Vehicle control device, vehicle control method, and program

Abstract

To provide a vehicle control device, a vehicle control method, and a program capable of providing a more appropriate notification to an occupant according to a situation of a vehicle.SOLUTION: A vehicle control device according to an embodiment includes: a recognizer for recognizing a surrounding situation of an own vehicle; a driving state detector for detecting a driving state of a driver of the own vehicle; a controller for executing driving control according to an obstacle, on the basis of a recognition result obtained by the recognizer, when the obstacle is present ahead of the own vehicle, and the driver is in a careless driving state; and a notifier for providing a notification to the driver when the driving control is executed by the controller. The notifier includes a first notification provided upon execution of first driving control including steering control, and a second notification provided upon execution of second driving control which is executed in a state where the own vehicle comes closer to the obstacle than when the first driving control is executed. The second notification is provided when a specific driving support function is actuated within a prescribed time from the first notification.SELECTED DRAWING: Figure 1

Description

[Technical field]

[0001] The present invention relates to a vehicle control device, a vehicle control method, and a program. [Background technology]

[0002] In recent years, efforts to provide access to sustainable transportation systems that take into consideration vulnerable traffic participants have been gaining momentum. To achieve this, efforts are being focused on research and development to further improve traffic safety and convenience through research and development of preventive safety technology. In relation to this, a technology has been disclosed in recent years that estimates whether or not a collision will occur between a rear vehicle and an obstacle when the vehicle avoids the obstacle by either lane changing or steering, and determines the avoidance action based on the estimated collision (see, for example, Patent Document 1). [Prior art documents] [Patent documents]

[0003] [Patent Document 1] JP 2019-151185 A Summary of the Invention [Problem to be solved by the invention]

[0004] However, in preventive safety technology, no consideration has been given to notification control to alert vehicle occupants to their surroundings before performing contact avoidance control between the vehicle and an object. Therefore, in the past, there was a problem that appropriate notification could not be given to occupants depending on the vehicle situation.

[0005] In order to solve the above problems, one of the objects of the present application is to provide a vehicle control device, a vehicle control method, and a program that can provide more appropriate notifications to occupants according to the vehicle situation, thereby contributing to the development of a sustainable transportation system. [Means for solving the problem]

[0006] The vehicle control device, the vehicle control method, and the program according to the present invention employ the following configuration. (1): A vehicle control device according to one embodiment of the present invention includes a recognition unit that recognizes the surrounding situation of the vehicle; a driving state detection unit that detects the driving state of a driver of the vehicle; a control unit that executes driving control in response to an obstacle when an obstacle is present in front of the vehicle and the driver is driving absentmindedly based on a recognition result by the recognition unit; and a notification unit that issues a notification to the driver when the driving control is executed by the control unit, wherein the notification unit includes a first notification that is issued when a first driving control including steering control is executed, and a second notification that is issued when a second driving control that is executed in a state in which the vehicle is closer to the obstacle than the first driving control is executed, and the vehicle control device issues the second notification when a specific driving assistance function is activated within a predetermined time from the first notification.

[0007] (2): In the above aspect (1), the first notification is a notification by displaying an image, and the second notification is a notification by displaying an image and outputting a sound.

[0008] (3) In the aspect (1) above, the specific driving assistance function includes steering control that suppresses departure of the host vehicle from the road.

[0009] (4): In the above aspect (1), the specific driving assistance function includes control for stopping the vehicle at a predetermined position when it is detected that the driver is not in a state to drive the vehicle.

[0010] (5): In the above aspect (1), the specific driving assistance function includes steering control for making the driver aware of the presence of the obstacle when the recognition result by the recognition unit determines that an obstacle is present in front of the vehicle and that the driver is distracted.

[0011] (6): In the above aspect (5), the first driving control is a first steering control for alerting the driver of the vehicle to the obstacle, and the specific driving assistance function is a second steering control for alerting the driver of the vehicle to the obstacle.

[0012] (7): In the above aspect (1), when the recognition unit is unable to recognize the lane in which the vehicle is traveling, the control unit performs deceleration control to decelerate the vehicle without performing the first driving control, and the notification unit provides a notification regarding the deceleration control.

[0013] (8): In the above aspect (1), when an override control is executed to switch to manual driving by a predetermined driving operation of the driver during execution of the first driving control, the notification unit does not issue the second notification even if a specific driving assistance function is activated within a predetermined time from the first driving control.

[0014] (9) In the aspect (8) above, the predetermined driving operation of the driver is a steering operation of the host vehicle.

[0015] (10): In the above aspect (8), when the override control is executed by the driver's accelerator or brake operation, the notification unit does not issue the second notification, provided that the driver is holding the steering wheel, even if a specific driving assistance function is activated within a predetermined time from the first driving control.

[0016] (11): In the above aspect (1), when the second notification is made by the notification unit within a predetermined time from the first notification, the control unit does not execute driving control based on the specific driving assistance function.

[0017] (12): In the above aspect (1), when the second notification is made by the notification unit within a predetermined time after the first notification, the control unit does not execute driving control to alert the driver of the vehicle to the obstacle until a predetermined time has elapsed.

[0018] (13) In the above aspect (1), the notification unit extends the notification time based on the number of times the second notification is performed within the predetermined time.

[0019] (14): A vehicle control method according to another aspect of the present invention is a vehicle control method in which a computer recognizes a surrounding situation of a host vehicle, detects a driving state of a driver of the host vehicle, and, based on a result of the recognition of the surrounding situation, executes driving control in response to the obstacle when an obstacle is present in front of the host vehicle and the driver is driving absentmindedly, and issues a notification to the driver when the driving control is executed, the notification including a first notification issued when a first driving control including steering control is executed, and a second notification issued when a second driving control is executed in a state in which the host vehicle is closer to the obstacle than the first driving control, and the second notification is issued when a specific driving assistance function is activated within a predetermined time from the first notification.

[0020] (15): A program according to another aspect of the present invention causes a computer to recognize a surrounding situation of a host vehicle, detect a driving state of a driver of the host vehicle, and, based on a result of the recognition of the surrounding situation, execute driving control in response to the obstacle when an obstacle is present in front of the host vehicle and the driver is driving absentmindedly, and, when the driving control is executed, cause the computer to issue an alert to the driver, the alert including a first alert issued when a first driving control including steering control is executed, and a second alert issued when a second driving control is executed in a state in which the host vehicle is closer to the obstacle than the first driving control, and the second alert is issued when a specific driving assistance function is activated within a predetermined time from the first alert. Effect of the Invention

[0021] According to the above aspects (1) to (15), it is possible to provide a more appropriate notification to the occupant depending on the vehicle situation. [Brief description of the drawings]

[0022] [Figure 1] 1 is a configuration diagram of a host vehicle M on which a vehicle control device according to an embodiment is mounted. [Diagram 2] FIG. 2 is a diagram for explaining the content of vehicle control related to contact avoidance. [Diagram 3] FIG. 11 is a diagram for explaining the content of attention drawing control. [Figure 4] 11 is a diagram for explaining the content of contact warning control. FIG. [Diagram 5] FIG. 2 is a diagram for explaining the content of automatic steering avoidance control. [Figure 6] FIG. 13 is a diagram for explaining steering control after a driver steering trigger. [Figure 7] 10 is a diagram for explaining the conditions of the speed of the host vehicle M under which control is started for each operation phase. FIG. [Figure 8] FIG. 4 is a diagram for explaining the contents of notification control according to the embodiment. [Figure 9] 4 is a flowchart showing an example of driving control executed by the driving assistance device 100. [Figure 10] 5 is a flowchart showing an example of a notification process associated with the execution of vehicle control according to the embodiment. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0023] DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS Hereinafter, embodiments of a vehicle control device, a vehicle control method, and a program according to the present invention will be described with reference to the drawings.

[0024] [Overall configuration] 1 is a configuration diagram of a host vehicle M on which a vehicle control device according to an embodiment is mounted. The host vehicle M is, for example, a two-wheeled, three-wheeled, four-wheeled, or other vehicle, and its drive source is an internal combustion engine such as a diesel engine or a gasoline engine, an electric motor, or a combination of these. The electric motor operates using electric power generated by a generator connected to the internal combustion engine, or discharged electric power from a secondary battery or a fuel cell.

[0025] The vehicle M is equipped with, for example, a camera 10, a radar device 12, a LIDAR (Light Detection and Ranging) 14, an object recognition device 16, a communication device 20, an HMI (Human Machine Interface) 30, a vehicle sensor 40, a navigation device 50, an MPU (Map Positioning Unit) 60, a driver monitor camera 70, a driving operator 80, a driving support device 100, a driving force output device 200, a brake device 210, and a steering device 220. These devices and equipment are connected to each other by a multiple communication line such as a CAN (Controller Area Network) communication line, a serial communication line, a wireless communication network, etc. Note that the configuration shown in FIG. 1 is merely an example, and part of the configuration may be omitted, or another configuration may be added. The driving support device 100 is an example of a "vehicle control device".

[0026] The camera 10 is, for example, a digital camera using a solid-state imaging element such as a CCD (Charge Coupled Device) or a CMOS (Complementary Metal Oxide Semiconductor). The camera 10 is attached to any location of the host vehicle M. For example, when capturing an image of the front, the camera 10 is attached to the top of the front windshield, the back of the rearview mirror, or the like. The camera 10, for example, periodically and repeatedly captures images of the surroundings of the host vehicle M. The camera 10 may be a stereo camera.

[0027] The radar device 12 emits radio waves such as millimeter waves around the vehicle M and detects radio waves reflected by an object (reflected waves) to detect at least the position (distance and direction) of the object. The radar device 12 is attached to an arbitrary location of the vehicle M. The radar device 12 may detect the position and speed of an object by an FM-CW (Frequency Modulated Continuous Wave) method.

[0028] The LIDAR 14 irradiates light (or electromagnetic waves with a wavelength close to that of light) around the vehicle M and measures the scattered light. The LIDAR 14 detects the distance to the target based on the time between light emission and light reception. The irradiated light is, for example, a pulsed laser light. The LIDAR 14 is attached to an arbitrary location of the vehicle M.

[0029] The object recognition device 16 performs sensor fusion processing on the detection results from some or all of the camera 10, the radar device 12, and the LIDAR 14 to recognize the position, type, speed, etc. of the object. The object recognition device 16 outputs the recognition result to the driving assistance device 100. The object recognition device 16 may output the detection results from the camera 10, the radar device 12, and the LIDAR 14 to the driving assistance device 100 as is. The object recognition device 16 may be omitted from the host vehicle M. Some or all of the camera 10, the radar device 12, the LIDAR 14, and the object recognition device 16 are examples of "external world detection devices."

[0030] The communication device 20 communicates with other vehicles in the vicinity of the vehicle M, for example, using a cellular network, a Wi-Fi network, Bluetooth (registered trademark), DSRC (Dedicated Short Range Communication), etc., or communicates with various server devices via a wireless base station.

[0031] The HMI 30 presents various information to the occupant of the host vehicle M and accepts input operations by the occupant. The HMI 30 includes, for example, a display unit 32 and a speaker 34. The display unit 32 is, for example, an LCD (Liquid Crystal Display) or an organic EL (Electro Luminescence) display device. The display unit 32 may be, for example, a multi-information display (MID) provided in the center of the instrument panel of the host vehicle M, a meter display provided in front of the driver's seat of the instrument panel, or a head-up display (HUD). The display unit 32 may be provided in multiple locations. The display unit 32 displays various information on the host vehicle M, such as a speedometer (speedometer) indicating the traveling speed of the host vehicle M or a tachometer (tachometer) indicating the number of revolutions (rotation speed) of an internal combustion engine provided in the host vehicle M, and information (images and videos) related to various driving assistance executed by the host vehicle M. The display unit 32 may be integrated with the input unit as a touch panel. The speaker 34 outputs a predetermined sound (e.g., an alarm, etc.). The HMI 30 may include a microphone, a buzzer, a vibration generator (vibrator), a touch panel, a switch, keys, etc. in addition to (or instead of) the display unit 32 and the speaker 34.

[0032] The vehicle sensor 40 includes a vehicle speed sensor that detects the speed of the host vehicle M, an acceleration sensor that detects the acceleration, a yaw rate sensor that detects the yaw rate (for example, the rotational angular velocity around a vertical axis passing through the center of gravity of the host vehicle M), and a direction sensor that detects the orientation of the host vehicle M. The vehicle sensor 40 may also be provided with a position sensor that detects the position of the host vehicle M. The position sensor is, for example, a sensor that acquires position information (longitude and latitude information) from a GPS (Global Positioning System) device. The position sensor may also be a sensor that acquires position information using a GNSS (Global Navigation Satellite System) receiver 51 of the navigation device 50.

[0033] The navigation device 50 includes, for example, a GNSS receiver 51, a navigation HMI 52, and a route determination unit 53. The navigation device 50 holds first map information 54 in a storage device such as a hard disk drive (HDD) or a flash memory. The GNSS receiver 51 identifies the position of the vehicle M based on a signal received from a GNSS satellite. The position of the vehicle M may be identified or supplemented by an inertial navigation system (INS) using the output of the vehicle sensor 40. The navigation HMI 52 includes a display device, a speaker, a touch panel, keys, and the like. The navigation HMI 52 may be partially or entirely shared with the HMI 30 described above. The route determination unit 53, for example, determines a route (hereinafter, a route on a map) from the position of the vehicle M identified by the GNSS receiver 51 (or an arbitrary position input) to a destination input by a driver using the navigation HMI 52, with reference to the first map information 54. The first map information 54 is, for example, information in which road shapes are expressed by links indicating roads and nodes connected by the links. The first map information 54 may include road curvature, POI (Point Of Interest) information, and the like. The route on the map is output to the MPU 60. The navigation device 50 may perform route guidance using the navigation HMI 52 based on the route on the map. The navigation device 50 may be realized by, for example, a function of a terminal device such as a smartphone or tablet terminal owned by a passenger. The navigation device 50 may transmit a current position and a destination to a navigation server via the communication device 20, and obtain a route equivalent to the route on the map from the navigation server.

[0034] The MPU 60 includes, for example, a recommended lane determination unit 61, and stores second map information 62 in a storage device such as an HDD or a flash memory. The recommended lane determination unit 61 divides the route on the map provided by the navigation device 50 into a plurality of blocks (for example, by dividing it into 100 [m] blocks in the vehicle travel direction), and determines a recommended lane for each block by referring to the second map information 62. The recommended lane determination unit 61 determines which lane from the left the vehicle should travel in. In addition, when a branch point is present on the route on the map, the recommended lane determination unit 61 determines a recommended lane so that the vehicle M can travel a reasonable route to proceed to the branch point. The second map information 62 is map information with higher accuracy than the first map information 54. The second map information 62 includes, for example, information on the center of lanes, lane boundary information such as road dividing lines dividing lanes, and the like. The second map information 62 may include road information, shoulder positions, traffic regulation information, address information (address and postal code), facility information, telephone number information, and the like. The second map information 62 may be updated as needed by the communication device 20 communicating with other devices. The first map information 54 and the second map information 62 may be stored in a storage unit within the driving assistance device 100.

[0035] The driver monitor camera 70 is, for example, a digital camera using a solid-state imaging element such as a CCD or a CMOS. The driver monitor camera 70 is attached to an arbitrary location of the host vehicle M in a position and orientation that allows the head and upper body (including the position of the hands) of at least the driver (hereinafter, the driver) seated in the driver's seat of the host vehicle M from the front (in an orientation that captures the face). For example, the driver monitor camera 70 is attached to the top of a display device provided in the center of the instrument panel of the host vehicle M. The driver monitor camera 70 outputs an image of the interior of the vehicle including the driver of the host vehicle M captured from the position where it is installed to the driving assistance device 100.

[0036] The driving operators 80 include, for example, a steering wheel 82, an accelerator pedal 84, a brake pedal 86, a turn signal switch, a shift lever, and other operators. The driving operators 80 are fitted with sensors that detect the amount of operation or the presence or absence of operation, and the detection results are output to the driving assistance device 100, or some or all of the driving force output device 200, the brake device 210, and the steering device 220.

[0037] For example, the steering wheel 82 is provided with a steering wheel sensor (SW sensor) 82A. The SW sensor 82A detects whether or not the driver is gripping the steering wheel 82. "Grip" may include a state in which the driver's hands are touching the steering wheel 82 in addition to gripping the steering wheel 82 with their hands. The SW sensor 82A also detects the amount of operation (steer torque amount, steering amount) of the steering wheel 82 by the driver. The steering wheel 82 does not necessarily have to be annular, and may be in the form of an irregular steering wheel, a joystick, buttons, or the like. In this case, the SW sensor 82A detects the amount of operation according to each form.

[0038] An accelerator pedal sensor (AP sensor) 84A is attached to the accelerator pedal 84. The AP sensor 84A detects the amount of operation (opening) of the accelerator pedal 84, which changes in response to the driver's operation of the accelerator pedal 84. A brake pedal sensor (BP sensor) 86A is provided to the brake pedal 86. The BP sensor 86A detects the amount of operation (opening) of the brake pedal 86, which changes in response to the driver's operation of the brake pedal 86.

[0039] The driving force output device 200 outputs a driving force (torque) for driving the host vehicle M to the driving wheels. The driving force output device 200 includes, for example, a combination of an internal combustion engine, an electric motor, a transmission, etc., and an ECU (Electronic Control Unit) that controls these. The ECU controls the above components according to information input from the driving assistance device 100 or information input from the driving operator 80.

[0040] The brake device 210 includes, for example, a brake caliper, a cylinder that transmits hydraulic pressure to the brake caliper, an electric motor that generates hydraulic pressure in the cylinder, and an ECU. The ECU controls the electric motor according to information input from the driving support device 100 or information input from the driving operation element 80, so that a brake torque corresponding to a braking operation is output to each wheel. The brake device 210 may include a backup mechanism that transmits hydraulic pressure generated by operation of a brake pedal included in the driving operation element 80 to the cylinder via a master cylinder. Note that the brake device 210 is not limited to the configuration described above, and may be an electronically controlled hydraulic brake device that controls an actuator according to information input from the driving support device 100 to transmit hydraulic pressure in the master cylinder to the cylinder.

[0041] The steering device 220 includes, for example, a steering ECU and an electric motor. The electric motor changes the direction of the steered wheels by applying a force to, for example, a rack and pinion mechanism. The steering ECU drives the electric motor according to information input from the driving support device 100 or information input from the driving operator 80 to change the direction of the steered wheels.

[0042] [Driving assistance device] The driving support device 100 includes, for example, a recognition unit 110, a driving state detection unit 120, a contact possibility determination unit 130, a control unit 140, an HMI control unit 150, and a storage unit 160. The recognition unit 110, the driving state detection unit 120, the contact possibility determination unit 130, the control unit 140, and the HMI control unit 150 are realized by, for example, a hardware processor such as a CPU (Central Processing Unit) executing a program (software). In addition, some or all of these components may be realized by hardware (including circuitry) such as an LSI (Large Scale Integration), an ASIC (Application Specific Integrated Circuit), an FPGA (Field-Programmable Gate Array), or a GPU (Graphics Processing Unit), or may be realized by cooperation between software and hardware. The program may be stored in advance in a storage device (a storage device having a non-transient storage medium) such as an HDD or flash memory of the driving support device 100, or may be stored in a removable storage medium such as a DVD or CD-ROM, and installed in the HDD or flash memory of the driving support device 100 by mounting the storage medium (non-transient storage medium) in a drive device. The HMI 30 and the HMI control unit 150 are an example of a "notification unit."

[0043] For example, the driving force output device 200, the brake device 210, and the steering device 220 are set so that instructions from the driving support device 100 to the driving drive force output device 200, the brake device 210, and the steering device 220 are executed with priority over the detection result from the driving operator 80. Regarding braking, if the braking force based on the operation amount of the brake pedal 86 is greater than the instruction from the driving support device 100, the latter may be set to be executed with priority. Furthermore, communication priority in an in-vehicle LAN (Local Area Network) may be used as a mechanism for executing the instruction from the driving support device 100 with priority. Regarding steering, the steering force based on the instruction from the driving support device 100 and the steering force based on the operation amount of the steering wheel 82 by the driver may be added together and executed.

[0044] The storage unit 160 may be realized by the above-mentioned various storage devices, or an SSD (Solid State Drive), an EEPROM (Electrically Erasable Programmable Read Only Memory), a ROM (Read Only Memory), a RAM (Random Access Memory), or the like. The storage unit 160 stores, for example, programs and various other information. The storage unit 160 may also store the above-mentioned map information (first map information 54, second map information 62).

[0045] The recognition unit 110 recognizes the surrounding situation of the vehicle M based on information input from an external environment detection device. For example, the recognition unit 110 recognizes the position, speed, acceleration, and other states of objects present in the vicinity (for example, within a predetermined distance from the vehicle M). The objects are, for example, other vehicles, bicycles, pedestrians, and the like. The position of the object is recognized as a position on an absolute coordinate system with a representative point of the vehicle M (such as the center of gravity or the center of the drive shaft) as the origin, and is used for control. The position of the object may be represented by a representative point such as the center of gravity or a corner of the object, or may be represented by an area. The "state" of the object may include the acceleration or jerk of the object, or the "action state" (for example, whether or not the vehicle is changing lanes or is about to change lanes). The recognition unit 110 also recognizes the relative position and relative speed of the object.

[0046] Further, the recognition unit 110 recognizes, for example, the lane in which the host vehicle M is traveling (driving lane). For example, the recognition unit 110 recognizes the driving lane by comparing a pattern of road dividing lines (for example, an arrangement of solid lines and dashed lines) obtained from the second map information 62 with a pattern of road dividing lines around the host vehicle M recognized from an image captured by the camera 10. The recognition unit 110 may recognize the driving lane by recognizing road boundaries (road boundaries) including not only road dividing lines but also road dividing lines, shoulders, curbs, median strips, guard rails, etc. In this recognition, the position of the host vehicle M obtained from the navigation device 50 and the processing results by the INS may be taken into consideration. The recognition unit 110 recognizes obstacles, stop lines, red lights, toll booths, and other road phenomena from the object recognition results. Obstacles are objects that the host vehicle M needs to avoid contacting, and include, for example, other vehicles, etc.

[0047] When recognizing the driving lane, the recognition unit 110 recognizes the position and attitude of the host vehicle M with respect to the driving lane. For example, the recognition unit 110 may recognize the deviation of the reference point of the host vehicle M from the center of the lane and the angle with respect to a line connecting the centers of the lanes in the traveling direction of the host vehicle M as the relative position and attitude of the host vehicle M with respect to the driving lane. Alternatively, the recognition unit 110 may recognize the position of the reference point of the host vehicle M with respect to either side end of the driving lane (a road dividing line or a road boundary) as the relative position of the host vehicle M with respect to the driving lane.

[0048] The driving state detection unit 120 detects a predetermined driving state of the driver of the vehicle M. The predetermined driving state is, for example, a mindless driving state. Mindless driving is, for example, a state in which the driver's driving operation of the vehicle M becomes slow (or does not operate) due to a decrease in the driver's attention. For example, the driving state detection unit 120 detects that the driver is in a mindless driving state when the state in which the steering operation of the steering wheel 82 by the driver is less than the threshold continues for a predetermined time or more based on the detection result of the SW sensor 82A. In addition, the driving state detection unit 120 may detect that the driver is in a mindless driving state when the state in which the change amount of the opening degree of the accelerator pedal 84 and the brake pedal 86 is less than the threshold continues for a predetermined time or more based on the detection results of the AP sensor 84A and the BP sensor 86A. Note that the above-mentioned predetermined time may be variably set depending on, for example, the speed of the vehicle M and the margin of error until the vehicle M comes into contact with an obstacle (for example, another vehicle). This makes it possible to perform a more appropriate distracted driving determination based on the speed of the host vehicle M and the positional relationship between the host vehicle M and an obstacle. The predetermined time may be a fixed time.

[0049] In addition, the driving state detection unit 120 may detect that the driver is in a careless driving state when the state of the driver detected based on the analysis result of the image captured by the driver monitor camera 70 is determined to be unsuitable for driving. The state unsuitable for driving is, for example, when the driver does not monitor the surroundings (particularly the front) of the vehicle M due to looking away, or when it is predicted that the driver's concentration is reduced based on facial expressions (a sleepy face, a face in pain), etc. Furthermore, in addition to (or instead of) the driver being in a careless state, the driving state detection unit 120 may detect that the driver is in a state where he / she cannot drive when it detects a state such as the driver being unconscious (no movement for a predetermined period of time or more) based on the analysis result of the image captured by the driver monitor camera 70.

[0050] Furthermore, the driving state detection unit 120 may detect the contents of the driving operation (hereinafter, driver operation) by the driver of the host vehicle M. For example, the driving state detection unit 120 may detect the steering amount (torque amount of steering torque) of the driver based on the detection result of the SW sensor 82A, may detect the operation (opening degree) of the accelerator pedal 84 based on the detection result of the AP sensor 84A, or may detect the operation (opening degree) of the brake pedal 86 based on the BP sensor 86A.

[0051] The contact possibility determination unit 130 recognizes whether or not there is a possibility of contact between the host vehicle M and an obstacle (e.g., another vehicle) based on the surrounding situation (external environment information) recognized by the recognition unit 110. For example, the contact possibility determination unit 130 determines whether or not there is a possibility of contact between the host vehicle M and another vehicle based on a contact margin value with another vehicle (preceding vehicle) existing in front of the host vehicle M based on the surrounding situation. The contact margin value is an index value indicating a margin, and is, for example, a value set based on a contact margin time TTC (Time To Collision), but may also be a value set based on a headway time THW (Time Headway). The contact margin time TTC is derived, for example, by dividing the relative distance by the relative speed in the relationship between the host vehicle M and the other vehicle. Also, the headway time THW is derived, for example, by dividing the relative distance (headway distance) by the speed of the host vehicle M. The contact margin time TTC may be derived, for example, using a learned model or a predetermined function that outputs the contact margin time TTC when the positions and speeds of the vehicle M and the other vehicle are input, or may be derived using a correspondence table in which the relative speed and relative position are associated with the contact margin time TTC. The above derivation method is similar to that for the headway time THW. For example, the shorter the contact margin time TTC (or the headway time THW), the smaller the margin (in other words, the longer the contact margin time, the larger the margin). For example, the contact possibility determination unit 130 determines that there is a possibility of contact between the vehicle M and the other vehicle when the contact margin value is less than a threshold value, and determines that there is no possibility of contact when the contact margin value is equal to or greater than the threshold value.

[0052] The control unit 140 executes driving control to control one or both of steering and acceleration / deceleration of the vehicle M based on at least one of the recognition result of the recognition unit 110, the detection result of the driving state detection unit 120, and the judgment result of the contact possibility judgment unit 130. For example, based on the recognition result by the recognition unit 110, when an obstacle is present in front of the vehicle M and the driver is in a mindless driving state, the control unit 140 executes driving control according to the obstacle. The driving control according to the obstacle includes, for example, driving control for urging the driver to pay attention to the obstacle and driving control for avoiding contact with the obstacle.

[0053] The control unit 140 includes, for example, a braking control unit 142 and a steering control unit 144. When it is determined that an obstacle exists ahead of the host vehicle M based on the recognition result of the recognition unit 110, the braking control unit 142 performs at least deceleration control of the host vehicle M based on the target deceleration of the host vehicle M. In addition, the braking control unit 142 performs braking control of the host vehicle M in response to a driver operation or regardless of the driver operation. For example, the braking control unit 142 sets a deceleration state based on a contact margin value between the host vehicle M and the obstacle, and executes deceleration control based on the set deceleration state. The braking control unit 142 includes, for example, a gradual deceleration control unit 142A and a contact avoidance braking control unit 142B.

[0054] The slow deceleration control unit 142A performs slow deceleration control of the host vehicle M when the recognition unit 110 determines that an obstacle (e.g., another vehicle) exists ahead of the host vehicle M. The slow deceleration control is an attention calling control for calling the driver's attention to approaching another vehicle by the vehicle behavior of deceleration, and is different from the contact avoidance braking control for avoiding contact with the obstacle by braking (however, it may result in avoiding contact with the obstacle). For example, when it is determined that an obstacle exists ahead of the host vehicle M and the contact margin value satisfies the operating condition of the slow deceleration control, the slow deceleration control unit 142A derives a target deceleration of the host vehicle M, and decelerates the host vehicle M to approach the derived target deceleration without the driver's operation. Note that the slow deceleration control is executed, for example, when the driving state detection unit 120 detects that the driver is driving absent-mindedly, and may not be executed when the driver is not driving absent-mindedly.

[0055] Furthermore, the slow deceleration control unit 142A may stop the slow deceleration control when the driving state detection unit 120 detects an accelerator operation (operation of the accelerator pedal 84) by the driver of a predetermined value (for example, a predetermined amount) or more during the slow deceleration control. In this way, by determining the driver's intention based on the accelerator operation, it is possible to execute a more appropriate override control (switching to manual driving by the driver) for the slow deceleration control.

[0056] The contact avoidance braking control unit 142B performs emergency brake control to avoid contact between the host vehicle M and an obstacle. For example, when it is determined that the host vehicle M may come into contact with an obstacle based on the surrounding situation recognized by the recognition unit 110, the contact avoidance braking control unit 142B performs braking control (rapid deceleration control) to avoid contact. The braking control performed by the contact avoidance braking control unit 142B includes, for example, a Collision Mitigation Brake System (CMBS) control that supports contact avoidance or damage reduction. The braking control performed by the contact avoidance braking control unit 142B may be performed, for example, after a gradual deceleration control, or may be performed when a contact margin value satisfies an operating condition for contact avoidance braking control.

[0057] In addition, the contact avoidance braking control unit 142B may execute override control to stop the contact avoidance control, for example, when the driving state detection unit 120 detects an accelerator operation by the driver of a predetermined value (e.g., a predetermined amount) or more during contact avoidance control.

[0058] The steering control unit 144 controls the steering of the host vehicle M. The steering control unit 144 includes, for example, a centering steering control unit 144A and a contact avoidance steering control unit 144B. The centering steering control unit 144A executes steering control (centering steering control) to move the host vehicle M toward the center of the driving lane when the recognition unit 110 determines that an obstacle exists in front of the host vehicle M and the contact margin value satisfies the operating condition of the steering control. This steering control is not for avoiding contact with the obstacle, but is for making the driver aware of the obstacle in front and calling attention by the vehicle behavior of moving laterally near the center (however, there may be cases where the driver ends up avoiding contact with the obstacle). This steering control can make the driver aware of the obstacle in front at an early stage, and can contribute to driving to avoid contact. The centering steering control is executed when the driving state detection unit 120 detects that the driver is driving absent-mindedly, and does not have to be executed when the driver is not driving absent-mindedly. Furthermore, the above-mentioned gentle deceleration control and centering steering control may be executed separately, or may be executed simultaneously at the same timing (for example, during the attention calling control stage).

[0059] In addition, the centering steering control unit 144A may execute override control to stop the centering steering control, for example, when the driving state detection unit 120 detects a steering operation (operation of the steering wheel 82) by the driver that is greater than or equal to a predetermined value (e.g., a predetermined amount) during centering steering control.

[0060] The contact avoidance steering control unit 144B performs a second steering control of the host vehicle M to avoid contact between the host vehicle M and an obstacle. For example, when avoidance within the driving lane of the host vehicle M is possible, the contact avoidance steering control unit 144B performs steering control to move in a direction not to contact the obstacle within a range not departing from the same lane without the driver's steering operation. In addition, the contact avoidance steering control unit 144B may perform steering control of the host vehicle M so that the behavior of the host vehicle M after the avoidance operation is stabilized after the host vehicle M has performed an avoidance operation with respect to the obstacle by straddling a dividing line that divides the driving lane due to the driver's steering operation. The steering control performed by the contact avoidance steering control unit 144B may be performed, for example, after the centering steering control, or may be performed when the contact margin value satisfies the operating condition of the contact avoidance steering control.

[0061] In addition, the contact avoidance steering control unit 144B may execute override control to stop the contact avoidance steering control, for example, when the driving state detection unit 120 detects a steering operation by the driver of a predetermined value (e.g., a predetermined amount) or more during contact avoidance steering control.

[0062] The control unit 140 may also execute controls other than the driving control described above. For example, the control unit 140 executes road departure suppression control, driver abnormality stop control, and the like. The road departure suppression control is, for example, a control for notifying the driver by vibrating the steering wheel 82 or displaying an alarm image on the display unit 32 when there is a possibility of departure from a marking line that divides the lane of the host vehicle M recognized by the recognition unit 110, and for urging attention. The driver abnormality stop control is, for example, a control for moving the host vehicle M to a predetermined position (for example, a safe position such as a nearby road shoulder) and stopping the host vehicle M based on the recognition result by the recognition unit 110 when the driving state detection unit 120 detects that the driver is in a state where he or she cannot drive. The road departure suppression control and the driver abnormality stop control may be executed, for example, when it is detected that the driver is in an absent-minded state. The control unit 140 may also execute LKAS (Lane Keeping Assistance System) control (lane keeping control). The LKAS control, for example, assists the driver in steering by controlling the steering device 220 based on the recognition result of the recognition unit 110 so that the host vehicle M does not deviate from the driving lane.

[0063] The HMI control unit 150 provides (notifies) information to occupants including the driver by causing the HMI 30 to output predetermined information. The predetermined information includes, for example, information related to the traveling of the vehicle M, such as information related to the state of the vehicle M and information related to driving control. The information related to the state of the vehicle M includes, for example, the speed of the vehicle M, the engine speed, the shift position, and the like. The information related to the driving control includes, for example, the type of driving control being executed (for example, gentle deceleration, centering steering control, contact avoidance braking control, contact avoidance steering control), the reason for operating the driving control, the status of the driving control, and the like. The information related to the driving control may include information regarding a warning or an alarm to the driver (for example, a first notification, a second notification, and the like, which will be described later). The predetermined information may include, for example, information related to the current position or destination of the vehicle M, information related to the remaining amount of fuel, and may include information unrelated to the traveling control of the vehicle M, such as a television program, a content (for example, a movie) stored in a storage medium such as a DVD, and the like.

[0064] For example, the HMI control unit 150 may generate an image including the above-mentioned predetermined information and display the generated image on the display unit 32 of the HMI 30, or may generate a sound indicating the predetermined information and output the generated sound from the speaker 34 of the HMI 30. The timing at which the sound is output is, for example, when driving control is started or stopped, when a call is received, when the image to be displayed is switched, when the vehicle M is in a predetermined state, etc. Furthermore, the HMI control unit 150 may output the information received by the HMI 30 to the control unit 140, etc.

[0065] [Vehicle control] Next, details of vehicle control including driving control by the control unit 140 and notification control by the HMI control unit 150 will be described. Fig. 2 is a diagram for explaining the contents of vehicle control related to contact avoidance. In the example of Fig. 2, it is assumed that the processes by the recognition unit 110, the driving state detection unit 120, and the contact possibility determination unit 130 are continuously executed. In addition, in the example of Fig. 2, it is assumed that time T1 is the earliest, followed by times T2, T3, T4, and T5 in that order.

[0066] First, it is assumed that the contact possibility determination unit 130 has determined that there is a possibility of contact between the vehicle M and an obstacle after time T1 in Fig. 2. When it is determined that there is a possibility of contact, the control unit 140 performs attention calling control ((1) in the figure) to call the driver's attention to the surroundings (particularly the traveling direction) based on the contact margin time TTC and the detection result of the driving state detection unit 120. This attention calling control is an example of a "first driving control".

[0067] FIG. 3 is a diagram for explaining the contents of the attention calling control. In the example of FIG. 3, two lanes L1 and L2 that can be traveled in the same direction (X-axis direction in the figure) are shown. The lane L1 is divided by road dividing lines LN1 and LN2, and the lane L2 is divided by road dividing lines LN2 and LN3. In the example of FIG. 3, the host vehicle M travels on the lane L1 at a speed VM, and another vehicle (preceding vehicle) m1 travels on the lane L1 ahead of the host vehicle M at a speed Vm1. In the following, the other vehicle m1 is described as an obstacle.

[0068] 3, the control unit 140 performs the attention drawing control when the time to contact TTC (contact margin value) based on the relative position and relative speed between the vehicle M and another vehicle m1 becomes less than a first predetermined value (first predetermined time) at time T2 and the driver is detected as being careless. The time to contact TTC is set to a value between about 3 to 4 seconds at time T2, for example, but may be variably set based on the relative speed, relative position, road shape, etc.

[0069] The attention calling control includes at least one of the slow deceleration control by the slow deceleration control unit 142A and the centering steering control by the centering steering control unit 144A. In the example of FIG. 3, both the slow deceleration control and the centering control are executed. The slow deceleration control executed in the attention calling control is the control in the first deceleration state. The slow deceleration control unit 142A sets the target deceleration (first target deceleration) so that a load (longitudinal G) of a first upper limit deceleration (about 0.1 [G]) is applied to the driver in the traveling direction (longitudinal direction). In addition, in the attention calling control (first deceleration state), the slow deceleration control unit 142A may first perform the slow deceleration control at a first deceleration rate (for example, longitudinal G of 0.05 [G]), and then perform the deceleration control at a second deceleration rate (for example, longitudinal G of 0.1 [G]) that is greater than the first deceleration rate. By controlling the deceleration rate to increase in stages in this manner, the burden on the driver when the slow deceleration control begins to be executed can be reduced, and the driver can be prevented from being surprised by the slow deceleration control.

[0070] In addition, in the attention calling control, the centering steering control unit 144A performs centering steering control to steer the host vehicle M toward the center of the driving lane (lane L1). In the centering steering control, a lateral load (lateral G) is applied to the driver by changing the behavior of the host vehicle M in the lateral direction (width direction of the driving lane, Y-axis direction in the figure). This lateral G can make the driver aware of an obstacle ahead, which can contribute to avoiding contact with the obstacle. In addition, by moving the host vehicle to the center of the lane, it is possible to suppress the driver from immediately deviating from the driving lane due to the steering operation of the driver after the centering steering control. In the example of FIG. 3, the control unit 140 generates a future target trajectory K1 of the host vehicle M corresponding to the gradual deceleration and centering steering control, and controls the steering and speed of the host vehicle M so as to travel along the target trajectory K1.

[0071] The centering steering control does not have to be performed, for example, when at least one of the dividing lines LN1 and LN2 of the driving lane (lane L1) is not recognized by the recognition unit 110, when the host vehicle M is already traveling in the center of the lane L1, or when the other vehicle m1 is closer to the center of the lane L1 than the host vehicle M. In that case, only the gradual deceleration control is performed in the attention calling control.

[0072] Also, during the attention control at time T2 (during the first driving control), the HMI control unit 150 generates an image indicating that the attention control (gradual deceleration, centering steering control) has been executed and / or an image for calling the driver's attention as the first notification, and displays the generated image IM10 on the display unit 32 to notify the driver. The contents and types of the image IM10 are not limited to the example of FIG. 3. The HMI control unit 150 may generate an image indicating information on the reason for the operation of the attention control (for example, "There is a possibility of contact with the vehicle ahead") and display it on the display unit 32. In this way, the first notification can inform the driver of the approach of an obstacle and call attention, and can prompt the driver to perform an early avoidance operation. Note that in the first notification, there is a certain contact margin value and the possibility of contact between the host vehicle M and the other vehicle m1 is not high, so no sound output is performed. This makes it possible to reduce the driver's annoyance caused by excessive notifications to the driver and to notify the driver of the attention notification early.

[0073] Returning to FIG. 2, when the time to contact TTC (contact margin value) becomes less than a second predetermined value (second predetermined time) at time T3 when the driver does not call attention to the surroundings (or performs override control) even if the above-mentioned attention warning control is performed, and the driver is detected as driving absentmindedly, contact attention warning control is performed ((2) in the figure). This contact attention warning control is an example of "second driving control". Time T3 is the time when the contact margin time TTC becomes about 2 seconds, for example. In other words, the second predetermined time is shorter than the first predetermined time.

[0074] FIG. 4 is a diagram for explaining the contents of the contact attention warning control. FIG. 4 shows a scene in which the contact margin time TTC becomes 2 [seconds] without the driver's operation from the situation shown in FIG. 3 (a state in which the host vehicle M is closer to the other vehicle m1 than when the attention calling control is executed). In the contact attention warning control stage, the gradual deceleration control unit 142A sets a target deceleration (second target deceleration), generates a target trajectory K2 for executing the gradual deceleration control according to the set second target deceleration, and controls the host vehicle M to travel along the generated target trajectory K2. The gradual deceleration control executed in the contact attention warning control is a control in the second deceleration state. In the second deceleration state, the gradual deceleration control unit 142A sets a target deceleration (second target deceleration) so that a load (longitudinal G) larger than the first upper limit deceleration is applied to the driver in the traveling direction (longitudinal direction) at or below the second upper limit deceleration (about 0.2 [G]). This makes it possible to make the driver more clearly aware that the host vehicle M is approaching the other vehicle m1. In this way, deceleration control is performed while increasing the deceleration rate as necessary, so that more time is created to make the driver aware of the other vehicle m1, and the driver can drive in a way that allows him or her to avoid contact with the other vehicle m1 with ease.

[0075] During the contact warning control, in addition to (or instead of) the gradual deceleration control, the centering steering control by the centering steering control unit 144A may be executed as described above. During the contact warning control at time T3 (during the second driving control), the HMI control unit 150 generates an image indicating that the contact warning control has been executed, an image calling attention, an image indicating the reason for the operation of the contact warning control, and the like, as the second notification, and notifies the driver by displaying the generated image IM20 on the display unit 32. Note that the image IM20 may be an image in which the image IM10 is highlighted. Examples of the highlighted image include enlarging the image, blinking the image, changing the color of the image to a highlighted color, switching from a still image to a video (animation image), and the like. The highlighted display may include increasing the number of images to be displayed, displaying the image at a position that is more easily visible to the driver, and the like. In this case, the HMI control unit 150 may display the image on the meter display instead of the MID, or display the image on both the MID and the HUD. Furthermore, the HMI control unit 150 may output a predetermined sound (alarm) to the speaker 34 in addition to displaying an image. In other words, the second notification is a notification that is more alerting (escalating) than the first notification. This makes it possible to more clearly notify the driver of the high possibility of contact with the other vehicle m1 and encourage the driver to avoid contact.

[0076] Returning to Fig. 2, after the execution of the contact attention warning control, at time T4 when it is determined that the host vehicle M is capable of automatic avoidance within the driving lane, the steering control unit 144 executes automatic steering avoidance control (shown in Fig. 2 as (3)). The automatic steering avoidance control is an example of the "third driving control".

[0077] FIG. 5 is a diagram for explaining the contents of the automatic steering avoidance control. In the example of FIG. 5, for example, the control is performed when the driver does not perform a driving operation after the execution of the contact attention warning control. In this case, the contact avoidance steering control unit 144B recognizes the area of ​​the driving lane and the position of the other vehicle m1 and performs steering control to avoid contact. For example, when there is a space to avoid contact with the other vehicle m1 in the driving lane, the contact avoidance steering control unit 144B generates a target trajectory K3 for traveling in the avoidance space, and performs steering control (speed control as necessary) so that the host vehicle M travels along the generated target trajectory K3. In addition, the contact avoidance steering control unit 144B may perform acceleration / deceleration control in addition to the steering control. As a result, when steering avoidance is possible within the host lane with high safety, more appropriate vehicle control can be realized by performing automatic steering control.

[0078] Furthermore, during the automatic steering avoidance control at time T4 (third driving control unit), the HMI control unit 150 may continue to execute the second notification described above, or may execute a notification (third notification) with a higher degree of notification than the second notification. Furthermore, at this timing, the contact avoidance braking control unit 142B may execute CMBS control in parallel. When the CMBS control is executed, the automatic steering avoidance control described above or the contact avoidance steering control described later may not be executed.

[0079] Returning to FIG. 2, at time T5 when the driver operates the steering wheel 82 (detects the driver steering trigger) to perform a steering operation in a direction to avoid the other vehicle m1, the contact avoidance steering control unit 144B performs contact avoidance steering control so as not to further deviate from the adjacent lane (lane L2) adjacent to the driving lane (lane L1) ((4) in FIG. 2). The contact avoidance steering control is an example of the "fourth driving control". The contact avoidance steering control may be performed after the automatic steering avoidance control or after the contact attention warning control.

[0080] FIG. 6 is a diagram for explaining steering control after a driver steering trigger. In the example of FIG. 6, when there is no space on the vehicle lane L1 to avoid contact with another vehicle m1 of the vehicle M and when a driver steering trigger (a steering amount of the steering wheel 82 by the driver equal to or greater than a threshold value) is detected, the contact avoidance steering control unit 144B allows the vehicle M to move from the lane L1 to the adjacent lane L2, and performs steering control of the vehicle M so that the vehicle M does not deviate from the adjacent lane L2. For example, a target trajectory K4 for changing lanes to the lane L2 is generated, and steering assistance is performed so that the position of the vehicle M approaches the target trajectory K4 by the driver's steering operation. This allows more appropriate vehicle control to be realized after emergency avoidance steering is performed by the driver's steering operation. During contact avoidance steering control (during the fourth driving control), the HMI control unit 150 may continue to perform the second notification described above, or may perform a notification (fourth notification) with a higher degree of notification than the second notification. The fourth notification may be a notification that is different from the third notification and that is distinguishable by the driver.

[0081] In addition, when the driver performs a steering operation immediately after the attention drawing control (after the first driving control) shown in (1) of Fig. 2, or when the contact margin time TTC approaches the limit value while the driver is not driving aimlessly, the control unit 140 may execute contact avoidance steering control (driver steering assistance control) so as not to cross the adjacent lane further ((5) of Fig. 2), similar to the control of (4) of Fig. 2. In this case, the HMI control unit 150 may execute the second notification, or may execute a notification (fourth notification) with a higher degree of notification than the second notification.

[0082] In addition, in each of the above-mentioned operation phases of the attention call, contact attention warning, automatic steering avoidance, and contact avoidance steering, a condition related to the speed of the host vehicle M may be added to the conditions for operating each control. FIG. 7 is a diagram for explaining the conditions of the speed of the host vehicle M for starting control in each operation phase. For example, in the contact avoidance steering control in the automatic steering avoidance and contact avoidance steering (steering assistance), one of the operation start conditions is that the speed VM of the host vehicle M is 40 [km / h] or more. Since this control is a control after the attention call, if the contact margin time TTC is about 2 [seconds], contact can be sufficiently avoided by the driver's brake operation. In addition, the centering steering control in the attention call and contact attention warning is controlled to be executed when the speed VM of the host vehicle M is 30 [km / h] or more. In addition, in the case of the accelerator operation (AP operation), the gradual deceleration control in the attention call and contact attention warning is controlled to be executed when the speed VM of the host vehicle M is 30 [km / h] or more. This speed is below the steering avoidance limit speed and is within the range where there is a performance margin of the CMBS control, so that more appropriate driving control can be realized by setting this condition. In addition, when there is no AP operation, the control is performed when the speed VM of the host vehicle M is 5 [km / h] or more. In other words, the speed is set lower when the AP operation of the driver is not detected than when the AP operation is detected. This relaxes the start condition of the gradual deceleration control in a situation where there is no AP operation, so that the gradual deceleration control can be performed in various situations, including mindless driving in a traffic jam, and contact between the host vehicle M and another vehicle m1 can be avoided more safely.

[0083] [Alert control] Next, the notification control by the HMI control unit 150 for the various driving controls described above will be specifically described. For example, the HMI control unit 150 issues a first notification when performing the first driving control (attention call control) as described above, and issues a second notification when performing the second driving control (contact warning control). The HMI control unit 150 may issue a second notification when a specific driving support function is activated within a predetermined time after the attention call control (after the first driving control). The specific driving support function is, for example, the attention call control (first driving control). In this case, the first driving control is the first attention call control, and the specific driving support function is the second attention call control.

[0084] Fig. 8 is a diagram for explaining the contents of the notification control of the embodiment. In the example of Fig. 8, as described above, of the lanes L1 and L2 in which the vehicle can travel in the same direction, the vehicle M travels in the lane L1 at a speed VM, and another vehicle m1 travels ahead of the vehicle M in the same lane at a speed Vm1. In the example of Fig. 8, it is assumed that time T11 is earlier than time T12.

[0085] For example, when the driver is in a careless driving state and the contact margin time TTC is less than the first predetermined time, the control unit 140 executes the slow deceleration control and the centering control as the first attention calling control, and the HMI control unit 150 executes the first notification. Also, when the contact margin time TTC becomes less than the first predetermined time at time T12 within the processing time from the time when the attention calling control is executed (for example, time T11), the control unit 140 activates the second attention calling control to execute the slow deceleration control and the centering control. The above-mentioned predetermined time may be a fixed time (for example, about 180 [seconds]) or may be a variable time according to the speed VM of the vehicle M, road conditions, etc. Also, when the HMI control unit 150 activates the second attention calling control within the predetermined time, it changes the notification degree from the first notification to the second notification.

[0086] For example, as shown in Fig. 8, the HMI control unit 150 displays, as the second notification, the same image IM10 as the first notification, and outputs a sound (a predetermined alarm sound) to call attention. Furthermore, the HMI control unit 150 may generate, as the second notification, an image IM20 that is highlighted more than the image IM10 and display it on the display unit 32. In this way, in the first attention calling control, only the image IM10 is displayed, and when the attention calling control is activated twice within a predetermined time, the degree of notification is increased by adding a sound output, etc. It is clear that the driver is still in a mindless driving state when the second attention calling control is executed, so by increasing the degree of notification, the driver's attention can be more effectively called.

[0087] In the embodiment, the condition for performing the above-mentioned notification control (the second notification in the second attention control within a predetermined time) may be that the attention control includes at least steering control (centering control in the above example). In other words, when the HMI control unit 150 performs only the slow deceleration control without performing the centering control in the second attention control within a predetermined time, the HMI control unit 150 does not need to increase the notification degree. For example, when the lane markings of the vehicle M are not visible by the recognition unit 110, the control unit 140 performs only the slow deceleration control instead of the centering control. In such a case, even if the operating condition of the second attention control within a predetermined time is satisfied, the HMI control unit 150 does not change the notification content and performs the first notification for the slow deceleration control. In this way, by setting only the steering control as the target of the driving control for which the notification degree is changed, it is possible to suppress the notification control from being operated more than necessary, and to reduce the driver's annoyance. In addition, since the situation of the vehicle M (the lateral position of the vehicle M on the lane and its positional relationship with surrounding vehicles) changes more when steering control is executed than when deceleration control is executed, by increasing the degree of notification during the second steering control, the driver can be made to understand the changed vehicle situation more quickly.

[0088] Further, the specific driving assistance function may be, for example, road departure prevention control instead of (or in addition to) the attention calling control. Since the road departure prevention control is a control (including steering control) that is executed when the driver is in a careless driving state, by switching from the first notification to the second notification when the road departure prevention control is executed within a predetermined time from the execution of the first driving control, a more appropriate notification can be given to the driver in the careless driving state.

[0089] Furthermore, the specific driving assistance function may be a driver abnormality stop control instead of (or in addition to) the attention calling control or the road departure suppression control. The driver abnormality stop control is a control (including steering control) that is executed mainly when the driver is absent-minded, or even when the driver is unable to drive. Therefore, when the driver abnormality stop control is executed within a predetermined time from the execution of the first driving control, a more appropriate notification can be given to the driver by changing from the first notification to the second notification. In this way, notification control can be performed according to various patterns of absent-minded driving states, so that a more appropriate notification can be given to the driver according to the situation of the host vehicle M.

[0090] Furthermore, for example, when override control is executed during the first driving control, the HMI control unit 150 may not need to perform control to increase the degree of notification even if a specific driving assistance function is activated within a predetermined time from the execution of the first driving control. Since override control is executed by the driver performing a driving operation (a predetermined operation on the driving operator 80), it is possible to know that the driver is not in a mindless driving state. Therefore, by not increasing the degree of notification when override control is executed, the HMI control unit 150 can reduce the possibility that the driver will find the notification annoying.

[0091] In addition, in the driver's operation, when override control is executed by steering operation of the steering wheel 82, the HMI control unit 150 may not change the notification level for the second notification within a predetermined time, regardless of the presence or absence of other driving operations (accelerator operation, brake operation). In addition, when override control is executed by accelerator operation or brake operation, the HMI control unit 150 may set the condition for not changing the notification level that the steering wheel 82 is being gripped. In this way, by detecting that override control is executed by steering operation for driving control, it is possible to accurately detect that the absentminded driving state has been resolved (return to normal manual driving). In addition, even if override control is executed by driving operations related to the speed of the vehicle M (accelerator operation, brake operation), it is possible to accurately detect that the absentminded driving state has been resolved (return to normal manual driving) by adding the fact that the steering wheel 82 is being gripped to the detection.

[0092] Furthermore, the control unit 140 may control the on / off of driving control in response to change control of the notification degree by the HMI control unit 150. For example, when the notification degree is changed from the first notification to the second notification by the HMI control unit 150, the control unit 140 prevents the execution of driving control based on a specific driving support function (for example, centering steering control). For example, the notification degree is increased by the second notification within a predetermined time, so that excessive attention to the driver due to changes in the behavior of the host vehicle M, such as centering control or gradual deceleration, can be suppressed.

[0093] In addition, when the notification degree is changed in response to the second attention calling control within a predetermined time, the control unit 140 may not execute the subsequent attention calling control until a predetermined time has elapsed (OFF control). Since the notification degree is increased by the second attention calling control and notified to the driver, the control unit 140 allows the driver to drive without executing the subsequent (third and subsequent) attention calling controls, thereby making it possible to encourage the driver to monitor the surroundings and drive appropriately. In addition, it is possible to suppress the driver's excessive reliance on driving control.

[0094] The above-mentioned notification control may be applied in the same way when a specific driving assistance function is activated multiple times within a predetermined time. The HMI control unit 150 may also lengthen the notification time based on the number of times the second notification is performed within a predetermined time. In this case, the HMI control unit 150 may lengthen the notification time in stages according to the number of times the notification is performed, or may lengthen the notification time by a fixed amount from the second notification onwards. By lengthening the notification time, the driver can be notified more effectively.

[0095] [Processing flow] Next, a process executed by the driving support device 100 in the embodiment will be described. In the following, the process executed by the driving support device 100 will be mainly described with a focus on a driving control process based on the state of the host vehicle M and a notification process during driving control.

[0096] FIG. 9 is a flowchart showing an example of driving control executed by the driving support device 100. In the example of FIG. 9, the recognition unit 110 recognizes the surrounding conditions of the host vehicle M (step S100). Next, the contact possibility determination unit 130 derives a contact margin time TTC between the host vehicle M and an obstacle based on the recognized surrounding conditions (step S110). Next, the driving state detection unit 120 detects the driving state of the driver of the host vehicle M (step S120) and determines whether the driver is in a mindless driving state (step S130). If it is determined that the driver is in a mindless driving state, the control unit 140 determines whether the contact margin time TTC satisfies the operating condition of the braking control or the steering control (step S140). In the process of step S140, it may be determined whether the operating conditions of both the braking control and the steering control are satisfied. If it is determined that the contact margin time TTC satisfies the operating condition of the braking control or the steering control, the control unit 140 executes vehicle control corresponding to the operating condition (step S150). The vehicle control includes, for example, at least one of the above-mentioned attention calling control, contact warning control, automatic operation avoidance control, driver steering assistance control, and CMBS control. Furthermore, the vehicle control may include notification control.

[0097] Next, the control unit 140 determines whether or not a predetermined driver operation has been performed during execution of vehicle control (step S160). If it is determined that a predetermined driver operation has been performed, the control unit 140 stops the vehicle control being executed (step S170). This ends the process of this flowchart. Also, if it is determined in the process of step S130 that the driver is not driving aimlessly, if it is determined in the process of step S140 that the contact margin time TTC does not satisfy the operating condition of braking control or steering control, or if it is determined in the process of step S160 that a predetermined driver operation has not been performed during execution of vehicle control, the process of this flowchart ends.

[0098] FIG. 10 is a flowchart showing an example of a notification process accompanying the execution of vehicle control according to the embodiment. The example of FIG. 10 shows an example of the process of step S150. In the example of FIG. 10, the control unit 140 judges whether or not to perform an attention calling control (first driving control) (step S151). When it is judged that the attention calling control is to be performed, the control unit 140 executes the attention calling control (for example, slow deceleration control, centering control) (step S152). Next, the HMI control unit 150 executes a first notification (step S153). Next, the HMI control unit 150 judges whether or not to execute a second attention calling control (an example of a specific driving support function) within a predetermined time from the above-mentioned first attention calling control (step S154). When it is judged that the second attention calling control is to be executed, the control unit 140 executes the second attention calling control (step S155). In addition, the HMI control unit 150 executes a second notification having a higher degree of notification than the first notification (step S156).

[0099] Furthermore, if it is determined in the processing of step S151 that the control is not an attention warning control (in other words, it is any one of contact attention warning control, automatic steering avoidance control, and contact avoidance steering control), the control unit 140 executes the target vehicle control (step S157). Furthermore, the HMI control unit 150 executes a second notification (step S158). This ends the processing of this flowchart. Furthermore, if it is determined in the processing of step S154 that a second attention warning control will not be executed within the predetermined time, the processing of this flowchart ends.

[0100] As described above, according to the embodiment, the driving assistance device 100 (an example of a vehicle control device) includes a recognition unit 110 that recognizes the surrounding situation of the vehicle M, a driving state detection unit 120 that detects the driving state of the driver of the vehicle M, a control unit 140 that executes driving control according to the obstacle when an obstacle is present in front of the vehicle M and the driver is in a distracted driving state based on the recognition result by the recognition unit 110, and a notification unit (HMI 30, HMI control unit 150) that notifies the driver when driving control is executed by the control unit 140. The notification unit includes a first notification that is issued when a first driving control including steering control is executed, and a second notification that is issued when a second driving control that is executed in a state in which the vehicle is closer to the obstacle than the first driving control is executed, and by issuing the second notification when a specific driving assistance function is activated within a predetermined time from the first notification, it is possible to provide a more appropriate notification to the driver depending on the situation of the vehicle.

[0101] Specifically, according to the embodiment, if a specific driving assistance function related to the absentminded driving state is activated within a predetermined time after the first notification, it is clear that the driver is absentminded, so by changing (increasing) the notification degree (notification strength), it is possible to more effectively notify the driver, such as by calling attention to the state. Also, according to the embodiment, by targeting the second activation of the same function and the activation of related functions (road departure suppression control, driver abnormal stop control, etc.), it is possible to more accurately determine that the driver is in the absentminded driving state. Also, according to the embodiment, by targeting some driving controls (for example, steering control), it is possible to suppress the notification degree from becoming unnecessarily large, and it is possible to reduce the possibility that the driver will feel annoyed. Also, according to the embodiment, by determining that the driver has returned to normal driving from the absentminded driving state by the override control, it is possible to reduce the possibility that the driver will feel annoyed without increasing the notification strength unnecessarily.

[0102] According to the embodiment, when the driver is clearly in a careless driving state, the driver can be made to check the surrounding situation more quickly and be encouraged to drive safely by increasing the notification level and turning off the driving control until a certain time has passed. According to the embodiment, when the driver is clearly in a careless driving state, the driver can be more effectively notified by lengthening the notification time according to the number of times a specific driving support function is operated within a predetermined time.

[0103] It should be noted that the numerical values ​​shown in the above-described embodiment are merely examples and may be changed as appropriate depending on the vehicle type of the host vehicle M, road conditions, surrounding conditions, settings by the developer, etc. In addition, in the above-described embodiment, at least one of the third driving control and the fourth driving control may be included in the second driving control from the viewpoint of a driving control other than the first driving control.

[0104] The above-described embodiment can be expressed as follows. a storage medium for storing computer-readable instructions; a processor coupled to the storage medium; The processor executes the computer-readable instructions to: Recognize the surroundings of your vehicle, Detecting a driving state of a driver of the vehicle; Based on the result of recognizing the surrounding situation, when an obstacle is present ahead of the vehicle and the driver is in a distracted driving state, executes driving control according to the obstacle; When the driving control is executed, a notification is given to the driver. The notification includes a first notification that is issued when a first driving control including a steering control is executed, and a second notification that is issued when a second driving control that is executed in a state in which the host vehicle is closer to the obstacle than the host vehicle is in the first driving control is executed, The second notification is performed when a specific driving assistance function is activated within a predetermined time from the first notification. Vehicle control device.

[0105] The above describes the form for carrying out the present invention using an embodiment, but the present invention is not limited to such an embodiment, and various modifications and substitutions can be made within the scope that does not deviate from the gist of the present invention. [Explanation of symbols]

[0106] 10...camera, 12...radar device, 14...LIDAR, 16...object recognition device, 20...communication device, 30...HMI, 40...vehicle sensor, 50...navigation device, 60...MPU, 70...driver monitor camera, 80...driving operator, 82...steering wheel, 84...accelerator pedal, 86...brake pedal, 100...driving support device, 110...recognition unit, 120...driving state detection unit, 130...contact possibility determination unit, 140...control unit, 142...braking control unit, 144...steering control unit, 150...HMI control unit, 160...memory unit, 200...driving drive force output device, 210...brake device, 220...steering device, M...own vehicle

Claims

1. A recognition unit that recognizes a surrounding situation of the host vehicle; A driving state detection unit that detects a driving state of a driver of the vehicle; a control unit that executes driving control according to an obstacle when an obstacle is present ahead of the vehicle and the driver is in a mindless driving state based on a recognition result by the recognition unit; A notification unit that notifies the driver when the driving control is executed by the control unit, The notification unit is a first notification that notifies when a first driving control including a steering control is executed, and a second notification that notifies when a second driving control that is executed in a state where the host vehicle is closer to the obstacle than the host vehicle is in the first driving control, The second notification is performed when a specific driving assistance function is activated within a predetermined time from the first notification. Vehicle control device.

2. The first notification is a notification by image display, The second notification is a notification by image display and sound output. The vehicle control device according to claim 1 .

3. The specific driving assistance function includes steering control to suppress deviation of the host vehicle from a road. The vehicle control device according to claim 1 .

4. The specific driving assistance function includes control for stopping the host vehicle at a predetermined position when it is detected that the driver is not in a state to drive the host vehicle. The vehicle control device according to claim 1 .

5. The specific driving assistance function includes, when it is determined from the recognition result by the recognition unit that an obstacle exists in front of the vehicle and the driver is determined to be absent-minded, a steering control for making the driver recognize the presence of the obstacle. The vehicle control device according to claim 1 .

6. The first driving control is a first steering control for prompting the driver of the host vehicle to pay attention to the obstacle, and the specific driving assistance function is a second steering control for prompting the driver of the host vehicle to pay attention to the obstacle. The vehicle control device according to claim 1 .

7. the control unit performs deceleration control to decelerate the host vehicle without performing the first driving control when the recognition unit cannot recognize the driving lane of the host vehicle; The notification unit performs a notification regarding the deceleration control. The vehicle control device according to claim 1 .

8. When an override control for switching to manual driving is executed by a predetermined driving operation of the driver during execution of the first driving control, the notification unit does not perform the second notification even if a specific driving assistance function is activated within a predetermined time from the first driving control. The vehicle control device according to claim 1 .

9. The predetermined driving operation of the driver is a steering operation of the vehicle. The vehicle control device according to claim 8.

10. When the override control is executed by an accelerator operation or a brake operation by the driver, the notification unit does not perform the second notification even if a specific driving assistance function is activated within a predetermined time from the first driving control, on condition that the driver is holding the steering wheel. The vehicle control device according to claim 8.

11. The control unit does not execute driving control based on the specific driving assistance function when the second notification is made by the notification unit within a predetermined time from the first notification. The vehicle control device according to claim 1 .

12. the control unit, when the second notification is made by the notification unit within a predetermined time from the first notification, does not execute driving control for calling the driver of the host vehicle's attention to the obstacle until a predetermined time has elapsed. The vehicle control device according to claim 1 .

13. The notification unit extends a notification time based on the number of times the second notification is performed within the predetermined time. The vehicle control device according to claim 1 .

14. The computer Recognize the surroundings of your vehicle, Detecting a driving state of a driver of the vehicle; Based on the result of recognizing the surrounding situation, when an obstacle is present ahead of the vehicle and the driver is in a distracted driving state, executes driving control according to the obstacle; When the driving control is executed, a notification is given to the driver. The notification includes a first notification that is issued when a first driving control including a steering control is executed, and a second notification that is issued when a second driving control that is executed in a state where the host vehicle is closer to the obstacle than the host vehicle is when the first driving control is executed, The second notification is performed when a specific driving assistance function is activated within a predetermined time from the first notification. A vehicle control method.

15. On the computer, Recognize the surrounding situation of the vehicle, Detecting a driving state of a driver of the vehicle; Based on the result of recognizing the surrounding situation, when an obstacle is present ahead of the vehicle and the driver is in a distracted driving state, a driving control is executed according to the obstacle; When the driving control is executed, a notification is given to the driver. The notification includes a first notification that is issued when a first driving control including a steering control is executed, and a second notification that is issued when a second driving control that is executed in a state where the host vehicle is closer to the obstacle than the host vehicle is when the first driving control is executed, When a specific driving assistance function is activated within a predetermined time from the first notification, the second notification is made. program.

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