The CPU transmits the target steering torque Tqtgt to the steering ECU 60. The steering ECU 60 causes the steering motor 61 to generate a torque corresponding to the target steering torque Tqtgt.

[0045] Note that the CPU may obtain the target steering torque Tqtgt instead of the target steering angle θtgt as the steering control amount according to a formula whose right-hand term is similar to one of Formula (1). In this case, the CPU transmits the target steering torque Tqtgt to the steering controller 60.

[0046] Furthermore, the CPU may obtain the target yaw rate Yrtgt instead of the target steering angle θtgt as the steering control amount, according to a formula whose right-hand part is similar to one of Formula (1). In this case, the CPU obtains a target steering torque Tqtgt for generating the target yaw rate Yrtgt based on the target yaw rate Yrtgt and the host vehicle speed Vh using a look-up table or the like. The CPU transmits the target steering torque Tqtgt to the steering controller 60.

[0047] For example, when LZA level 1 (strong) is selected, the first to third gains (K1, K2, K3) are set to the values ​​(K1a, K2a, K3a). This results in a large steering torque, so that the host vehicle HV does not deviate even slightly from the target speed line TL. Consequently, the intensity of the steering assistance becomes very strong. When LZA level 2 (medium) is selected, the first to third gains (K1, K2, K3) are set to the values ​​(K1a, 0, 0). Since the feedback term for the target speed line TL is not effective, the driver must steer the host vehicle HV such that it does not deviate from the target speed line TL, even though it is traveling along the target speed line TL due to the forward term. This means that the intensity of the steering assistance becomes medium. If the LZA level 3 (weak) is selected, the first to third gains (K1, K2, K3) are set to the values ​​(α1 · K1a, 0, 0).Therefore, the "assistance torque generated by the steering motor 61" with which the host vehicle HV follows the road shape is weaker compared to LAT level 2. Therefore, the driver must steer to a certain extent to make the host vehicle HV travel along the target traveling line TL. That is, the intensity of the steering assistance becomes weak. When LZA level 4 (very weak) is selected, the first to third gains (K1, K2, K3) are set to the values ​​(α2 · K1a, 0, 0). Therefore, the "assistance torque generated by the steering motor 61" with which the host vehicle HV follows the road shape is weaker compared to LAT level 3. Therefore, the driver must exert considerable steering effort to make the host vehicle HV travel along the target traveling line TL. That is, the intensity of the steering assistance becomes very weak. <zwischenfahrzeugabstandssteuerung>

[0048] When a suitable time comes, the CPU starts processing from S500 in Fig. 5 and proceeds to S510. In S510, the CPU determines whether an on-condition for inter-vehicle distance control (ACC) is met. For example, the on-condition for inter-vehicle distance control is met when both Condition 4 and Condition 5, as described below, are met. Note that the on-condition for inter-vehicle distance control is not limited to this example. (Condition 4) The host vehicle speed Vh is equal to or higher than a vehicle speed threshold Vth. (Condition 5) An "ON" of an "ACC ON / OFF button 101" that is in the Fig. The menu screen 100 shown in Figure 2B was selected.

[0049] If the on-condition of the inter-vehicle distance control is not satisfied, the CPU proceeds from S510 directly to S595 to temporarily terminate the present routine. Conversely, if the on-condition of the inter-vehicle distance control is satisfied, the CPU proceeds from S510 to S520 to determine whether or not there is a preceding vehicle that the host vehicle HV should follow. Specifically, based on the fusion object information, the CPU determines that another vehicle located in the host lane at a predetermined distance from the host vehicle and traveling ahead of the host vehicle HV is the preceding vehicle that the host vehicle HV should follow.

[0050] If the preceding vehicle that the host vehicle HV should follow is present, the CPU proceeds from S520 to S530 to perform the known inter-vehicle distance control. Specifically, the CPU controls the acceleration of the host vehicle HV through the powertrain ECU 40 and the brake ECU 50 in such a manner that the inter-vehicle distance between the host vehicle and the preceding vehicle that the host vehicle HV should follow agrees with a target inter-vehicle distance (see JP 2020 - 26154 A, JP 2014 - 148293 A, JP 4172434 B, and JP 4929777 B). Thereafter, the CPU proceeds to S595 to temporarily terminate the present routine.

[0051] If the preceding vehicle that the host vehicle HV should be following is not present when the CPU proceeds to S520, the CPU proceeds from S520 to S540. In S540, the CPU determines whether or not it is accelerating the host vehicle HV to a predetermined target vehicle speed because the preceding vehicle that the host vehicle HV should be following has disappeared.

[0052] If the CPU is accelerating the host vehicle HV to a specified target vehicle speed because the preceding vehicle, which the host vehicle HV was supposed to follow, has disappeared, the CPU proceeds from S540 to S550. At S550, the CPU reads a target acceleration Gtgt from non-volatile memory.

[0053] When the driver of the host vehicle HV touches an "ACC setting button 102" which is shown in the Fig. 2B, which is displayed on the display panel 71 at a time when the host vehicle HV is activated, the input setting device 70 causes the display panel 71 to display a Fig. 2E to display the "Inter-Vehicle Distance Control (ACC) Screen 120." Thereafter, the driver touches one of the "buttons 121 to 124" included on the screen 120. This causes the CPU to execute a routine (not shown) to store the target acceleration Gtgt corresponding to one of the flavors 121 to 124 touched by the driver in the nonvolatile memory. Note that the button 122 corresponding to ACC level 2 (medium) is automatically selected in an initial state.

[0054] For example, when the driver touches a button 121 to select an "ACC level 1 (strong)", an acceleration Gx1 is stored as a target acceleration Gtgt in the non-volatile memory.

[0055] When the driver touches a button 122 to select an "ACC level 2 (medium)", an acceleration Gx2 is stored in the non-volatile memory as a target acceleration Gtgt.

[0056] When the driver presses a button 123 to select an "ACC level 3 (weak)", an acceleration Gx3 is stored in the non-volatile memory as a target acceleration Gtgt.

[0057] When the driver touches a button 124 to select an "ACC level 4 (very weak)", an acceleration Gx4 is stored in the non-volatile memory as a target acceleration Gtgt.

[0058] Note that the following formula (2) is satisfied for these accelerations. 0 <Gx4<Gx3<Gx2<Gx1

[0059] After the CPU reads the target acceleration Gtgt from the non-volatile memory at S550, the CPU proceeds to S560 to control the acceleration of the host vehicle HV until the host vehicle speed Vh increases to / reaches the target vehicle speed, so that the actual acceleration of the host vehicle HV matches the target acceleration Gtgt set by the powertrain ECU 40. After that, the CPU proceeds to S595.

[0060] As a result, the host vehicle speed Vh gradually increases and reaches the target vehicle speed. If the host vehicle speed Vh is equal to or higher than the target vehicle speed when the CPU proceeds to S540, the CPU makes a "no" decision at S540 to proceed to S570. At S570, the CPU performs known constant-speed cruise control to make the host vehicle speed Vh equal to the target vehicle speed. After that, the CPU proceeds to S595.

[0061] In this way, the CPU can set / vary the acceleration (target acceleration Gtgt) with which the CPU accelerates the host vehicle HV to the predetermined, separately set target vehicle speed because the preceding vehicle, which the host vehicle HV should follow, has disappeared, according to the driver's request. (Modified example)

[0062] The device according to a modified embodiment of the present invention differs from the above-described embodiment in that the CPU of the device DS according to the modified embodiment performs a Fig. 6 instead of Fig. 4. In addition, the CPU of this device DS sets the first to third gains (K1, K2, K3) to values ​​(K1a, K2a, K3a) at S330, S360, S380, and S390 according to the modified example.

[0063] In addition, the CPU of this modified example sets an upper limit lateral acceleration Gymax to a first lateral acceleration Gy1 at S330, sets the one upper limit lateral acceleration Gymax to a second lateral acceleration Gy2 at S360, sets the one upper limit lateral acceleration Gymax to a third lateral acceleration Gy3 at S380, and sets the one upper limit lateral acceleration Gymax to a fourth lateral acceleration Gy4 at S390. Furthermore, the CPU stores the value of the one upper limit lateral acceleration Gymax in non-volatile memory. Note that the following formula (3) is satisfied from the first to the fourth lateral acceleration. 0 <Gy1<Gy2<Gy3<Gy4

[0064] When a suitable time comes, the CPU starts processing from S600 in Fig. 6 and proceeds to S610 to determine whether the lane departure control activation condition is met or not. The process of S610 is the same as that of S410 in Fig. 4. If the lane departure control ON condition is not met, the CPU proceeds from S610 directly to S695 to temporarily terminate the present routine. Conversely, if the lane departure control ON condition is met, the CPU makes a "Yes" decision in S610 and proceeds to S655 after executing the processes from S620 to S650 described below.

[0065] S620: The CPU reads from the non-volatile memory the "one upper limit lateral acceleration Gymax used for lane keeping control" stored in the non-volatile memory at S340.

[0066] S630: The CPU determines the road curvature CL, the lateral difference DL and the yaw angle difference θL from the image data.

[0067] S640: The CPU substitutes the "road curvature CL, the lateral difference DL, and the yaw angle difference θL" obtained in S630 into the above-described formula (1) to calculate the "target steering angle θtgt," similar to S440. Note that the first gain K1 is set to the value K1a, the second gain K2 is set to the value K2a, and the third gain K3 is set to the value K3a.

[0068] S650: The CPU controls the steering motor 61 by sending the instruction to the steering controller 60 so that the actual steering angle θact matches the target steering angle θtgt, similar to S450.

[0069] In S655, the CPU determines whether or not a constant time T has elapsed since the execution of the process of S650. If the constant time T has not yet elapsed, the CPU waits. If the constant time T has elapsed since the execution of the process of S650, the CPU proceeds from S655 to S660 to determine whether or not a magnitude (IGyl) of an actual lateral acceleration Gy (detected by the lateral acceleration sensor 85) is greater than the upper limit lateral acceleration Gymax read from the nonvolatile memory in S620.

[0070] If the magnitude (IGyl) of the actual lateral acceleration Gy is equal to or less than the upper limit lateral acceleration Gymax, the CPU proceeds from S660 to S665 to set a correction value d to a constant value d0. After that, the CPU proceeds to S695.

[0071] When the magnitude (IGyactl) of the actual lateral acceleration Gyact is larger than the one upper limit lateral acceleration Gymax, the CPU proceeds from S660 to S670 to correct the target steering angle θtgt so that an absolute value |θtgt| of the target steering angle θtgt becomes a value smaller than |θtgtl by the value d, and controls the steering motor 61 so that the actual steering angle θact agrees with the corrected target steering angle θtgt.

[0072] The CPU then proceeds to S675 to increase the correction value d by a value β. After that, the CPU returns to S655 to wait until the constant time T has elapsed. When the constant time T has elapsed, the CPU proceeds from S655 to S660.

[0073] As a result, the target steering angle θtgt is varied so that the magnitude of the target steering angle θtgt is gradually decreased until the magnitude (IGyactl) of the actual lateral acceleration Gyact becomes equal to or smaller than the one upper limit lateral acceleration Gymax. In other words, the host vehicle HV is brought closer to the target traveling line TL while the magnitude (IGyactl) of the actual lateral acceleration Gyact does not exceed the one upper limit lateral acceleration Gymax. The larger the upper limit lateral acceleration Gymax, the wider the tolerance range for the fluctuation of the steering torque generated by the steering motor 61. Therefore, the larger the one upper limit lateral acceleration Gymax, the stronger the intensity degree of the steering assistance becomes.

[0074] As described above, according to the above-described embodiment and modified example, the driver can set / change "the intensity level of steering assistance and the intensity level of acceleration assistance" in the driving assistance controls according to his or her preference. Therefore, the above-described embodiment and modified example can vary the driving feel in the driving assistance controls according to the driver's preference.

[0075] It should be noted that the present invention is not limited to the above-described embodiment and the modified embodiment, and may adopt various modifications within the scope of the present invention. For example, the present invention can be applied to a host vehicle that is an autonomous driving vehicle in a state where its driving mode has been switched from automatic driving to manual driving. Furthermore, the present invention can be applied to lane avoidance control and / or lane change assist control such as steering assist control. Also, the present invention can be applied to acceleration control during a resumption mode (i.e., when the constant speed cruise control is resumed) after the constant speed cruise control is canceled, as acceleration assist control.Furthermore, the above-described embodiment and the modified embodiment can be configured to set / change only one of the two values ​​"steering assistance intensity level and acceleration assistance intensity level". 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 2020 - 26 154 A [0003, 0050] JP 2014 - 148 293 A

[0050] JP 4 172 434 B

[0050] JP 4 929 777 B

[0050] < / zwischenfahrzeugabstandssteuerung>

Claims

[1] A driving assistance control device for a vehicle comprising a controller (10) configured to perform, as a driving assistance control, at least one of a steering assistance control for automatically varying a steering angle of a host vehicle (HV) and an acceleration assistance control for automatically varying an acceleration of the host vehicle based on at least one driving state of the host vehicle, wherein the controller is configured to: to receive a setting operation input from a driver of the host vehicle; and to vary an intensity level of a steering assistance in the steering assistance control according to the setting operation input when the controller is configured to perform the steering assistance control, or to vary an intensity level of an acceleration assistance in the acceleration assistance control according to the setting operation input when the controller is configured to perform the acceleration assistance control. [2] Driving assistance control device according to claim 1, wherein the controller (10) is configured to perform, as the steering assist control, a lane keeping control for automatically varying a steering angle of the host vehicle in such a way that the vehicle travels along a target travel line set in a lane in which the host vehicle travels, and the controller is further configured to: detect a road curvature (CL), which is a curvature of the target driving line, a lateral difference (DL), which is a distance between the host vehicle and the target driving line in a lane width direction, and a yaw angle difference (θL), which is an angle between a tangent direction of the target driving line and a traveling direction of the host vehicle; and by calculation based on a first term (K1 · CL), which is a product of the road curvature (CL) and a first gain (K1), a second term (K2 · DL) which is a product of the lateral difference (DL) and a second gain (K2), and a third term (K3 · θL), which is a product of the yaw angle difference (θL) and a third gain (K3), to determine a steering control amount for varying the steering angle; and to vary the first gain, the second gain and the third gain according to the setting operation input in order to vary the intensity level of the steering assistance. [3] Driving assistance control device according to claim 1, wherein the controller (10) is configured to perform, as the steering assist control, a lane keeping control for automatically varying a steering angle of the host vehicle in such a way that the vehicle travels along a target travel line set in a lane in which the host vehicle travels, and the controller is further configured to: detect a road curvature (CL), which is a curvature of the target driving line, a lateral difference (DL), which is a distance between the host vehicle and the target driving line in a lane width direction, and a yaw angle difference (θL), which is an angle between a tangent direction of the target driving line and a traveling direction of the host vehicle; and to determine a steering control amount for varying the steering angle by calculation based on the road curvature (CL), the lateral difference (DL) and the yaw angle difference (θL); to vary an upper limit lateral acceleration (Gymax) according to the setting process input; and to correct the steering control amount such that an actual lateral acceleration does not exceed the upper limit lateral acceleration in order to vary the intensity level of the steering assistance. [4] Driving assistance control device according to claim 1, wherein the controller (10) is configured to perform, as the acceleration assist control, an inter-vehicle distance control to control an acceleration of the host vehicle to follow a preceding vehicle present in front of the host vehicle and to accelerate the host vehicle at a predetermined target acceleration up to a predetermined target vehicle speed in a specific case where the preceding vehicle disappears after the preceding vehicle is present, and the controller is further configured to vary the target acceleration according to the setting operation input in the specific case in order to vary the intensity level of the acceleration assistance. [5] A driving assistance control method for a vehicle for performing, as a driving assistance control, a steering assistance control for automatically varying a steering angle of a host vehicle and / or an acceleration assistance control for automatically varying an acceleration of the host vehicle based on at least one driving state of the host vehicle, comprising: a step of receiving a setting operation input from a driver of the host vehicle; and a step of varying an intensity level of a steering assistance in the steering assistance control according to the setting operation input and / or an intensity level of an acceleration assistance in the acceleration assistance control according to the setting operation input. [6] Non-volatile storage medium that stores a program, the program causing a computer to implement: a step of performing, as a driving assistance control, a steering assistance control for automatically varying a steering angle of a host vehicle and / or an acceleration assistance control for automatically varying an acceleration of the host vehicle based on at least one driving state of the host vehicle; a step of receiving a setting operation input from a driver of the host vehicle; and a step of varying an intensity level of steering assistance in the steering assistance control according to the setting operation input and / or an intensity level of acceleration assistance in the acceleration assistance control according to the setting operation input.

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