VEHICLE ASSISTANCE CONTROL DEVICE, VEHICLE ASSISTANCE SYSTEM AND VEHICLE ASSISTANCE CONTROL METHOD

Abstract

Vehicle assistance control device, comprising: a procurement unit (103) configured to detect a vehicle movement state (500) and a vehicle movement environment (500); and a control unit (101, P1) configured to induce a driving assistance unit (31) to perform collision avoidance assistance using an operating range reduced from a reference operating range, which becomes a reference in respect of a fault of the yaw rate sensor (25), as an operating range of the collision avoidance assistance, as well as the vehicle's (500) motion state and the vehicle's (500) motion environment, in a case where zero-point learning of a yaw rate sensor (25) has not been completed. wherein the control unit (101, P1) reduces the reference operating range with respect to a maximum error of the yaw rate sensor (25).

Description

[0001] The invention relates to a technique for controlling a vehicle's driving assistance system to suppress or avoid a collision with an object.

[0002] In a driving assistance technology for suppressing or avoiding a collision with an object, the angular velocity output by a yaw rate sensor is used as one of the parameters that indicate a movement state of the own vehicle (e.g. JP 2014-191597 A).

[0003] The yaw rate sensor typically exhibits a detection error, and calibration processing to induce the yaw rate sensor to learn a zero point, i.e., zero-point learning processing, is performed during use. If a vehicle's movement is initiated in a state where the calibration processing has not yet been completed, there is a case where, due to a detection error, a target that should not be designated for drive assistance cannot be accurately identified, thus allowing drive assistance to be executed on a target that is not necessarily one for which drive assistance should be performed.

[0004] According to the subsequently published document DE 11 2018 002 537 T5, an assistance device for autonomous driving includes a control section for manual driving that controls a vehicle in accordance with manual driving by a driver, a control section for autonomous driving that controls autonomous driving using a detection result from a first sensor that detects a driving state of the vehicle or an environmental state of the vehicle, a malfunction state detection section that detects whether there is a malfunction in the first sensor, and a driving state determination section that determines a driving state.If a malfunction in the first sensor is detected during autonomous driving operation, the autonomous driving control unit will perform emergency autonomous driving until a predetermined condition is met, during which time it will modify the emergency autonomous driving mode based on the specific driving condition compared to the autonomous driving mode prior to the first sensor malfunction detection. After the emergency autonomous driving has ended, the autonomous driving assistance device is configured to selectively either instruct the autonomous driving control unit to stop the vehicle or instruct the manual driving control unit to take over manual driving.

[0005] US patent 2013 / 0231825A1 discloses a vehicle control system or method for yaw rate correction that uses a camera and sensors to determine when to update the offset of a yaw rate sensor. The sensors may include a longitudinal accelerometer, a transfer sensor, a vehicle speed sensor, and a steering angle sensor. The yaw rate sensor offset can be updated when, by reference to at least one derivative of acceleration from the longitudinal accelerometer, it is determined that the vehicle is stationary. The yaw rate sensor offset can also be updated when, by reference to at least image data captured by the camera, it is determined that the vehicle is moving straight ahead. Lane boundaries can be detected and evaluated in the captured image data to determine the degree of confidence in the straight-ahead motion.If the yaw rate sensor offset needs to be updated, a ratio of the new offset to the old offset can be used.

[0006] The German patent application DE 10 2014 221 682 A1 relates to a method, a device and a computer program for operating a vehicle, wherein the vehicle is driven fully automatically, wherein, if an error is detected during the fully automated driving, a safe state is selected from a plurality of safe states depending on a parameter, wherein the vehicle is driven fully automatically into the selected safe state.

[0007] The publication DE 10 2005 013 448 A1 discloses a safety device for motor vehicles, comprising a sensor system for detecting the traffic environment, a prediction device for recognizing a collision hazard, and an actuator system for triggering a reaction depending on the collision hazard, characterized by a self-monitoring device designed to compare a prediction of the prediction device with the actual event and, depending on a detected discrepancy, to initiate at least a partial deactivation of the actuator system.

[0008] Against this background, the invention is based on the objective of creating a driving assistance control device and a driving assistance control method with which driving assistance is implemented in a suitable manner even when the zero-point learning processing of the yaw rate sensor has not yet been completed.

[0009] This problem is solved by a driving assistance control device with the features of claim 1 and by a driving assistance control method with the features of claim 4. Advantageous embodiments of the invention are the subject of the appended dependent claims.

[0010] The invention can be implemented more precisely than the following aspects.

[0011] In accordance with a first aspect, a vehicle assistance control device is provided.The driving assistance control device includes a procurement unit configured to detect a vehicle motion state and a vehicle motion environment, and a control unit configured to, in a case where zero-point learning of a yaw rate sensor has not been completed, cause a driving assistance unit to perform collision avoidance assistance using an operating range reduced from a reference operating range, which becomes a reference with respect to a yaw rate sensor error, as an operating range for collision avoidance assistance, as well as the vehicle motion state and the vehicle motion environment, wherein the control unit reduces the reference operating range with respect to a maximum error of the yaw rate sensor.

[0012] In accordance with the driving assistance control device according to the first aspect, it is also possible to perform the driving assistance in a suitable manner even if the calibration processing of the yaw rate sensor has not yet been completed.

[0013] A driving assistance system according to a second aspect may include the driving assistance control device according to the first aspect and a sensing unit configured to sensing the locomotion state and locomotion environment; wherein the driving assistance unit is configured to perform the collision avoidance assistance in accordance with an instruction from the control unit.

[0014] In accordance with the driving assistance system as described in the second aspect, it is also possible to perform the driving assistance in a suitable manner even if the calibration processing of the yaw rate sensor has not yet been completed.

[0015] In accordance with a third aspect, a vehicle assistance control procedure is provided.The vehicle's driving assistance control procedure according to the third aspect includes acquiring a vehicle motion state that is detected and a vehicle motion environment, determining whether zero-point learning of a yaw rate sensor has been completed, and in a case where zero-point learning of the yaw rate sensor has not yet been completed, performing collision avoidance assistance processing using an operating range reduced from a reference operating range, which becomes a reference with respect to a yaw rate sensor error, as an operating range of the collision avoidance assistance, as well as the vehicle motion state and the vehicle motion environment, wherein the reference operating range is reduced with respect to a maximum yaw rate sensor error.

[0016] In accordance with the driving assistance control method according to the third aspect, it is also possible to implement the driving assistance in a suitable manner even if the calibration process of the yaw rate sensor has not yet been completed. It is noted that the invention can also be implemented as a driving assistance control program of a vehicle or a computer-readable recording medium that records the program.

[0017] The invention is described in more detail below with reference to the drawings. Fig. Figure 1 is an explanatory diagram showing an example of a vehicle on which a driver assistance control device according to a first embodiment is mounted. Fig. Figure 2 is a block diagram representing a functional configuration of the driving assistance control device according to the first embodiment. Fig. Figure 3 is a flowchart illustrating the processing sequence of the driving assistance processing to be performed by the driving assistance control device according to the first embodiment. Fig. Figure 4 is an explanatory diagram showing a reference operating range and a reduced operating range. Fig. Figure 5 is an explanatory diagram illustrating a procedure for calculating the reduced operating range.

[0018] A vehicle assistance control device, a vehicle assistance system, and a vehicle assistance control method are described below with reference to some embodiments.

[0019] First embodiment: As in Fig. As shown in Figure 1, a vehicle assistance control device 100 according to a first embodiment is used, which is mounted on a vehicle 500. The vehicle assistance control device 100 only needs to include at least one control unit and one detection or acquisition unit, and a vehicle assistance system 10 includes, in addition to the vehicle assistance control device 100, an electronic radar control unit or radar ECU 21, an electronic camera control unit or camera ECU 22, a rotation angle sensor 23, wheel speed sensors 24, a yaw rate sensor 25, and vehicle assistance devices 31. The vehicle 500 includes wheels 501, brake devices 502, brake lines 503, a steering wheel 504, a windshield 510, a front bumper 520, and a rear bumper 521.The radar ECU 21 is connected to millimeter-wave radar devices 211, which emit radio waves and detect waves reflected from a target. Based on the reflected waves detected by the millimeter-wave radar devices 211, the radar ECU 22 generates and outputs a detection signal that displays the target with reflection points. The camera ECU 22 is connected to a monocular camera 221 and generates and outputs a detection signal that displays a target with an image, using an image acquired by the camera 221 and a pre-constructed shape pattern of the target. Each of the ECUs 21 and 22 is a microprocessor with an arithmetic unit, a memory unit, and an input / output unit. In addition to the millimeter-wave radar 211, a lidar (laser radar) or an ultrasonic detector, which emits sound waves and detects reflected waves, can be used as a detector to detect a reflected wave.In addition to the monocular camera 211, a stereo camera or a multi-camera consisting of two or more cameras can be used as an image-capturing device to capture an image of a target. Furthermore, a rear and a side camera can be provided.

[0020] The brake devices 502 are provided at the respective wheels 501. Each brake device 502, for example a disc brake or a drum brake, brakes each wheel 501 with braking force corresponding to a brake hydraulic pressure controlled via the brake line 503 when the brake pedal is actuated by a driver, thus effecting the braking of the vehicle 500. The brake line 503 includes a brake piston and a brake fluid line, which generate a brake hydraulic pressure in accordance with the brake pedal actuation. It is noted that, as with the brake line 503, it is also possible to use a configuration in which an actuator provided at each brake device 502 is actuated using a control signal line instead of the brake fluid line.

[0021] The steering wheel 504 is connected to the front wheels 501 via a steering gear 42, which includes a steering rod, a steering mechanism, and a steering shaft. A power steering assist device to reduce steering effort may be provided on the steering gear 42.

[0022] The driving assistance device 31, which is a driving assistance unit, is provided on the brake line 503 and includes a brake assistance device that can be controlled by hydraulic pressure via an actuator, e.g., an electric motor, independently of the brake pedal actuation; a steering assistance device that can drive the steering gear 42 via an actuator, e.g., an electric motor; and a power control device for controlling the output power of an internal combustion engine or an electric motor that serves as a drive power source. Brake assistance, steering assistance, and collision avoidance assistance, in accordance with detection results from the millimeter-wave radar devices 211 and the camera 221, are implemented by the driving assistance devices 31.

[0023] As in Fig. As shown in Figure 2, the driving assistance control device 100 comprises a central processing unit (CPU) 101 and a memory 102 as a control unit, an input / output interface 103 as a procurement unit, and a bus 104. The CPU 101, the memory 102, and the input / output interface 103 are connected via the bus 104 to enable bidirectional communication. The memory 102 includes a memory, e.g., a ROM, which stores a driving assistance program P1 for executing the driving assistance and a zero-point learning processing program P2 for executing the zero-point learning processing of the yaw rate sensor 25 in a non-volatile and read-only manner, and a memory, e.g., a RAM, which is readable and writable by the CPU 101.The CPU 101 defines an operating range for collision avoidance support as a reference operating range, which is a reference, and a reduced operating range, which is reduced compared to the reference operating range, by inserting the driving support program P1 stored in memory 102 into readable and writable memory and executing the driving support program P1. It also functions as a control unit, performing collision avoidance support processing by controlling the driving support devices 31. Furthermore, the CPU 101 performs the zero-point learning processing of the yaw rate sensor 25 by inserting the zero-point learning processing program P2 stored in memory 102 into readable and writable memory and executing the zero-point learning processing program P2.It is noted that CPU 101 can be a single CPU, a multitude of CPUs running the respective programs, or a multi-core CPU capable of running a multitude of programs simultaneously.

[0024] The radar ECU 21, camera ECU 22, yaw rate sensor 23, wheel speed sensors 24, yaw rate sensor 25, and the driving assistance devices 31 are each connected to the input / output interface 103 via control signal lines. Detection signals are fed in by the radar ECU 21, camera ECU 22, yaw rate sensor 23, wheel speed sensors 24, and yaw rate sensor 25. Control signals, which provide instructions regarding the vehicle's operating states, such as brake level and steering angle, are output to the driving assistance devices 31. The input / output interface 103 thus functions as a acquisition unit for acquiring the vehicle's movement state and the movement environment around the vehicle, which is detected by various types of sensors.It is noted that the radar ECU 21, the millimeter-wave radar device 211, the camera ECU 22, and the camera 221 function as a motion environment detection device 20A. The rotary angle sensor 23, the wheel speed sensor 24, and the yaw rate sensor 25 function as a motion state detection device 20B. The motion environment detection device 20A and the motion state detection device 20B can be referred to as a detection unit.

[0025] The millimeter-wave radar devices 211 are sensors that detect the distance, relative velocity, and angle of a target by emitting millimeter waves and receiving waves reflected from the target. In the present embodiment, the millimeter-wave radar devices 211 are arranged on a central surface and both lateral surfaces of the front bumper 520 and on both lateral surfaces of the rear bumper 521. Raw detection signals emitted by the millimeter-wave radar devices 211 are processed in the radar ECU 21 and input into the driving assistance control device 100 as detection signals containing points or a sequence of points indicating one or more representative positions of the target.Alternatively, signals indicating unprocessed received waves can be input from the millimeter-wave radar devices 211 into the control device 100 without the radar ECU 21 being provided. In a case where unprocessed received waves are used as detection signals, the signal processing to specify a position and distance of the target is performed at the driving assistance control device 100.

[0026] The camera 221 is an imaging device that includes an imaging element such as a CCD and a sensor that outputs outline information of an object as image data, which is a detection result of the reception of visible light. The image data output by the camera 221 undergoes feature point extraction processing in the camera ECU 22. A pattern displayed with the extracted feature points is compared to a reference pattern that specifies a detectable object, i.e., the outline of a vehicle, and which was created beforehand. If the extracted pattern matches or is similar to the reference pattern, a single or frame image including the detected object is generated. However, if the extracted pattern does not match or is not similar to the reference pattern, i.e., in the case of a dissimilar pattern, no single or frame image is generated.Frame images are generated. In the camera ECU 22, if image data contains a multitude of objects, a multitude of individual or frame images are generated, each containing a recognized object, and input as acquisition signals into the driver assistance control unit 100. Each individual or frame image is expressed using pixel data and includes positional information, i.e., coordinate information, of the recognized object. The number of individual or frame images contained in the acquisition signals depends on the bandwidth between the camera ECU 22 and the driver assistance control unit 100. Raw image data acquired with the camera 221 can be input as acquisition signals into the driver assistance control unit 100 without the camera ECU 22 being separately available.In this case, a target can be detected at the driver assistance control device 100 using an outline pattern of a recognizable object. In the present embodiment, the camera 221 is arranged in the center of an upper part of the windshield 510. The pixel data output by the camera 221 is black and white pixel data or color pixel data. It should be noted that if an object other than a vehicle, e.g., a traffic light, a road marking such as a lane and a stop line, or the like, is to be the recognizable object, an outline pattern of the desired object can be prepared, and the camera ECU 22 can output a single or frame image of the desired object as a detection signal. In this case, it is only necessary that a single or frame image suitable for processing is available.The frame image is selectively used during processing in a subsequent stage at the driver assistance control device 100. This applies similarly in a case where a rear-view camera is provided.

[0027] The rotation angle sensor 23, which is a torque sensor that detects the amount of rotation that occurs on a steering rod when steering by means of the steering wheel 504, i.e., the steering torque, detects a steering angle of the steering wheel 504. In the present embodiment, the rotation angle sensor 23 is provided on the steering rod that connects the steering wheel 504 and the steering mechanism. A detection signal output by the rotation angle sensor 23 is a voltage value that is proportional to an amount of rotation.

[0028] The wheel speed sensors 24, which detect the rotational speed of the wheels 501, are provided at the respective wheels 501. The detection signals output by the wheel speed sensors 24 are pulse waves that indicate voltage values ​​proportional to the wheel speed or intervals corresponding to the wheel speed. It is possible to obtain information such as the vehicle speed and the vehicle's distance traveled using the detection signals from the wheel speed sensors 24.

[0029] The yaw rate sensor 25 is a sensor that detects the angular velocity of the vehicle 500. The yaw rate sensor 25 is, for example, located on a central part of the vehicle. A detection signal output by the yaw rate sensor 25 is a voltage value proportional to the direction of rotation and the angular velocity, and a voltage value indicating a lane change or a turn of the vehicle 500 to the right or left can be detected.

[0030] The driving assistance processing to be performed by the driving assistance control device 100 according to the first embodiment is described. The in Fig. The processing routine shown in Figure 3 is executed repeatedly at predetermined time intervals, for example, from the start of a vehicle control system until the vehicle control system stops, or from the activation of a start switch until the activation of the start switch. The driving assistance processing in the present embodiment includes, for example, brake assistance processing and steering assistance processing. Brake assistance processing includes sudden braking and smooth braking to avoid a collision with a target vehicle, and steering assistance processing includes steering to avoid a collision with a target vehicle and steering to prevent a vehicle from leaving its lane.

[0031] CPU 101 determines whether the zero-point learning process of the yaw rate sensor 25 has been completed (step S100). Because the yaw rate sensor 25 has an error as a tolerance or permissible tolerance, CPU 101 executes, for example, the zero-point learning processing program P2 separately from the current processing routine when the vehicle 500 starts, and sets, for example, a zero-point learning completion flag to ON upon completion of the zero-point learning process. The zero-point learning process is performed, for example, by obtaining a correction value to set the angular velocity output during the zero-point learning process to zero. The yaw rate sensor 25 corrects a measured value using the obtained correction value and outputs the corrected measured value to the drive assistance control device 100.It is noted that the zero-point learning processing can be performed 500 times at any time during the vehicle's movement to improve learning accuracy, and that an average of the multiple times can be learned as a zero point, i.e., set as the correction value.

[0032] When the flag for zero-point learning is set and it is determined that the zero-point learning processing of the yaw rate sensor 25 has been completed (step S100: Yes), the CPU 101 sets an operating range to a reference operating range (step S110). The operating range is a predefined range for specifying a target to be used for the driving assistance, including collision avoidance assistance. As described in Fig. As shown in Figure 4, the reference operating range DA1 is a range defined by a line extending forward in a width direction from both end sections of the vehicle 500, and is, for example, a range predetermined to specify a target when the vehicle 500 is traveling straight ahead, and which becomes a reference for the operating range. It is noted that the width and forward extent of the reference operating range DA1 may vary according to the vehicle speed or turning condition of the vehicle 500. For example, the forward extent may be set longer when the vehicle speed is higher and shorter when the vehicle speed is lower, and the width may be set narrower with increasing steering angle.

[0033] CPU 101 sets the operating range to a reduced operating range (step S120) if the zero-point learning completion flag is set to OFF and it is determined that the zero-point learning processing of yaw rate sensor 25 has not been completed (step S100: No). As in Fig. As shown in Figure 4, the reduced operating range DA2 is determined with respect to, or as a result of, a fault, preferably a maximum fault, of the yaw rate sensor 25 and has a width that becomes shorter relative to the reference operating range DA1 when the reduced operating range DA2 is separated from the vehicle 500. The reduced operating range DA2 is determined, for example, as follows. The reduced operating range DA2 can be calculated and set each time step S120 is executed in accordance with the following procedure, or a plurality of reduced operating ranges DA2 can be prepared in advance with predetermined speed intervals using a maximum fault, and a suitably reduced operating range DA2 can be selected and set using the speed of a separate vehicle when step S120 is executed.

[0034] The following is made with reference to Fig. 5 described. If the error of the yaw rate sensor 25 is set to ω (rad / s) and the speed of the own vehicle is set to V (m / s), an estimated radius of curvature R1 of the vehicle 500 is calculated using the following equation, using the angular velocity output by the yaw rate sensor 25 when the vehicle 500 is traveling straight ahead. R1(m)=V(m / s) / ω(rad / s)

[0035] Because one dimension of the reduced operating range DA2 is reduced in a lateral direction of the vehicle 500 compared to the reference operating range DA1, a second path of motion is used, which is followed by an end section of the vehicle 500 in the lateral direction. In a case where the width of the vehicle is defined as wd (m), the second path of motion can be expressed by an arc with an end section radius R2 specified below. R2=(wd / 2)+R1

[0036] A lateral position at a position D, which is separated from the vehicle 500 by a distance d (m), i.e. a reduction value b (m) in the lateral direction of the vehicle 500, can be calculated from the following equation using a distance a (m) in the lateral direction starting from a center point of the estimated radius of curvature R1 at position D. b=(wd / 2)−(R2−a)

[0037] The distance a in the lateral direction can be expressed using the end section radius R2 and the distance d as follows. a=(R2−d2)1 / 2

[0038] Therefore, the reduction value b can be calculated from b = (wd / 2) - (R - (R 2 - d 2 ) 1 / 2 ) will be obtained. It is noted that the description uses an example of a left end section of vehicle 500 in Fig. 5 is given, but the description for a right end section of vehicle 500 is comparable. By determining the reduction value b until the reduction value b > wd, in accordance with the distance d from vehicle 500 for the left and right end sections, it is possible to determine the in Fig. 4. To define the reduced operating range DA2 shown. It should be noted that although a lateral distance was used in the above description for the sake of simplicity, the calculation and definition of the reduced operating range DA2 involves calculating an x-coordinate value at each y-coordinate using a coordinate value (x, y), where y is a longitudinal direction (direction of movement of the vehicle) perpendicular to the transverse or lateral direction, and x is the transverse or lateral direction.

[0039] The CPU 101, via the input / output interface 103, as the procurement unit, obtains a locomotion environment from the locomotion environment detection device 20A and obtains a locomotion state from the locomotion state detection device 20B (step S130). The locomotion environment refers to the state and conditions of the surroundings, i.e., the external world of the vehicle, and includes, for example, information such as the position, speed, shape, and state of a target in front of, behind, to the left, and to the right of the vehicle. Examples of targets include other vehicles, roads, road markings, and traffic signs. The vehicle's locomotion state is information about the vehicle and includes, for example, the vehicle's speed 500, its direction 500, and its angular velocity 500.

[0040] CPU 101 performs collision avoidance support processing using the specified operating range (step S140), and the current processing routine is terminated.In collision avoidance support processing, the CPU 101 specifies a target that becomes a collision avoidance support target within the operating range, using the motion environment information, and performs a driving support processing of calculating a control command value to execute at least one braking support, including sudden braking for which a collision avoidance braking level is high, and one steering support, including sudden steering for which a steering angle or steering speed is large, using a ratio of positions and relative speed between the specified target, obtained from the motion state information and the motion environment information, and the own vehicle.The CPU 101 transmits the calculated control command value to the driving assistance devices 31 and causes the driving assistance devices 31 to execute the collision avoidance assistance as driving assistance.

[0041] As described above, in accordance with the vehicle's driving assistance control device 100 according to the first embodiment, in a case where the zero-point learning processing of the yaw rate sensor 25 has not been completed, it is possible to suppress or prevent the execution of unnecessary collision avoidance assistance due to a fault of the yaw rate sensor 25, because the driving assistance processing using the reduced operating range DA2 as in Fig. 4 is executed. That is, at a time when the zero-point learning processing of the yaw rate sensor 25 has not yet been completed, an estimated course of motion Er is calculated due to a detection error of the yaw rate sensor 25, which does not correspond to the actual course of motion of the vehicle itself. Consequently, as shown in Fig.Figure 4 illustrates a case where the reference operating range DA1 is used, where the target TG is specified as the target for which collision avoidance assistance is to be performed, and propulsion assistance processing is executed because even a target TG that does not exist on the actual course of travel is considered to exist on the estimated course of travel. However, when the reduced operating range DA2 is used, an error of the yaw rate sensor 25 is canceled, as indicated by an arrow Ar, and a boundary SL in the lateral direction of the operating range essentially coincides with a lateral position of the reference operating range DA1.As a result, the target TG, which does not exist on the actual course of travel, is not specified as the target for which collision avoidance assistance is to be performed, and the execution of unnecessary driving assistance processing is suppressed or prevented, making it possible to reduce or eliminate any discomfort or anxiety felt by passengers, including a driver.

[0042] Other embodiments: (1) While in the embodiment described above a control unit with software is implemented by the CPU 101 which executes the driving assistance program P1, the control unit with hardware can be implemented using a pre-programmed integrated circuit or a discrete circuit.

[0043] While the invention has been described above on the basis of the embodiment and the modified examples, the embodiment described above serves to facilitate understanding of the invention and is not intended to limit it. The invention can be transformed and modified without departing from its core and the claims, and the invention includes equivalents. For example, technical features in the embodiment and the modified examples that correspond to technical features in the respective aspects described in the summary of the invention can be replaced or suitably combined to solve some or all of the problems described above or to achieve some or all of the effects described above.Furthermore, if the technical features are not described as essential features in this specification, they may be omitted appropriately. For example, if the driver assistance control device in the vehicle is specified as application example 1 according to the first aspect described above, the following possible application examples exist: Application example 2: a vehicle assistance control device in which, according to application example 1, the control device reduces the reference operating range with regard to a maximum error of the yaw rate sensor, and Application example 3: a vehicle assistance control device in which, in the vehicle assistance control device according to application example 2, the control unit uses the reference operating range in a case in which the zero-point learning of the yaw rate sensor has been completed.

Claims

[1] Driving assistance control device of a vehicle, comprising: a procurement unit (103) configured to detect a vehicle movement state (500) and a vehicle movement environment (500); and a control unit (101, P1) configured to induce a driving assistance unit (31) to perform collision avoidance assistance using an operating range reduced from a reference operating range, which becomes a reference in respect of a fault of the yaw rate sensor (25), as an operating range of the collision avoidance assistance, as well as the vehicle's (500) motion state and the vehicle's (500) motion environment, in a case where zero-point learning of a yaw rate sensor (25) has not been completed. wherein the control unit (101, P1) reduces the reference operating range with respect to a maximum error of the yaw rate sensor (25). [2] Driving assistance control device of a vehicle according to claim 1, wherein the control unit (101, P1) uses the reference operating range in a case in which zero-point learning of the yaw rate sensor (25) has been completed. [3] Driving assistance system (10), comprising: the driving assistance control device (100) according to one of claims 1 or 2; and a detection unit (20A, 20B) configured to detect the locomotion state and locomotion environment; wherein the driving assistance unit (31) is configured to perform collision avoidance assistance in accordance with an instruction from the control unit (101, P1). [4] Vehicle assistance control procedures, comprising: Providing a motion state of the vehicle (500) that is detected and a motion environment of the vehicle (500); Determine whether zero-point learning of a yaw rate sensor (25) has been completed; and In a case where the zero-point learning of the yaw rate sensor (25) has not yet been completed, a collision avoidance support processing is performed using an operating range reduced compared to a reference operating range, which becomes a reference with respect to a fault of the yaw rate sensor (25), as an operating range of the collision avoidance support, as well as the motion state of the vehicle (500) and the motion environment of the vehicle (500). where the reference operating range is reduced with respect to a maximum error of the yaw rate sensor (25).

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