VEHICLE CONTROL DEVICE AND INFORMATION PROCESSING DEVICE

Abstract

A vehicle control device comprises: an environment detection unit designed to detect a driving environment within a predetermined area around the vehicle, a driving assistance execution unit designed to execute driving assistance for the vehicle based on a detection result of the environment detection unit, and an operating result validity determination unit designed to determine, based on a time series change of a detection result of the environment detection unit, whether the driving assistance is normal operation after the driving assistance execution unit has executed the driving assistance for the vehicle.

Description

Technical field

[0001] The present invention relates to a vehicle control device that performs driving assistance in a mobile object of the type of vehicle, and an information processing device that performs processing using information obtained from the vehicle control device. Technical background

[0002] Various techniques have been proposed for detecting objects (vehicles, two-wheeled vehicles, bicycles, pedestrians, structures, and the like) around the vehicle using external detection sensors such as in-vehicle cameras or radar sensors. Furthermore, collision avoidance control techniques have been developed using these methods to prevent collisions with detected objects or to reduce damage during a collision.Devices that store information relating to driving operations (e.g., vehicle speeds, steering angles, brake activation / deactivation, accelerator pedal opening / closing states, and the like) and calculation results (e.g., the presence or absence of collision avoidance device / operational target operations, the presence or absence of airbag operations, collision detection sensor outputs, and the like) from various computing devices as historical information to check obstacle situations or investigate causes after accidents when obstacles have occurred have become widespread.

[0003] PTL 1 discloses a collision avoidance control technology. PTL 1 discloses a vehicle control device that stores a position during a malfunction of a safety device (collision avoidance device) and prevents the malfunction by disabling the operation of the safety device while driving at that position in the future. A malfunction of the safety device is detected if neither a collision nor collision avoidance operation is detected within a predetermined time after the safety device has operated. List of citations from patent literature

[0004] PTL 1: JP 2006-195579 A Summary of the invention: Technical problem

[0005] However, in the prior art method described above, validity is determined, for example, based on whether a physical phenomenon to be avoided, such as a collision, has actually occurred. Therefore, the problem is that the accuracy of the determination is poor. Additionally, there are driver assistance functions of the safety device (for example, a function for adjusting speed based on road curvature, a function for controlling the steering input for lane keeping assist (LSA), and the like) where no physical phenomenon occurs that serves as the basis for determining validity. With these functions, the problem also arises that validity cannot be determined by a prior art method.

[0006] The present invention was made in view of the foregoing circumstances, and one object of the present invention is to suitably determine the validity of an operating result of the driving assistance (normal operation / malfunction / excessive operation). Solution to the problem

[0007] According to the present invention, a vehicle control device comprises: an environment detection unit designed to detect a driving environment within a predetermined area around the vehicle, a driving assistance execution unit designed to execute driving assistance for the vehicle based on a detection result of the environment detection unit, and an operating result validity determination unit designed to determine, based on a time series change of a detection result of the environment detection unit, whether the driving assistance is normal operation after the driving assistance execution unit has executed the driving assistance for the vehicle.

[0008] According to another aspect of the present invention, an information processing device receives a result of the detection of a driving environment around a vehicle and determines, on the basis of a time series change of the detection result, whether the driving assistance is operating in normal mode when the vehicle's driving assistance is performed based on the detection result. Advantageous effects of the invention

[0009] According to the present invention, the validity (normal operation / malfunction / excessive operation) of an operating result of the driving assistance system can be suitably determined. The various problems, configurations, and effects described above will become clear with reference to the following description of embodiments. Brief description of the drawings

[0010] They show: Fig. 1 a schematic configuration diagram of a vehicle control device according to a first embodiment of the present invention, Fig. 2 a schematic configuration diagram of a vehicle control device according to a second embodiment of the present invention, Fig. 3 a flowchart of the overall processing of the vehicle control device according to the second embodiment of the present invention, Fig. 4. A flowchart detailing the collision avoidance determination processing, Fig. 5. A flowchart detailing the collision avoidance execution processing steps. Fig. 6 a determination table showing an example of a determination pattern in processing to determine the validity of a result of a collision avoidance operation, Fig. 7 a diagram showing an example of a scene corresponding to a first determination pattern, Fig. 8 a diagram showing an example of a scene corresponding to a sixth determination pattern, Fig. 9 a diagram showing an example of a scene corresponding to a seventh determination pattern, Fig. 10 a diagram showing an example of a scene corresponding to a second determination pattern, Fig. 11 a diagram showing an example of a scene corresponding to a third determination pattern, Fig. 12 a diagram showing an example of a scene corresponding to a fourth determination pattern, Fig. 13 a diagram showing an example of a scene corresponding to a fifth determination pattern, Fig. 14 a diagram showing an example of a scene corresponding to an eighth determination pattern, Fig. 15 a diagram showing an example of a scene corresponding to a ninth determination pattern, Fig. 16 a diagram showing an example of a notification screen in relation to the validity of a result of the collision avoidance operation, Fig. 17 a diagram of a schematic configuration of a vehicle control device according to a third embodiment of the present invention and Fig. 18 a flowchart of the overall processing of the vehicle control device according to the third embodiment of the present invention. Description of embodiments

[0011] Embodiments of the present invention are described below with reference to the drawings. (First embodiment)

[0012] Fig. Figure 1 is a schematic configuration diagram showing a vehicle control device according to a first embodiment of the present invention. A Fig. 1 Vehicle control device shown (hereinafter referred to as the “control device”) 100 is a computer attached to the vehicle and is used to control the vehicle, and it acts as an environment sensing unit 1, driving support execution unit 2 and operating result validity determination unit 3 by executing a program stored in a storage medium (not shown).

[0013] The control device 100 is connected to a transmission line in the form of a CAN bus (not shown) or a dedicated line of the vehicle. Information relating to the detection of the vehicle's external environment, vehicle information such as vehicle speed, steering angle, and yaw rate in relation to the vehicle's driving state, and the like, are input via the transmission lines. Visual and audio information for communication to a vehicle occupant, vehicle control information relating to the vehicle's operation, and the like are output.

[0014] The environmental sensing unit 1 uses externally inputted information to detect the driving environment around the vehicle. For example, image data obtained by imaging the vehicle's periphery using an in-vehicle camera, measurement data obtained by measuring the distance to an object located in the vehicle's periphery, measurement data obtained by a distance measuring device such as radar or sonar, and similar information are input as external environment detection data. Based on this data, obstacles are detected, and the type, position, direction of movement, speed, and similar characteristics of the vehicle are specified. The road surface, map information, and similar features around the vehicle can be recognized as part of the driving environment.

[0015] The driver assistance execution unit 2 performs various types of driver assistance on the vehicle based on the environmental sensing unit 1's identification of the driving environment and externally inputted vehicle information. For example, driver assistance information is provided by outputting visual and audio information corresponding to the vehicle's environment and by executing a visual display and audio output based on the vehicle's information. Driver assistance is further enhanced by outputting vehicle control information to modify the vehicle's driving state according to the surrounding environment and by executing steering and braking controls within the vehicle based on this information.Specific functions implemented by the driving assistance system executed by the driving assistance execution unit 2 include, for example, a function to avoid an obstacle on the vehicle's route, a function to maintain a constant distance from a vehicle ahead, a function to adjust speed based on road curvature, a function to control the degree of steering to drive along a lane, a function to issue a proximity warning when the vehicle gets too close to the vehicle ahead, and a function to detect a vehicle approaching from the left or right when the vehicle is entering an intersection and to issue a warning when the vehicle should start moving.After the execution of the driving assistance, the driving assistance execution unit 2 subsequently outputs information received from the environment detection unit 1 regarding the result of the detection of the driving environment around its own vehicle and vehicle information entered from outside to the operating result validity determination unit 3.

[0016] The operating result validity determination unit 3 determines the validity of the driving assistance operation based on information input by the driving assistance execution unit 2 after the execution of various driving assistance types. Here, the suitability of the driving assistance operation is determined by ascertaining whether the executed driving assistance corresponds to "normal operation," a "malfunction," or "excessive operation." Normal operation represents a case in which the driving assistance is executed normally in the environment, a malfunction represents a case in which unintended driving assistance is executed in the environment, and excessive operation represents a case in which the driving assistance is executed excessively in the environment.

[0017] In particular, a case is considered in which the driving assistance execution unit 2 detects another vehicle approaching from the left or right as the vehicle enters an intersection. The driving assistance then executes a warning to alert the driver when the vehicle is about to start moving. If the detected vehicle disappears despite the warning being issued after this driving assistance action, there is a high probability of a driving assistance malfunction. Conversely, if the other vehicle to which the warning was issued does not approach the vehicle as predicted, there is a high probability of excessive operation of the driving assistance system.This determination can be made by obtaining the result of the recognition of the driving environment around the vehicle by the environment recognition unit 1 based on the information obtained after the execution of the driving assistance and by determining the time series change of the recognition result.

[0018] As described above, the vehicle control device 100, according to the present embodiment, uses the time-series change resulting from the detection of the vehicle's surroundings, so that the validity of the operating result can be determined for different types of driver assistance systems. Furthermore, information used for the determination and information relating to a determination result can be stored as historical information. This historical information is useful for accident analysis or similar purposes, and problems can be resolved early during a vehicle inspection by checking the historical information.

[0019] According to the first embodiment of the present invention described above, the vehicle control device 100 comprises the environment detection unit 1, which detects a driving environment within a predetermined area around the vehicle; the driving assistance execution unit 2, which executes driving assistance for the vehicle based on a detection result from the environment detection unit 1; and the operating result validity determination unit 3, which determines, based on a time-series change in the detection result of the environment detection unit 1 after the driving assistance execution unit 2 has executed the driving assistance for the vehicle, whether the driving assistance is operating normally. In this way, the validity (normal operation / malfunction / excessive operation) of the operating result of the driving assistance can be suitably determined. (Second embodiment)

[0020] Next, a second embodiment of the present invention is described. According to the present embodiment, a case in which a collision avoidance operation is executed when a collision between the vehicle and an obstacle is predicted is described as a specific example of the vehicle's driving assistance.

[0021] Fig. Figure 2 is a schematic configuration diagram of a vehicle control device according to the second embodiment of the present invention. Similar to the control device 100 described in the first embodiment, a Fig. 2 Control device 100a shown is a computer which is attached to the vehicle itself and used to control it, and it executes a program stored in a storage medium (not shown) in order to further act as a history information storage unit 4 and information notification unit 5 in addition to the environment detection unit 1, the driving support execution unit 2 and the operating result validity determination unit 3, as described above.

[0022] The control device 100a is equipped with the vehicle's own braking device 111, the external environment detection device 101, the sound generation device 112, and the display device 113. The control device 100a is connected to a transmission line in the form of a CAN line (not shown) or a dedicated line of the vehicle, and vehicle information such as vehicle speed, steering angle, and yaw rate is input via the transmission line.

[0023] The external environment detection device 101 acquires information relating to the surroundings of the vehicle and includes, for example, an in-vehicle camera such as a monocular or stereo camera that captures an image of the vehicle's surroundings. The image data obtained from the in-vehicle camera is output to the control device 100a via a dedicated transmission line as analog data or A / D-converted information for the external environment detection of the vehicle, as described in the first embodiment. In addition to the in-vehicle camera, the external environment detection device 101 may include a distance measuring device such as a radar device that measures the distance from an object using a millimeter wave or a laser beam, or a sonar device that measures the distance from an object using an ultrasonic wave.Distance measurement information received from the distance measuring device is output as analog data or A / D-converted information for the detection of the vehicle's external environment via a transmission line similar to a dedicated line, to the control device 100a. Furthermore, a configuration is possible in which an in-vehicle camera and a distance measuring device are combined in the device 101 for the detection of the external environment, and information such as the distance to a detected object, its direction, speed, and type is output to the control device 100a via the transmission line similar to a dedicated line for the detection of the vehicle's external environment.

[0024] The braking device 111 is a device that performs braking of its own vehicle and has an electric brake, a hydraulic brake or the like, which can control a braking force by means of an electric or hydraulic actuating element or the like in accordance with a braking command from the outside.

[0025] The sound-generating device 112 has a loudspeaker or the like and issues a warning, voice instruction or the like to the driver of its own vehicle.

[0026] The display device 113 has a display in the form of a navigation device, a gauge panel, and a warning light. The display device 113 provides information in the form of an operating screen of the control device 100a and a warning screen to visually notify a driver that there is a risk of their vehicle colliding with an obstacle.

[0027] According to the present embodiment, the environment detection unit 1 detects a driving environment within a predefined area around the vehicle using the information input by the external environment detection device 101, i.e., image data obtained by mapping the vehicle's surroundings, and distance measurement information. Based on a detection result, it identifies an obstacle to the vehicle and specifies its type, position, direction of movement, speed, and the like. The type of obstacle is a car, a two-wheeled vehicle, a bicycle, a pedestrian, or the like. The type and position of the obstacle can be specified by pattern matching, but other techniques can also be used.

[0028] The driver assistance execution unit 2 comprises a collision avoidance operation determination unit 21 and a vehicle control unit 22. Based on the results of the environment detection by the environment detection unit 1 and the vehicle information input by the vehicle, the collision avoidance operation determination unit 21 predicts the estimated route of the vehicle and the estimated route of the obstacle. It then determines whether there is a possibility of a collision between the vehicle and the obstacle. If a possibility of a collision is determined, a request to execute a predetermined collision avoidance operation is issued.In this collision avoidance operation, for example, it is determined whether there is a time when an occupant notification / warning is required, and the information notification unit 5 is instructed to issue the notification / warning. It is determined whether there is a time to apply the automatic brakes, and the vehicle control unit 22 is instructed to apply the automatic brakes. The estimated route of the vehicle can be predicted using vehicle information such as vehicle speed, steering angle, and yaw rate, and the estimated route of the obstacle can be predicted using the position, direction of movement, speed, and similar characteristics of the obstacle as detected by the environment detection unit 1.If a collision is possible, the type of obstacle can be taken into account. For example, if the obstacle is a person, the determining condition is set to estimate a prediction error by giving greater consideration to the possibility of a sudden stop or change of direction.

[0029] When the collision avoidance operation control unit 21 receives a request for automatic braking, the vehicle control unit 22 calculates a brake control amount and issues a corresponding brake command to the brake device 111. The brake device 111 then executes brake control of the vehicle in response to the brake command. Accordingly, the vehicle control for collision avoidance operation is executed, and the vehicle's driving assistance is performed by the driving assistance execution unit 2.

[0030] The history information storage unit 4 stores history information when the driving assistance execution unit 2 executes the collision avoidance operation. The history information stored in the history information storage unit 4 includes, for example, information relating to the result of the detection of the vehicle's surroundings by the environment detection unit 1 (position, direction of movement, speed of movement of an obstacle, whether the detection of an obstacle is confirmed, etc.), predictive information during collision determination by the collision avoidance operation determination unit 21 (estimated route of the vehicle, estimated route of an obstacle, predicted position until a collision between the vehicle and the obstacle, warning time, braking time, etc.).Actual measurement information during and after the execution of the collision avoidance operation (time at which a collision avoidance operation is executed, position up to a predicted collision position of the own vehicle, speed, turning angle magnitude, steering angle, yaw rate, deceleration, and the like), the presence or absence of a collision detection by a collision detection sensor (not shown) of the own vehicle, and the like. The history information storage unit 4 stores this information and information relating to the result of the determination by the operational result validity determination unit 3 at predetermined time intervals in conjunction with time information as history information relating to the collision avoidance operation of the own vehicle.

[0031] When the driver assistance execution unit 2 performs the collision avoidance operation multiple times, the history information storage unit 4 ideally stores history information corresponding to the number of times. If the history information is stored in the history information storage unit 4, a large amount of information can be temporarily stored in RAM or the like, and ultimately, the information to be stored can be carefully selected from this data and stored in a non-volatile memory medium such as ROM. Alternatively, all information can be stored directly in the non-volatile memory medium. The degree to which information is to be stored temporarily or non-volatilely can be determined based on the capacity of the RAM or ROM.As described above, it is useful for accident analysis or the like if the history information can be stored in and read from the history information storage unit 4 after the collision avoidance operation has been performed.

[0032] According to the present embodiment, the operating result validity determination unit 3 determines the validity of the collision avoidance operation based on the history information stored in the history information storage unit 4 with respect to the collision avoidance operation. Similar to the first embodiment, it is determined whether the collision avoidance operation, performed as a driving aid for the vehicle itself, corresponds to normal operation, a malfunction, or excessive operation. According to the present embodiment, the operation is determined to be normal operation if the collision avoidance operation was performed normally at the obstacle (if a collision occurs when the collision avoidance operation was not performed).It is determined that the operation corresponds to a malfunction if the collision avoidance operation was executed even though there is no obstacle on the vehicle's route. If the collision avoidance operation is executed in a situation where there is no risk of collision, even though there is an obstacle near the vehicle's route, the operation is determined to correspond to excessive operation. The result of the validity determination obtained by the Operational Result Validity Determination Unit 3 is output by the Operational Result Validity Determination Unit 3 to the History Information Storage Unit 4 and stored in the History Information Storage Unit 4 as part of the history information, along with the various types of information described above.The result of the validity determination can be stored in the Prehistory Information Storage Unit 4, and the information used to obtain the determination result can be deleted and not permanently stored. In this way, the advantage can be achieved that the ROM capacity of Prehistory Information Storage Unit 4 can be reduced.

[0033] The information notification unit 5 performs a collision avoidance assistance function by causing the sound generation device 112 and the display device 113 to emit a predetermined sound or image in response to a request issued by the collision avoidance operation determination unit 21 to notify / warn the occupant when the collision avoidance operation is executed. If the operating result validity determination unit 3 determines that normal operation is not occurring, but rather that there is a high probability of malfunction or excessive operation, the content of the notification to the occupant is determined, and a sound or image corresponding to the notification content is emitted by the sound generation device 112 or the display device 113.Accordingly, the occupant of their own vehicle will be notified according to the validity of the driving assistance operation.

[0034] Next, a processing procedure of the control device 100a according to the present embodiment is described with reference to the one described in the Fig. The flowcharts shown in sections 3 to 5 describe the process. Fig. Figures 3 to 5 are flowcharts showing an example of a processing procedure of the control device 100a.

[0035] Fig. Figure 3 is a flowchart showing the overall processing of the vehicle control device according to the second embodiment of the present invention. The control device 100a, for example, performs a step shown in the flowchart. Fig. The 3 shown processing sequence is executed at predetermined intervals.

[0036] During processing S201, the control device 100a receives a result of the external environment detection from the device 101 for external environment detection.

[0037] During the S202 processing, vehicle information such as vehicle speed, steering angle, and yaw rate of the vehicle itself is obtained.

[0038] During processing S203, the environment detection unit 1 performs an environment detection process. Here, the state of the obstacle located near the vehicle is detected by recording the type and position of the obstacle near the vehicle, the direction and speed of movement of the obstacle, and the like, based on the environment detection result obtained in processing S201.

[0039] During processing S204, the collision avoidance operation determination unit 21 executes the collision avoidance determination process. Here, the estimated route of the vehicle and the estimated route of the obstacle are predicted based on the vehicle information obtained during processing S202 and the state of the obstacle detected during processing S203. The process then determines whether there is a possibility of a collision between the vehicle and the obstacle. If a collision is determined to be possible, the execution of the collision avoidance operation is initiated. Details of processing S204 are described below with reference to the flowchart. Fig. 4 described.

[0040] During processing S205, the collision avoidance operation determination unit 21, the vehicle control unit 22, and the information notification unit 5 execute the collision avoidance execution processing. If processing S204 determines that the collision avoidance operation is being executed, an occupant notification / warning and automatic braking are performed as part of the collision avoidance operation to prevent the vehicle from colliding with the obstacle. Details of processing S205 are described below with reference to the flowchart. Fig. 5 described.

[0041] If, during processing S204, it is determined that the collision avoidance operation is being executed, and accordingly the collision avoidance operation is executed during processing S205, the history information relating to the collision avoidance operation is stored in the history information storage unit 4 during processing S206. Here, various types of the information obtained during the execution of the collision avoidance operation, as described above, are stored in the history information storage unit 4 in conjunction with time information.

[0042] During processing S207, the operating result validity determination unit 3 determines the validity of the operating result of the collision avoidance operation performed during processing S205, based on the historical information stored in the historical information storage unit 4 during the collision avoidance operation in processing S206. Here, as described above, this is based on various types of information contained in the historical information during the collision avoidance operation, i.e.,The system uses the results of the vehicle's environment detection by the environment detection unit 1, the predictive information used by the collision avoidance operation determination unit 21, the actual measurement information during and after the execution of the collision avoidance operation, and similar data to determine whether the collision avoidance operation performed as a driving aid for the vehicle corresponds to normal operation, a malfunction, or excessive operation. A specific example of the processing for determining the validity of the collision avoidance operation result in processing S207 is described below.

[0043] During processing S208, the information notification unit 5 performs information notification processing. Here, the content of the information notification for the occupant or similar of the vehicle's own vehicle is determined based on the validity of the operating result for collision avoidance operation as determined during processing S207. The corresponding control is then executed at the sound generation device 112 and the display device 113. Based on this control, the sound generation device 112 and the display device 113 execute a predetermined sound output and image display to notify the occupant of the information.

[0044] After processing S208 has been completed, control device 100a terminates the process shown in the flowchart. Fig. 3 processing series shown.

[0045] Fig. 4 is a flowchart that details the processing of S204 from Fig. 3 executed collision avoidance determination processing.

[0046] During processing S301, a future route (estimated route) of the own vehicle is calculated based on the data from processing S202. Fig. 3 vehicle information received from the owner's own vehicle.

[0047] During processing S302, a future route (estimated route) of the obstacle is calculated based on the data from processing S203. Fig. 3. The detected state of the obstacle was estimated.

[0048] During processing S303, the time to collision (TTC) is calculated based on the routes of the vehicle and the obstacle, which were estimated in processes S301 and S302, respectively. If no obstacle is detected or there is no possibility of the vehicle colliding with an obstacle, the collision time is calculated as infinite.

[0049] During processing S304, an overlap state (estimated overlap amount) is calculated between the positions of the own vehicle and the obstacle if the collision time calculated during processing S303 is 0 (time at which the own vehicle collides with the obstacle).

[0050] During processing S305, based on the collision time calculated during processing S303 and the estimated overlap amount calculated during processing S304, it is determined whether the collision avoidance mode of the own vehicle should be executed. If, for example, the collision time becomes zero and the estimated overlap amount reaches at least a predetermined value, it is determined that the collision avoidance mode of the own vehicle should be executed.

[0051] After processing S305 has been executed, the collision avoidance operation determination unit 21 terminates the process shown in the flowchart. Fig. 4 processing series shown.

[0052] Fig. 5 is a flowchart that details the processing of S205 from Fig. Shows 3 executed collision avoidance execution processing.

[0053] When processing S401 from Fig. 5 receives a determination result from processing S305 from the collision avoidance operation determination unit 21. Fig. 4 and determines whether the determination result indicates that the vehicle's own collision avoidance mode is in operation. If it is determined that the collision avoidance mode is in operation, processing continues with process S402. If it is not determined that the operation is in operation, processing continues with process S409.

[0054] During processing S402, the collision avoidance operation determination unit 21 performs a warning time setting process. Here, the time until the start of a warning output is determined based on the vehicle's speed and the type of obstacle, the paths of the vehicle and the obstacle, and similar factors, so that the occupant can adequately recognize the risk of a collision before the vehicle collides with the obstacle.

[0055] During processing S403, the collision avoidance operation determination unit 21 performs a braking time determination process. Here, the time until the start of the automatic braking process is determined based on the vehicle's speed, the type of obstacle, the paths of the vehicle and the obstacle, and similar factors, so that the vehicle can stop appropriately before a collision with the obstacle.

[0056] During processing S404, the collision avoidance operation determination unit 21 determines whether a collision warning notification time has occurred. For example, the S303 processing... Fig. The calculated collision time is compared to the time specified in processing S402 until the start of the warning output. If the collision time is shorter than the warning output start time, it is determined that this is the collision warning notification time, and processing continues with processing S405. Conversely, if the collision time is at least as long as the warning output start time, it is determined that this is not the collision warning notification time, and the process is skipped as shown in the flowchart. Fig. The processing sequence shown in step 5 is completed.

[0057] During processing S405, the collision avoidance operation determination unit 21 determines whether the time for applying the automatic brake has arrived. For example, the data from processing S303 is used in this process. Fig. The calculated collision time is compared with the time until the start of the automatic braking process, as specified in processing S403. If the collision time is shorter than the start time of the automatic braking process, it is determined that the time for automatic brake application has arrived, and processing continues with processing S406. Conversely, if the collision time is equal to or longer than the start time of the automatic braking process, it is determined that the time for automatic brake application has not yet arrived, and processing continues with processing S408.

[0058] During processing S406, the vehicle control unit 22 calculates a brake control amount that the vehicle needs to avoid a collision with an obstacle and outputs this calculated brake control amount to the brake device 111 during processing S407. The brake control amount output to the brake device 111 could be, for example, the target brake pressure or similar, but it could also be a different value. It is assumed that the brake control amount is calculated and output according to the configuration of the brake device 111.

[0059] During processing S408, the information notification unit 5 issues a warning to the sound generation device 112 and the display device 113 to notify the occupants that there is a high probability of their vehicle colliding with the obstacle. After processing S408 is completed, the flowchart from Fig. 5 processing series shown.

[0060] During processing S409, the vehicle control unit 22 determines whether the brake control amount was output in a previous processing cycle. If the brake control amount was output by executing processing S407 in the previous processing cycle, processing continues with processing S410. If the brake control amount was not output, the process ends as shown in the flowchart. Fig. 5 processing series shown.

[0061] Because the collision avoidance operation was enabled during processing S410, the vehicle control unit 22 performs a subtraction operation on the previously calculated and output brake control amount and outputs the calculated brake control amount to the brake device 111 during processing S411. After processing S411 has been executed, the flowchart ends. Fig. 5 processing series shown.

[0062] By executing the processing of each of the flowcharts described above from the Fig. 3 to 5, the control device 100a can execute collision avoidance mode when there is a risk of the vehicle colliding with an obstacle and accurately determine the validity (normal operation / malfunction / excessive operation) of the operating result. By storing the determination result as historical information, the result can be used to investigate the cause of an accident.

[0063] Next, a specific example of the processing for determining the validity of the result of the collision avoidance operation in processing S207 will be given. Fig. 3 with reference to the Fig. 6 to 15 described.

[0064] Fig. Figure 6 is a determination table that shows an example of a determination pattern for processing the validity of the result of the collision avoidance operation. Here, the background information, which is mainly used when the operating result validity determination unit 3 executes processing S207, consists of the following four information types. (1) Response of the collision detection sensor

[0065] The validity of the collision avoidance system's result is determined based on the presence or absence of a response from a collision detection sensor mounted on the vehicle itself that detects a collision with an obstacle. (See table below.) Fig. 6 indicates a case in which the collision detection sensor detects a collision with an obstacle, indicated as "Reaction", and a case in which the collision detection sensor does not detect a collision, indicated as "No Response". The presence or absence of a collision detection by the collision detection sensor is stored as part of the history information at predetermined time intervals in the history information storage unit 4. (2) Time series change of the obstacle detection result

[0066] The validity of the collision avoidance operation result is determined using whether the environmental detection unit 1 continuously detected the obstacle as an index. (See table below.) Fig. Figure 6 shows two patterns indicating whether the obstacle is continuously detected or whether the obstacle is lost (the obstacle cannot be detected during collision avoidance operation). If the environmental detection unit 1 has falsely detected an obstacle (falsely detects an obstacle when none is present), the vehicle can pass without colliding with an obstacle, which is included in the concept of a "lost obstacle." This means that the loss of an obstacle also serves as an index indicating a high probability of a false detection. The result of the obstacle detection by the environmental detection unit 1 is stored as part of the historical information at predetermined time intervals in the historical information storage unit 4. (3) Deviation between the predicted obstacle position and the actual measured position during operational determination

[0067] A deviation amount is calculated between the position of the obstacle predicted by the collision avoidance operation determination unit 21 during collision determination (i.e., the predicted position of the obstacle when the execution of the collision avoidance operation is initiated, i.e., the predicted arrival position of the obstacle until the vehicle collides with the obstacle) and the actual position of the obstacle detected by the environment detection unit 1 during and at the end of the collision avoidance operation. The validity of the operating result for the collision avoidance operation is determined using the result of the calculation as an index. (See table below.) Fig. Figure 6 shows two patterns indicating whether the calculated deviation amount reaches at least a predetermined value. Here, a deviation amount greater than the predetermined value is used as an index indicating a high probability that the error in the predicted obstacle position is large, i.e., that the obstacle detection error is large. In combination with the index from (2), if the obstacle is lost along the way and the deviation amount is large, it can be determined that the detection state is unstable and there is a high probability of a false detection. It is preferred to make the predetermined value, which is compared to the deviation amount, variable based on the speed of the vehicle, the type and speed of an obstacle, and the like.For example, if the vehicle's speed is high, it is necessary to execute the collision avoidance operation from a more distant location and to detect the obstacle from a greater distance. Therefore, the detection error is inevitably expected to increase. In such a case, it is therefore preferable to set the predetermined value for determining the deviation amount higher than in other cases. The position (actual position) of the obstacle detected by the environment detection unit 1 and the position (predicted position) of the obstacle predicted by the collision avoidance operation determination unit 21 during collision detection are stored as part of the historical information in the historical information storage unit 4 at predetermined time intervals. (4) Deviation between the predicted position of the vehicle and the actual measured position during operational determination

[0068] A deviation amount is calculated between the position of the own vehicle predicted by the collision avoidance operation determination unit 21 during collision determination (i.e., the predicted position of the own vehicle when the execution of the collision avoidance operation is initiated, i.e., the predicted arrival position of the own vehicle until the own vehicle collides with the obstacle) and the actual position of the own vehicle obtained from the vehicle information during and at the end of the collision avoidance operation. The validity of the operating result for the collision avoidance operation is determined using the calculation result as an index. (See table below.) Fig. Figure 6 shows two patterns indicating whether the calculated deviation amount reaches at least a predetermined value. Here, a deviation amount exceeding the predetermined position is used as an index indicating a high probability that the driver of the vehicle will perform an avoidance maneuver, such as steering, during collision avoidance operation. It is preferred to make the predetermined value, which is compared to the deviation amount, variable based on the vehicle's speed or similar factors. For example, if the vehicle's speed is high, it is necessary to initiate collision avoidance from a more distant location, and the distance traveled during collision avoidance will also be long. Therefore, it is preferred to set a predetermined value for determining the deviation amount that is larger than in the other cases.The position of the vehicle obtained from the vehicle information (actual position) and the position of the vehicle predicted by the collision avoidance operation determination unit 21 (predicted position) are stored as part of the history information in predetermined time intervals in the history information storage unit 4.

[0069] The operating result validity determination unit 3 determines the validity of the result of the collision avoidance operation according to the determination table. Fig. 6 using the four information components mentioned above. Each in the identification table from Fig. The 6 shown patterns of determination are described below with reference to the Fig. 7 to 15 are described in the order normal operation, malfunction, and excessive operation. In the Fig. Figures 7 to 15 show each upper drawing a state of temporal change in the positional relationship between the vehicle and the obstacle at times T1 to T4, and each lower drawing shows a state of temporal change at each of the four times in the determination table. Fig. The six information types shown are shown. In the lower drawing, a collision reaction indicator sign shows a reaction situation of the collision detection sensor, and an object confirmation indicator sign shows a time series change in the obstacle detection result. (Determination pattern no. 1)

[0070] Fig. Figure 7 is a diagram that shows an example of the first identification pattern (identification pattern no. 1) in the identification table from Fig. 6 shows the corresponding scene.

[0071] In the scene from Fig. Figure 7, for example, as shown in the upper drawings, depicts the situation in which a stationary object (stationary obstacle) is detected at time T1 on a road on which the vehicle is traveling. Subsequently, if the collision time TTC falls below a predetermined value at time T3, the collision avoidance operation is initiated. The vehicle then collides with the obstacle slightly earlier than time T4 and comes to a stop at time T4. The background information changes at this time, as shown in the lower drawings. This means that (1) the collision response warning indicator is displayed slightly earlier than time T4 because the collision detection sensor detects a collision between the vehicle and the obstacle.(2) Because the environment detection unit 1 continuously detects the obstacle, the object confirmation indicator is set after the object confirmation indicator was set at time T1. It can then be determined that the vehicle has collided with the obstacle detected by the vehicle, so that the collision avoidance operation is normal operation. In the scene from . Fig. 7, in which the vehicle actually collides with the obstacle, it is assumed that the information relating to the collision avoidance warning sign can be prioritized. Accordingly, (3) the deviation between the predicted position and the actual position of the obstacle and (4) the deviation between the predicted position and the actual position of the vehicle cannot be taken into account when determining the validity of the operational result of the collision avoidance operation. (Identification pattern no. 6)

[0072] Fig. Figure 8 is a diagram showing an example of a scene that corresponds to a sixth identification pattern (identification pattern no. 6) in the identification table. Fig. 6 corresponds.

[0073] In the scene from Fig. Figure 8, for example, as shown in the upper drawings, depicts the situation in which a stationary object (obstacle) is detected at time T1 on a road on which the vehicle is traveling. Subsequently, if the collision time TTC falls below a predetermined value at time T3, the collision avoidance operation is executed. At time T4, the vehicle stops in front of the obstacle without a collision. The background information changes at this time, as shown in the lower drawings. This means that (1) the collision detection sensor does not detect the collision between the vehicle and the obstacle, and the collision response indicator remains unaffected, and (2) the environment detection unit 1 continuously detects the obstacle, so the object confirmation indicator remains unchanged after it was set at time T1.After time T3, at which the collision avoidance operation is executed, (3) the deviation between the predicted position and the actual position of the obstacle and (4) the deviation between the predicted position and the actual position of the own vehicle are both smaller than the predetermined value. Therefore, in this case, as a result of the execution of the collision avoidance operation on the obstacle detected on the own vehicle's route, it can be predicted that the own vehicle stopped before the obstacle without a collision. Therefore, it can be concluded that the collision avoidance operation is normal operation. (Determination pattern no. 7)

[0074] Fig. Figure 9 is a diagram that shows an example of the seventh identification pattern (identification pattern no. 7) in the identification table from Fig. 6 shows the corresponding scene.

[0075] In the scene from Fig. Figure 9, for example, as shown in the upper drawings, depicts the situation in which a stationary object (obstacle) is detected on the road at time T1, where the vehicle is traveling. Subsequently, if the collision time TTC falls below a predetermined value at time T3, the collision avoidance operation is executed. Then, at time T4, the vehicle stops in front of the obstacle without a collision, while the avoidance steering is executed. The background information changes at this time, as shown in the lower drawings. That is, the scene changes from the one in Fig. The situation shown in Figure 8 differs in that (4) the deviation between the predicted position and the actual position of the vehicle is greater than the predetermined value. Therefore, in this case, it can be predicted that a driver has made a steering maneuver to avoid the obstacle in front of the driver. Therefore, it can be concluded that the collision avoidance operation is normal operation and the determination result is more accurate than in the situation shown in Figure 8. Fig. 8. The accuracy obtained here, along with the determination result, is stored as part of the historical information in historical information storage unit 4. Here, it is predicted that the driver attempted avoidance by steering. However, if the driver's braking information can be obtained, it can be predicted that the driver attempted avoidance in a similar way, even if they applied the brakes. Therefore, even in such a case, it can be determined that collision avoidance operation is normal operation and that this is a determination result with higher accuracy. (Determination pattern no. 2)

[0076] Fig. Figure 10 is a diagram that shows an example of the second identification pattern (identification pattern no. 2) in the identification table from Fig. 6 shows the corresponding scene.

[0077] In the scene from Fig. For example, as shown in the drawings above, at time T2 a stationary object on the road on which the vehicle is traveling will be encountered at a shorter distance than in the situations described in the Fig. 7 to 9 are detected. Subsequently, if the collision time TTC falls below the predetermined value at time T3, the collision avoidance operation is executed. Although the vehicle reaches the obstacle's position slightly earlier than at time T4, it then stops without a collision at time T4. The background information changes at this time, as shown in the diagrams below. This means that (1) the collision detection sensor does not detect the collision between the vehicle and the obstacle, and the collision response warning indicator is not set, and (2) the environmental detection unit 1 detects the obstacle, so the object confirmation warning indicator is set once at time T2. Subsequently, the obstacle is lost, so the object confirmation warning indicator is dropped slightly earlier than at time T4.Accordingly, in this case, the obstacle detected on the vehicle's path is incorrectly identified. As a result of the collision avoidance system executing the incorrectly identified obstacle, it can be predicted that the obstacle will be lost immediately before the collision and the collision will not occur. Therefore, it can be concluded that the collision avoidance system is malfunctioning. (Determination pattern no. 3)

[0078] Fig. Figure 11 is a diagram that shows an example of the third identification pattern (identification pattern no. 3) in the identification table from Fig. 6 shows the corresponding scene.

[0079] In the scene from Fig. For example, as shown in the drawings above, at time T2 a stationary object on the road on which the vehicle is traveling will be encountered at a shorter distance than in the situations described in the Fig. 7 to 9 are recorded. Subsequently, if the collision time TTC falls below a predetermined value at time T3, the collision avoidance operation is executed. The vehicle reaches the obstacle's position slightly earlier than at time T4 while the avoidance steering is being executed. However, the vehicle stops without a collision at time T4. The background information changes at this time, as shown in the diagrams below. This means that the scene changes from the one in Fig. Scene 10 differs in that (4) the deviation between the predicted position and the actual position of the vehicle is greater than a predetermined value. Accordingly, in this case, as in the situation from Fig. It can be stated that there is a high probability that the obstacle will be falsely detected. However, based on the above result, it can be predicted that there is an obstacle in front of the driver and that there is a significant probability that the driver will steer the vehicle to avoid it. Therefore, it can be concluded that the collision avoidance system is malfunctioning, although the accuracy of the determination result is lower than in the situation described above. Fig. 10.

[0080] In the with reference to the Fig. 10 and Fig. In the 11 situations described, at time T2 a stationary object suddenly appears on the road on which the vehicle is traveling, at a shorter distance than in the situations described above. Fig. 7 to 9 detected. This means that it can be stated that there is a high probability that the obstacle is falsely detected because it is normally detected before a distance at which the obstacle can be detected (for example, 100 m in the case of an obstacle with a width of 1 m). Therefore, it is in the Fig. 10 and Fig. In the 11 cases shown, it is preferable to increase the accuracy of the result of the determination of the malfunction compared to other cases. (Identification pattern no. 4)

[0081] Fig. Figure 12 is a diagram showing an example of a scene that corresponds to a fourth identification pattern (identification pattern no. 4) in the identification table. Fig. 6 corresponds.

[0082] In the scene from Fig. For example, as shown in the diagrams above, at time T1 an obstacle moving orthogonally to the vehicle's path is detected next to a road on which the vehicle is traveling. Then, at time T2, it is determined that the obstacle is moving on a collision course with the vehicle. If the collision time TTC falls below the predetermined value at time T3, the collision avoidance operation is then executed. However, the moving obstacle is lost shortly before time T4, and the vehicle comes to a stop at time T4 without colliding with the obstacle. The background information changes at this time, as shown in the diagrams below.This means that (1) the collision detection sensor does not detect a collision between the vehicle and the obstacle, and the collision response warning remains unactivated, and (2) the environmental detection unit 1 detects the obstacle, so the object acknowledgment warning is activated once at time T1. Subsequently, the obstacle is lost, so the object acknowledgment warning is deactivated slightly earlier than time T4. (3) The deviation between the predicted position and the actual position of the obstacle exceeds the predetermined value. Therefore, in this case, it can be predicted that the moving obstacle detected on the vehicle's collision path will be falsely identified. Because the collision avoidance operation is performed on the falsely detected obstacle, the obstacle is lost immediately before the collision, and no collision occurs.Furthermore, it can be predicted that the obstacle detection state is also unstable. Therefore, it can be determined that the collision avoidance system is malfunctioning. (Determination pattern no. 5)

[0083] Fig. Figure 13 is a diagram showing an example of a scene that corresponds to a fifth identification pattern (identification pattern no. 5) in the identification table. Fig. 6 corresponds.

[0084] In the scene from Fig. For example, as shown in the diagrams above, at time T1 an obstacle moving orthogonally to the vehicle's path is detected next to the road on which the vehicle is traveling. Then, at time T2, it is determined that the moving obstacle is on the vehicle's collision course. If the collision time TTC falls below a predetermined value at time T3, the collision avoidance operation is then executed. This causes the vehicle to lose sight of the moving obstacle slightly earlier than at time T4, while the avoidance steering is being performed, and to hold the vehicle at time T4 without colliding with the obstacle. The background information changes at this time, as shown in the diagrams below. That is, the scene changes from the one in Fig. The scene shown in 12 differs in that (4) the amount of deviation between the predicted position and the actual position of the vehicle is greater than a predetermined value. Therefore, in this case, similar to the situation in Fig. 13. It can be stated that the obstacle detection state is unstable and that there is a high probability of the obstacle being falsely detected. However, based on the above result, it can be predicted that there is an obstacle in front of the driver and that there is a significant probability that the driver will steer the vehicle to avoid it. Therefore, it can be concluded that the collision avoidance system is malfunctioning, but the accuracy of the determination result is lower than in the situation described above. Fig. 12.

[0085] If in the with reference to the Fig. In the situation described in sections 10 to 13, where several sensors capable of detecting an obstacle are mounted on the vehicle, and only one of these sensors initiates the collision avoidance operation upon detecting the obstacle, it can be stated that there is a high probability that the obstacle will be falsely detected. Therefore, in such a case, it is preferable to increase the accuracy of the malfunction determination compared to other cases. Similarly, there is a sensor capable of detecting an obstacle, mounted on the vehicle, but not normally used for executing the collision avoidance operation (for example, an ultrasonic sensor used in a low-speed area). If this sensor does not detect an obstacle, it can be stated that there is a high probability that the obstacle will be falsely detected.Therefore, in such a case, it is also preferable to increase the accuracy of the determination result of a malfunction compared to other cases. (Identification pattern no. 8)

[0086] Fig. Figure 14 is a diagram showing an example of a scene that corresponds to an eighth identification pattern (identification pattern no. 8) in the identification table. Fig. 6 corresponds.

[0087] In the scene from Fig. For example, as shown in the diagrams above, at time T1 an obstacle moving orthogonally to the vehicle's path is detected next to a road on which the vehicle is traveling. Then, at time T2, it is determined that the moving obstacle is on the vehicle's collision course. If the collision time TTC falls below the predetermined value at time T3, the collision avoidance operation is then executed. However, the vehicle comes to a stop at time T4 without colliding with an obstacle. The background information changes at this time, as shown in the diagrams below.This means that (1) the collision detection sensor does not detect the collision between the vehicle and the obstacle, and the collision response indicator remains unset, and (2) the environment detection unit 1 detects the obstacle, and the object confirmation indicator is therefore set at time T1 and remains unchanged until the vehicle stops. (3) The deviation between the predicted position and the actual position of the obstacle exceeds the predetermined value. Because in this case the detection error of the obstacle detected on the vehicle's collision path is large (in this case, the position of the obstacle itself or the error in its speed of travel may be large), it can be predicted that an obstacle is located some distance from the vehicle's path when the vehicle stops.Therefore, it can be determined that the collision avoidance operation is excessive operation. Furthermore, at this time (3), it can be predicted that the obstacle detection error is greater the larger the amount of deviation between the predicted position and the actual position of the obstacle. Therefore, it is preferable to increase the accuracy of the result of determining excessive operation when the amount of deviation is larger. (Identification pattern no. 9)

[0088] Fig. Figure 15 is a diagram showing an example of a scene that corresponds to a ninth identification pattern (identification pattern no. 9) in the identification table from Fig. 6 corresponds.

[0089] In the scene from Fig. For example, as shown in the diagrams above, at time T1 an obstacle moving orthogonally to the vehicle's path is detected next to the road on which the vehicle is traveling. Then, at time T2, it is determined that the moving obstacle is on the vehicle's collision course. If the collision time TTC falls below a predetermined value at time T3, the collision avoidance operation is then executed. This allows the vehicle to stop at time T4 without colliding with the obstacle while the avoidance steering is performed. The background information changes at this time, as shown in the diagrams below. That is, the scene changes from the one in Fig. Scene 14 differs in that (4) the deviation between the predicted position and the actual position of the vehicle is greater than a predetermined value. Accordingly, in this case, as in the situation from Fig. 14. It can be stated that there is a high probability that the error in identifying the obstacle is large. However, based on the above result, it can be predicted that there is an obstacle in front of the driver and that there is a high probability that the driver will steer the vehicle to avoid it. Therefore, it can be concluded that the collision avoidance operation is an excessive operation, but the accuracy of the determination result is lower than in the situation described in [reference to relevant section]. Fig. 14.

[0090] In the situations from the Fig. 14 and Fig. It is 15 if, in the flowchart, Fig. 4. Collision avoidance determination processing described above determines that at time T3 after the execution of the collision avoidance operation there is a risk of collision with a lost obstacle, it is preferred to increase the accuracy of the result of the determination of the excessive operation because a time point (a time after time T3) occurs earlier.

[0091] If, during the validity determination process, the validity of the result of the collision avoidance operation described above is confirmed by a single determination, there is a possibility that the result will be incorrect. Therefore, it is desirable to confirm the determination result using information regarding frequency and accuracy. For example, in the case of frequency, the determination result is confirmed if the same result is obtained multiple times within a predetermined time (e.g., twice within two hours). In the case of accuracy, the accuracy is added or subtracted. The determination result is confirmed if the accuracy exceeds a predetermined value. In this way, the validity of the collision avoidance operation result can be determined more accurately.

[0092] As described above, the operating result validity determination unit 3 can accurately determine the validity (normal operation / malfunction / excessive operation) of the result of the collision avoidance operation using the time series change of the historical information stored in the historical information storage unit 4 during collision avoidance operation.

[0093] Next, an operation of the Information Notification Unit 5 will be carried out with reference to Fig. 16 described.

[0094] Fig. 16 is a diagram that shows an example of the processing by the information notification unit 5 of S208. Fig. The notification screen shown in 3 indicates the validity of the result of the collision avoidance operation. Fig. Figure 16 shows an example of a notification screen displayed on a display unit in the form of a navigation device, as an example of the sound generating device 112 and the display device 113, which are output destinations of the information notification unit 5.

[0095] If it is determined that the result of the operating result validity determination unit 3 is not normal operation, but rather a malfunction or excessive operation, the value in Fig. The 16th notification screen is displayed. This notification screen shows, as shown in Fig. 16, for example, a message such as “There is a possibility that a malfunction of the collision avoidance function occurred recently while driving. It is recommended that you visit a workshop for inspection.” is displayed to notify the occupants that a problem with the collision avoidance operation occurred while driving their own vehicle. It is preferred that at the time, for example, the notification screen in Fig. The notification should be displayed when the vehicle is stopped or its power supply is switched off. A different time can also be used, but it must be a time when the occupant can easily understand the notification content.

[0096] The notification screen described above can alert the occupant that a malfunction or excessive operation is occurring in the collision avoidance system and prompt them to take the vehicle to a workshop for inspection, or for the vehicle's history to be retrieved and a more detailed analysis performed. This allows for the identification and elimination of a specific cause of the collision avoidance system malfunction or excessive operation by investigating the cause during routine vehicle maintenance. Specific examples of such causes include a hardware failure (axis misalignment, wear and tear over time, dirt accumulation, or similar issues) or a software error in the environmental sensing sensor.

[0097] According to the second embodiment of the present invention described above, the following operational effects are achieved.

[0098] (1) In the vehicle control device 100a, the environment detection unit 1 detects an obstacle for the vehicle based on a detection result of the driving environment. The driving assistance execution unit 2 comprises the collision avoidance operation determination unit 21, which predicts a collision between the vehicle and an obstacle and determines whether collision avoidance operation of the vehicle is to be executed, and the vehicle control unit 22, which executes driving assistance by performing vehicle control for collision avoidance operation based on a determination result of the collision avoidance operation determination unit 21.After the collision avoidance operation determination unit 21 has determined that the collision avoidance operation is to be executed (S205), the operating result validity determination unit 3 determines, based on the time series change of the detection result of the environment detection unit 1, whether the collision avoidance operation is a normal operation (S207). In this way, if there is a risk of a collision between the vehicle and an obstacle, the validity of the operating result of the collision avoidance operation can be determined while the collision avoidance operation is being executed as a driving assistance function for the vehicle.

[0099] (2) The vehicle control device 100a further comprises the history information storage unit 4, which stores history information relating to the collision avoidance operation. The history information includes a detection result from the environment detection unit 1, predictive information for collision determination by the collision avoidance operation determination unit 21, and actual measurement information during and after the execution of the collision avoidance operation. The operating result validity determination unit 3 determines whether the collision avoidance operation is operating normally based on a time series change in the detection result of the environment detection unit 1 in the history information, the predictive information for collision determination by the collision avoidance operation determination unit 21, and the actual measurement information during and after the execution of the collision avoidance operation.The historical information storage unit 4 stores the determination result of the operational result validity determination unit 3 as historical information. In this way, the validity of the result of the collision avoidance operation can be precisely determined, and the determination result can be stored and used for later analysis or the like.

[0100] (3) The detection result of the environment detection unit 1 in the history information indicates the actual position of the obstacle. The prediction information in the history information includes a predicted position up to each collision when the collision avoidance operation determination unit 21 predicts a collision between the vehicle and the obstacle. Furthermore, the actual measurement information in the history information includes the actual position of the vehicle during and after the execution of the collision avoidance operation. In this way, information necessary to determine whether the collision avoidance operation is normal operation can be reliably stored as history information. (Third embodiment)

[0101] Next, a third embodiment of the present invention is described. In the present embodiment, an example is described in which the vehicle control device described in the second embodiment can further share information relating to a detected obstacle with the outside world.

[0102] Fig. Figure 17 is a schematic configuration diagram showing a vehicle control device according to the third embodiment of the present invention. A Fig. The control device 100b shown in Figure 17 has a configuration in which a communication obstacle information acquisition unit 11 and a communication information output unit 12 are further added to each configuration of the control device 100a described in the second embodiment. Fig. 2 are added. The control device 100b is further connected to a communication input device 102 and a communication output device 114, which are mounted on the vehicle itself. Only parts different from the components of the control device 100a are described below.

[0103] The communication input device 102 communicates with the outside world of a vehicle using a wireless communication system such as WiFi (registered trademark) (IEEE802.11), 4G, or 5G, and receives information necessary for the vehicle's driving assistance. A communication partner of the communication input device 102 could be, for example, a communication device attached to another vehicle, communication devices of various infrastructures (traffic lights, ETC gates, dedicated installations, and the like) installed on roadsides, a mobile phone held by a person, a data center (a facility that collects a variety of information components and transmits the necessary information), or the like.The information received from the communication partner by the communication input device 102 includes, for example, obstacle information (information relating to a communication partner that is an obstacle, information relating to an obstacle detected by a communication partner, and the like), and it may include information such as an obstacle type (ordinary vehicle, large vehicle, emergency vehicle, two-wheeled vehicle, bicycle, person, and other unidentified objects), a position, a speed, a direction of movement, a reliability (a measure indicating how reliable the information is, where, for example, 100 is the most reliable value among the values ​​from 1 to 100) as attribute information.

[0104] The communication output device 114 communicates with the vehicle's external environment using a wireless communication system such as WiFi (IEEE802.11), 4G, or 5G, and outputs information relating to the vehicle. The communication partner of the communication output device 114 is, for example, a data center (a facility that performs detailed analysis of information or collects and statistically processes a large number of information components). The information transmitted by the communication output device 114 to the communication partner includes, for example, historical data regarding the vehicle's driving assistance functions, vehicle information such as steering angle and speed, and similar data.

[0105] The communication input device 102 and the communication output device 114 can be the same device. In this case, the device sends and receives information as described above.

[0106] The communication obstacle information detection unit 11 detects obstacle information around the vehicle entered by the communication input device 102 and outputs the obstacle information to the environment detection unit 1.

[0107] In addition to the functions described in the second embodiment, the environment detection unit 1 has the function of storing obstacle information about the vehicle entered by the communication obstacle information acquisition unit 11.

[0108] In addition to the function described in the second embodiment, the prehistory information storage unit 4 has the function of outputting the prehistory information to the communication information output unit 12.

[0109] The communication information output unit 12 performs a format conversion or the like, if required, to output the prehistoric information to the outside world and outputs the prehistoric information to the communication output device 114.

[0110] Next, a processing procedure of the control device 100b according to the present embodiment is described with reference to a Fig. The flowchart shown in section 18 is described. Fig. Figure 18 is a flowchart showing the overall processing of the vehicle control device according to the third embodiment of the present invention. The flowchart from Fig. 18 differs from the flowchart described in the second embodiment. Fig. 3 in that a process S501 is added between processes S202 and S203, and a process S502 is added after process S208. Differences from the second embodiment are described below, and the description of identical parts is omitted.

[0111] During processing S501, the communication obstacle information acquisition unit 11 receives obstacle information from the communication input device 102. Accordingly, the communication obstacle information acquisition unit 11 can receive obstacle information around its own vehicle through communication.

[0112] During processing S502, the communication information output unit 12 outputs the historical information stored in the historical information storage unit 4 to the communication output device 114. Because the historical information can be transferred to an external data center or the like, data analysis can be performed accordingly in the data center or the like.

[0113] According to the present embodiment, during collision avoidance determination processing in processing S204, the state of an obstacle, indicated by the obstacle information acquired by the communication obstacle information acquisition unit 11 during processing S501, is used in addition to the state of the obstacle detected during processing S203 to determine whether there is a possibility of a collision between the vehicle and the obstacle. Accordingly, the collision possibility determination processing can be performed more accurately.

[0114] According to the present embodiment, when processing to determine the validity of a result of the collision avoidance operation during processing S207, if it is determined that there is a high probability that the collision avoidance operation is malfunctioning or operating excessively, the accuracy of the determination result can be adjusted depending on whether the obstacle specified by the obstacle information acquired during processing S501 is included.For example, if processing S204 determines that there is a possibility of a collision with the vehicle itself, and the obstacle at which the collision avoidance operation was performed during processing S205 is not an obstacle within a predetermined area (e.g., within 2 m) of a predicted or actual position of the obstacle during the collision avoidance operation, as indicated by the obstacle information received from the communication obstacle information acquisition unit 11, the accuracy of the detection of a malfunction or excessive operation is increased. Accordingly, the accuracy of the validity determination processing of the result of the collision avoidance operation can be increased.

[0115] According to the third embodiment of the present invention described above, the functions and effects described above are further enhanced in addition to those described in the second embodiment.

[0116] In each of the preceding embodiments, an example has been described in which the present invention is applied to the vehicle control device, which is a control device attached to a vehicle; however, the processing of the operating result validity determination unit 3 is not necessarily performed in the vehicle control device. For example, the history information stored on a vehicle side can, of course, be transferred to an external device or the like by means of physical wiring, communication, or the like, and the processing of the operating result validity determination unit 3 can be performed in the device.This means that even if the present invention is implemented by a device different from the control device attached to the vehicle, the same effects as those described in the preceding embodiments can be obtained.

[0117] In each of the foregoing embodiments, some patterns have been described as examples; however, the present invention is also applicable to other patterns. The present invention can be implemented in various aspects without deviating from the core concept of the invention.

[0118] The present invention is not limited to the embodiments described above and includes various modifications and equivalent configurations within the scope of the claims. For example, the above embodiments have been described in detail to make the present invention easy to understand, and the present invention is not necessarily limited to having all the described configurations. Some of the configurations of a particular embodiment can be replaced by the configurations of another embodiment. The configurations of another embodiment can be added to the configurations of a particular embodiment. Some of the configurations of each embodiment can be added to, taken from, or replaced by other configurations.

[0119] Some or all of the configurations, functions, processing units, processing means, and the like described above may be implemented by hardware, for example, by design using integrated circuits, or by software, by having a processor interpret and execute the program to implement each function. Information in the form of a program, a table, and a file for implementing each function may be stored in a storage device such as memory, a hard disk drive, and a solid-state drive (SSD), or in a recording medium such as an integrated circuit card, an SD card, and a DVD.

[0120] The control and information lines indicate what is considered necessary for the description, and they do not necessarily specify all control and information lines required for implementation. In practice, it can be assumed that almost all configurations are interconnected. Reference symbol list 1 environmental sensing unit 2 Driving Assistance Execution Unit 3. Operating result validity unit 4 Prehistory Information Storage Unit 5 Information Notification Unit 11 Communication Barrier Information Capture Unit 12 Communication Information Output Unit 21 Collision Avoidance Operation Determination Unit 22 Vehicle control unit 100, 100a, 100b Vehicle control device (control device) 101 Device for detecting the external environment 102 Communication input device 111 Brake device 112 Sound generating device 113 Display device 114 Communication output device QUOTES INCLUDED IN THE DESCRIPTION

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

[0000] JP 2006-195579 A

[0004]

Claims

[1] Vehicle control device comprising: an environment detection unit designed to detect a driving environment within a predetermined area around the vehicle itself, a driving assistance execution unit designed to perform driving assistance of the vehicle's own vehicle based on a detection result from the environment detection unit, and an operating result validity determination unit designed to determine, on the basis of a time series change of a detection result of the environment detection unit, whether the driving assistance is operating normally after the driving assistance execution unit has performed the driving assistance of its own vehicle. [2] Vehicle control device according to claim 1, wherein the environment detection unit detects an obstacle for the vehicle itself based on a result of the detection of the driving environment, The driving assistance execution unit comprises a collision avoidance operation determination unit that predicts a collision between the vehicle and the obstacle and determines whether a collision avoidance operation is to be executed for the vehicle, and a vehicle control unit that executes the driving assistance by performing the vehicle control for the collision avoidance operation based on a determination result of the collision avoidance operation determination unit, and The operating result validity determination unit determines, based on a time series change in a detection result of the environment detection unit, whether the collision avoidance operation is a normal operation after the collision avoidance operation determination unit has determined that the collision avoidance operation has been executed. [3] Vehicle control device according to claim 2, further comprising: a prehistory information storage unit designed to store prehistory information related to collision avoidance operation, wherein the historical information includes a detection result of the environment detection unit, prediction information in collision determination by the collision avoidance operation determination unit, and actual measurement information during and after the execution of the collision avoidance operation, The collision result validity determination unit determines, based on a time series change in a detection result of the environment detection unit in the historical information, prediction information during collision determination by the collision avoidance operation determination unit, and actual measurement information during and after the execution of the collision avoidance operation, whether the collision avoidance operation is a normal operation, and The historical information storage unit stores a determination result of the operating result validity determination unit as historical information. [4] Vehicle control device according to claim 3, where the detection result of the environment detection unit includes the actual position of the obstacle, the prediction information includes predicted positions up to each collision, if the collision avoidance operation determining unit predicts a collision between the vehicle itself and the obstacle, and The actual measurement information includes the actual position of the vehicle during and after the execution of the collision avoidance operation. [5] Vehicle control device according to claim 4, wherein the operating result validity determination unit determines that there is a high probability that the collision avoidance operation is normal operation if the collision between the own vehicle and the obstacle is detected or if the collision between the own vehicle and the obstacle is not detected and the environment detection unit continues to detect the obstacle. [6] Vehicle control device according to claim 5, wherein the operating result validity determination unit stores the accuracy of the probability that the collision avoidance operation is a normal operation and Accuracy is increased if it is determined that there is a high probability that the collision avoidance operation is normal operation, and if the amount of deviation between the predicted position and the actual position of the own vehicle assumes at least a predetermined value, or if the driver performs a braking operation on their own vehicle during the execution of the collision avoidance operation. [7] Vehicle control device according to claim 4, wherein the operating result validity determination unit determines that there is a high probability that a malfunction will occur during collision avoidance operation if the environment detection unit is unable to detect the obstacle before the own vehicle reaches the predicted position and a collision between the own vehicle and the obstacle is not detected. [8] Vehicle control device according to claim 7, where the operating result validity determination unit stores the accuracy of the probability that a malfunction will occur during collision avoidance operation, and Accuracy is increased when it is determined that there is a high probability of a malfunction occurring during collision avoidance operation, and when the environment detection unit detects the obstacle at a short distance from the predetermined area. [9] Vehicle control device according to claim 7, where the operating result validity determination unit stores the accuracy of the probability that a malfunction will occur during collision avoidance operation, and Accuracy is increased when it is determined that there is a high probability of a malfunction occurring during collision avoidance operation, and when only one of several obstacle detection sensors mounted on the vehicle detects the obstacle. [10] Vehicle control device according to claim 7, where the operating result validity determination unit stores the accuracy of the probability that a malfunction will occur during collision avoidance operation, and Accuracy is increased when it is determined that there is a high probability of a malfunction occurring during collision avoidance operation, and when a sensor mounted on the vehicle itself, capable of detecting the obstacle, has failed to detect the obstacle. [11] Vehicle control device according to claim 7, further comprising: a communication obstacle information acquisition unit designed to obtain obstacle information about the vehicle through communication, wherein the operating result validity determination unit stores the accuracy of the probability that a malfunction will occur during collision avoidance operation and Accuracy is increased when it is determined that there is a high probability of a malfunction occurring during collision avoidance operation, and when an obstacle indicated by the obstacle information received from the communication obstacle information detection unit is not within a predetermined distance from a position of the obstacle that has been determined to be colliding with the vehicle. [12] Vehicle control device according to claim 4, wherein the operating result validity determination unit stores the accuracy of the probability that the collision avoidance operation is an excessive operation and It is determined that there is a high probability that the collision avoidance operation is an excessive operation if the amount of deviation between the predicted position and the actual position of the obstacle assumes at least a predetermined value and no collision between the vehicle itself and the obstacle is detected, and Accuracy increases when the deviation amount is larger. [13] Vehicle control device according to claim 4, wherein the operating result validity determination unit stores the accuracy of the probability that the collision avoidance operation is an excessive operation and, If the collision avoidance operation determination unit determines that there is a high probability that the collision avoidance operation is an excessive operation, and there is no risk of a collision between the vehicle and the obstacle during the execution of the collision avoidance operation, the accuracy is increased if the time of determination is earlier. [14] Vehicle control device according to any one of claims 7 to 13, wherein the operating result validity determination unit stores the accuracy of the probability that the collision avoidance operation is malfunctioning or operating excessively and Accuracy is reduced if it is determined that there is a high probability that the collision avoidance operation is malfunctioning or operating excessively, and if the amount of deviation between the predicted position and the actual position of the vehicle is at least a predetermined value. [15] Vehicle control device according to claim 14, wherein, based on the number of times or the accuracy with which the operating result validity determination unit determines that there is a high probability that the collision avoidance operation is malfunctioning or excessive, it is determined whether the collision avoidance operation is malfunctioning or excessive. [16] Vehicle control device according to claim 3, further comprising: an information notification unit designed to notify an occupant of the vehicle of information, wherein the information notification unit notifies the occupant of the vehicle with information relating to a determination result and content that recommends taking the vehicle to a repair shop when the operating result validity determination unit determines that the collision avoidance operation is not normal operation. [17] Vehicle control device according to claim 16, wherein the information notification unit notifies the occupants of the vehicle of the information when at least the vehicle is stopped or switched off after the end of the collision avoidance operation. [18] Vehicle control device according to claim 3, further comprising: a communication information output unit designed to output information to the outside world through communication, wherein the communication information output unit outputs the prehistoric information stored in at least the prehistoric information storage unit to the outside world. [19] Vehicle control device according to claim 3, wherein the history information storage unit stores at least one of the information relating to whether a collision between the vehicle and the obstacle is detected, information relating to whether the environment detection unit detects the obstacle, position information of the vehicle and the obstacle, position information or route information of the vehicle and the obstacle when the collision avoidance operation determination unit predicts a collision between the vehicle and the obstacle, and information relating to a driving state of the vehicle and time information related to the information. [20] Information processing device which performs the following: Obtaining a result of the detection of a driving environment around a vehicle and Determine whether the driving assistance is provided during normal operation, based on a time series change in the detection result, when the vehicle's driving assistance is based on the detection result.

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