Driving assist control system and driving assist control method for vehicle

Abstract

To match a driving feeling such as a sense of steering and / or a sense of acceleration to a driver's preference.SOLUTION: A driving assist control system includes a controller 10 that implements, as driving assist control, steering assist control (lane sustainment control), which automatically varies a steering angle of an own vehicle according to a travel situation of the own vehicle (HV), and acceleration assist control (following distance control), which automatically varies acceleration of the own vehicle. The controller is configured to receive a setting operation input from a driver of the own vehicle, and to vary a degree of magnitude of steering assist in the steering assist control and a degree of magnitude of acceleration assist in the acceleration assist control on the basis of the received setting operation input.SELECTED DRAWING: Figure 1

Description

Technical Field

[0001] The present invention relates to a vehicle driving support control device and a driving support control method for assisting a driver in driving a vehicle.

Background Art

[0002] Conventionally, vehicle driving support control devices that execute various driving support controls have been known. Typical driving support controls include lane keeping control and following inter-vehicle distance control. One of the conventional devices is configured such that the target driving line in lane keeping control and the target inter-vehicle distance in following inter-vehicle distance control can be changed according to the driver's preference (see, for example, Patent Document 1).

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

[0004] However, the above conventional device cannot match the driving feeling such as the steering feeling and / or the acceleration feeling in various driving support controls to the driver's preference.

[0005] The present invention has been made to solve such problems. That is, one of the objects of the present invention is to provide a vehicle driving support control device, a driving support control method, and a program thereof that can match the driving feeling in driving support control to the driver's preference as much as possible.

[0006] One aspect of a driving support control device for a vehicle according to the present invention is a driving support control device for a vehicle including a controller that executes at least one of a steering assist control (LTA) that automatically changes a steering angle of the host vehicle and an acceleration assist control (ACC) that automatically changes an acceleration of the host vehicle based on at least a driving situation of the host vehicle (HV). Further, the controller is configured to be able to receive a setting operation input from a driver of the host vehicle (70, 71) and is configured to change a strength level of steering assist in the steering assist control and a strength level of acceleration assist in the acceleration assist control based on the received setting operation input (FIG. 3, S420, S440, S550, S560, S620, S660, S670).

[0007] Therefore, the driving support control device of the above aspect can change the driving feeling in the driving support control according to the driver's preference.

[0008] In the above description, for the purpose of assisting the understanding of the present invention, the names and / or reference numerals used in the embodiments corresponding to the invention configurations described later are added in parentheses. However, each component of the present invention is not limited to the embodiments defined by the above names and / or reference numerals. The present invention also extends to a driving support control method and its program.

Brief Description of the Drawings

[0009]

Figure 1

Figure 2

Figure 3

Figure 4

Figure 5

Figure 6

Embodiments for Carrying Out the Invention

[0010] The "vehicle driving support control device DS (hereinafter referred to as the 'device DS')" according to an embodiment of the present invention includes the components shown in FIG. 1 and is applied (mounted) to the host vehicle HV. The host vehicle HV may be any of a vehicle having an internal combustion engine as a power source, a vehicle having an electric motor as a power source (i.e., an electric vehicle), and a hybrid vehicle.

[0011] In this specification, "ECU" is an electronic control device including a microcomputer including a CPU (processor), ROM, RAM, a writable non-volatile memory for data, and an interface, etc. The ECU is also referred to as a control unit, a controller, or a computer. A plurality of ECUs shown in FIG. 1 are connected to be able to exchange information with each other through CAN (Controller Area Network). Some or all of these plurality of ECUs may be integrated into one ECU.

[0012] The driving support ECU 10 executes "lane keeping control (lane tracing assist: LTA) and following vehicle distance control (adaptive cruise control: ACC)" and the like as driving support control to be described later. The functions of the driving support ECU 10 may be realized by a plurality of ECUs. The driving support ECU 10 is connected to the following components (camera, sensor, switch, and device) shown in FIG. 1 and transmits and receives information or signals with them.

[0013] The camera device 20 includes a camera 21 and an image ECU 22. The camera 21 captures an image of the scene in front of the host vehicle HV every time a predetermined time elapses and acquires image data. The image ECU 22 recognizes (detects) the "left boundary line LL and right boundary line RL" of the host lane, which is the lane in which the host vehicle HV travels, based on the image data from the camera 21. Note that the boundary line of the lane is generally a lane dividing line (lane marker), for example, a white line and a yellow line. The camera ECU 21 acquires the "target travel line TL, road curvature CL, lateral deviation DL, yaw angle deviation θL, etc. (see (A) of FIG. 2)" described later based on the image data. Further, the camera ECU 21 generates camera target information based on the image data. The camera target information includes the "position (longitudinal position and lateral position) and type" of the target existing in front of the host vehicle HV.

[0014] The radar device 30 is a well-known device that acquires information about a target existing in front of the host vehicle HV using radio waves in the millimeter wave band, and includes a radar 31 and a radar ECU 32. The radar 31 transmits millimeter waves within a predetermined detection range every time a predetermined time elapses, and receives the millimeter waves reflected by the target. The radar 31 transmits information about the transmitted and received millimeter waves to the radar ECU 32. The radar ECU 32 acquires radar target information based on the information from the radar 31 and transmits the radar target information to the driving support ECU 10. The radar target information includes the distance to the target, the azimuth of the target, the relative speed of the target, etc.

[0015] Note that the driving support ECU 10 generates fusion target information by integrating the camera target information and the radar target information.

[0016] The power train ECU 40 adjusts the driving force generated by the drive device of the host vehicle HV and controls the acceleration of the host vehicle HV by driving the power train actuator 41 in response to an instruction from the driving support ECU 10 or an operation of an accelerator pedal (not shown) by the driver.

[0017] The brake ECU 50 adjusts the braking force generated by the braking device of the host vehicle HV and controls the deceleration of the host vehicle HV by driving the brake actuator 51 in response to an instruction from the driving support ECU 10 or an operation of a brake pedal (not shown) by the driver.

[0018] The steering ECU 60 controls the steering device of the host vehicle HV and changes the steering assist force and the steering angle (rudder angle) of the host vehicle HV by driving the steering motor 61 in response to an instruction from the driving support ECU 10 or an operation of a steering wheel (not shown) by the driver.

[0019] The setting input device 70 is connected to a "display panel 71 having a touch button function" provided at a position operable by the driver. The driver can change the "LTA control level and ACC acceleration level" described later according to his / her preference by touching the display panel 71 (see (B) to (F) of FIG. 2).

[0020] The driving support ECU 10 inputs the detection values (output values) of the following sensors. · An accelerator pedal operation amount sensor 81 that detects the accelerator pedal operation amount AP of the host vehicle HV. · A brake pedal operation amount sensor 82 that detects the brake pedal operation amount BP of the host vehicle HV. · A vehicle speed sensor 83 that detects the speed of the host vehicle HV (i.e., the host vehicle speed Vh). · A longitudinal acceleration sensor 84 that detects the longitudinal acceleration (longitudinal and lateral acceleration) Gx of the host vehicle HV. · A lateral acceleration sensor 85 that detects the lateral acceleration (lateral acceleration) Gy of the host vehicle HV in the vehicle width direction. · A steering angle sensor 86 that detects the steering angle θ of the steering wheel of the host vehicle HV. Note that the driving support ECU 10 is also connected to "other sensors" including a yaw rate sensor and a steering torque sensor.

[0021] (Outline of operation) The device DS executes, as driving support control, lane keeping control, which is one of the steering assist controls that automatically changes the steering angle of the host vehicle HV based on the driving situation of the host vehicle HV, and following inter-vehicle distance control, which is one of the acceleration assist controls that automatically changes the acceleration of the host vehicle HV.

[0022] The device DS can change the "strength of the steering feeling (steering assist force) (degree of strength of steering support)" in the lane keeping control and the "acceleration of the host vehicle HV (degree of strength of acceleration support)" when accelerating the host vehicle HV to the target vehicle speed in the following inter-vehicle distance control according to the driver's preference.

[0023] More specifically, when the driver of the host vehicle HV selects one of the "buttons 111 to 114" included in the "screen 110 for selecting the control level of lane keeping control (LTA) (see (C) of FIG. 2)" displayed on the display panel 71, the device DS can change the "strength of the steering feeling" when returning the host vehicle HV to the target driving line TL in the lane keeping control.

[0024] For example, when the driver selects the button 114 of the LTA level 4, the device DS gently changes the steering angle of the host vehicle HV and returns the host vehicle HV to the target driving line TL relatively slowly, as shown in the left figure of (D) in FIG. 2. When the driver selects the button 111 of the LTA level 1, the device DS greatly changes the steering angle of the host vehicle HV and returns the host vehicle HV to the target driving line TL relatively rapidly, as shown in the right figure of (D) in FIG. 2.

[0025] Furthermore, when the driver of the host vehicle HV selects one of the "buttons 121 to 124" included in the "screen 120 for selecting the control level of following inter-vehicle distance control (ACC) (see (E) of FIG. 2)" displayed on the display panel 71, the device DS can change the "acceleration of the host vehicle HV" when accelerating the host vehicle HV to the target vehicle speed when the preceding following vehicle PV disappears in the following inter-vehicle distance control.

[0026] For example, when the driver selects the ACC level 4 button 124, the device DS accelerates the host vehicle HV at a small acceleration as shown in the left diagram of (F) in FIG. 2. On the other hand, when the driver selects the ACC level 1 button 121, the device DS accelerates the host vehicle HV at a large acceleration as shown in the right diagram of (F) in FIG. 2.

[0027] (Specific operation) The CPU of the driving support ECU 10 executes the routine shown in FIGS. 3 to 5 every time a predetermined time (computation cycle) dt elapses. In the following, "step" is denoted as "S".

[0028] (Change (setting) of lane keeping control level) At a predetermined timing, the CPU starts processing from S300 in FIG. 3 and proceeds to S310 to determine whether a setting operation for the lane keeping control level has been performed through the display panel 71. More specifically, when the driver of the host vehicle HV touches the "LTA setting button 104" included in the "menu screen 100 shown in (B) of FIG. 2" displayed on the display panel 71, the setting input device 70 displays the "LTA control level setting screen 110 shown in (C) of FIG. 2" on the display panel 71.

[0029] The LTA control level setting screen 110 includes a button 111 for selecting LTA level 1 (strong), a button 112 for selecting LTA level 2 (medium), a button 113 for selecting LTA level 3 (weak), and a button 114 for selecting LTA level 4 (extremely weak). When the driver touches one of the buttons 111 - 114 (i.e., when one of these buttons is selected), the setting input device 70 notifies the driving support ECU 10 that a setting operation for the lane keeping control level has been performed. In the initial state, the LTA level 2 (medium) button 112 is automatically selected.

[0030] Now, assuming that a setting operation for the lane keeping control level has been performed, the CPU proceeds from S310 to S320 and determines whether button 111 for selecting LTA level 1 (strong) has been touched.

[0031] If button 111 has been touched (i.e., if LTA level 1 has been selected), the CPU proceeds from S320 to S330, sets the first gain K1 to a predetermined positive value K1a, sets the second gain K2 to a predetermined positive value K2a, and sets the third gain K3 to a predetermined positive value K3a. Note that the first to third gains (K1, K2, K3) will be described later.

[0032] Next, the CPU proceeds to S340 and stores the values of the first to third gains (K1, K2, K3) in the non-volatile memory of the driving support ECU10. Then, the CPU proceeds to S395 and temporarily ends this routine.

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

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

[0035] When the CPU advances to S370 and the button 113 has not been touched, if the button 114 is touched (that is, the LTA level 4 is selected). Therefore, the CPU advances from S370 to S390, sets the first gain K1 to "the product of the coefficient α2 and the positive value K1a (α2·K1a)", sets the second gain K2 to "0", and sets the third gain K3 to "0". The coefficient α2 is a constant value that is greater than "0", less than "1", and less than the coefficient α1. Thereafter, the CPU advances to S340 and S395.

[0036] Note that when the CPU advances to S310 and no setting operation for the lane keeping control level is performed, the CPU directly advances from S310 to S395 and temporarily ends this routine.

[0037] <Lane Keeping Control> At a predetermined timing, the CPU starts processing from S400 in FIG. 4 and advances to S410 to determine whether the ON condition for the lane keeping control is satisfied. For example, the ON condition for the lane keeping control is satisfied when all of the following conditions 1 to 3 are satisfied. However, the ON condition for the lane keeping control is not limited to this. (Condition 1) The ON condition for the following inter-vehicle distance control described later is satisfied. (Condition 2) "ON" of the "LTA on / off button 103" included in the "menu screen 100 shown in FIG. 2 (B)" is selected. (Condition 3) Both the "left boundary line LL and the right boundary line RL" of the own lane shown in FIG. 2 (A) are detected (recognized) by the camera device 20.

[0038] When the ON condition for the lane keeping control is not satisfied, the CPU directly advances from S400 to S495 and temporarily ends this routine. On the contrary, when the ON condition for the lane keeping control is satisfied, the CPU executes the processing of "S420 to S450" and advances to S495.

[0039] S420: The CPU reads the values of the first to third gains (K1, K2, K3) from the non-volatile memory. S430: The CPU acquires the target driving line TL, road curvature CL, lateral deviation DL, and yaw angle deviation θL for lane keeping control from the image data. As shown in (A) of FIG. 2, the target driving line TL is a line connecting the center positions in the lane width direction of the left boundary line LL and the right boundary line RL. The road curvature CL is the curvature of the target driving line TL (the reciprocal of the radius R of the target driving line TL). The lateral deviation DL is the distance between the center position in the vehicle width direction of the host vehicle HV (for example, the center position between the left front wheel and the right front wheel) and the target driving line TL. The yaw angle deviation θL is the angle formed by the tangent direction of the target driving line TL and the traveling direction of the host vehicle HV.

[0040] S440: The CPU substitutes the "values of the first to third gains (K1, K2, K3) read in S420" and the "road curvature CL, lateral deviation DL, and yaw angle deviation θL acquired in S430" into the following formula (1) to calculate the "target steering angle θtgt as the steering control amount". θtgt = K1·CL + K2·DL + K3·θL …(1)

[0041] The first term (K1·CL) in the above formula (1) is a feedforward term for automatically driving the host vehicle HV along the curve of the own lane (target driving line TL). The "second term (K2·DL) and third term (K3·θL)" in the above formula (1) are feedback terms for making the lateral deviation DL and the yaw angle deviation θL "0", respectively.

[0042] S450: The CPU sends an instruction to the steering ECU60 so that the actual steering angle θact (here, the steering angle θ detected by the steering angle sensor 86) matches the target steering angle θtgt, and controls the steering motor 61. For example, the CPU obtains the target steering torque Tqtgt to be generated in the steering motor 61 from a look-up table or the like based on the target steering angle θtgt and the host vehicle speed Vh, and transmits the target steering torque Tqtgt to the steering ECU60. The steering ECU60 generates a torque that matches the target steering torque Tqtgt in the steering motor 61.

[0043] Note that the CPU may calculate a target steering torque Tqtgt that replaces the target steering angle θtgt as a steering control amount according to a calculation formula having the same right side as the right side of the above formula (1). In this case, the target steering torque Tqtgt is transmitted to the steering ECU 60.

[0044] In addition, the CPU may calculate a target yaw rate Yrtgt that replaces the target steering angle θtgt as a steering control amount according to a calculation formula having the same right side as the right side of the above formula (1). In this case, the CPU obtains a target steering torque Tqtgt for generating the target yaw rate Yrtgt from the host vehicle Vh, a lookup table, etc., and transmits the target steering torque Tqtgt to the steering ECU 60.

[0045] Thus, when LTA level 1 (strong) is selected, the first to third gains (K1, K2, K3) are set to (K1a, K2a, K3a). Therefore, a large steering torque is applied so that the host vehicle HV does not deviate from the target driving line TL even slightly. Thus, the strength of the steering assist becomes very strong. When LTA level 2 (medium) is selected, the first to third gains (K1, K2, K3) are set to (K1a, 0, 0). Therefore, since the feedback term with respect to the target driving line TL does not act, although the host vehicle HV travels along the road shape, the driver himself / herself needs to steer so as not to deviate from the target driving line TL. That is, the strength of the steering assist becomes medium. When LTA level 3 (weak) is selected, the first to third gains (K1, K2, K3) become (α1·K1a, 0, 0). Therefore, the "assist torque by the steering motor 61" for causing the host vehicle HV to travel along the road shape becomes weaker than that in LTA level 2. Therefore, the driver himself / herself needs to perform some steering to make the host vehicle HV travel along the road shape. That is, the strength of the steering assist becomes weak. Further, when LTA level 4 (extremely weak) is selected, the first to third gains (K1, K2, K3) become (α2·K1a, 0, 0). Therefore, the "assist torque by the steering motor 61" for causing the host vehicle HV to travel along the road shape becomes even weaker than that in LTA level 3. Therefore, the driver himself / herself needs to perform a considerable amount of steering to make the host vehicle HV travel along the road shape. That is, the strength of the steering assist becomes extremely weak.

[0046] <Following Inter-vehicle Distance Control> At a predetermined timing, the CPU starts processing from S500 in FIG. 5 and proceeds to S510, and determines whether or not the ON condition of the following inter-vehicle distance control (ACC) is satisfied. For example, the ON condition of the following inter-vehicle distance control is satisfied when both of the following condition 4 and condition 5 are satisfied. However, the ON condition of the following inter-vehicle distance control is not limited thereto. (Condition 4) The host vehicle speed Vh is equal to or higher than the vehicle speed threshold value Vth. Condition 5: The "ON" of the "ACC On / Off Button 101" included in the "Menu Screen 100" shown in (B) of FIG. 2 is selected.

[0047] When the ON condition for the following inter-vehicle distance control is not satisfied, the CPU proceeds directly from S500 to S595 to temporarily end this routine. On the other hand, when the ON condition for the following inter-vehicle distance control is satisfied, the CPU proceeds from S510 to S520 to determine whether there is a following leading vehicle. More specifically, the CPU determines, based on the fusion target information, that a vehicle located within the own lane, traveling immediately in front of the own vehicle HV, and existing within a predetermined distance from the own vehicle HV is a following leading vehicle.

[0048] When there is a following leading vehicle, the CPU proceeds from S520 to S530 to execute the well-known following inter-vehicle distance control. That is, the CPU controls the acceleration of the own vehicle HV via the "Power Train ECU 40 and Brake ECU 50" so that the inter-vehicle distance between the following leading vehicle and the own vehicle HV matches the target inter-vehicle distance (see, for example, Patent Document 1, Japanese Unexamined Patent Application Publication No. 2014-148293, Patent No. 4172434, Patent No. 4929777, etc.). Thereafter, the CPU proceeds to S595 to temporarily end this routine.

[0049] On the other hand, when the CPU proceeds to S520 and there is no following leading vehicle, the CPU proceeds from S520 to S540 to determine whether the current time is during the acceleration of the own vehicle HV to a predetermined target vehicle speed due to the disappearance of the following leading vehicle.

[0050] When the current time is during the acceleration of the own vehicle HV to the target vehicle speed due to the disappearance of the following leading vehicle, the CPU proceeds from S540 to S550 to read the target acceleration Gtgt from the non-volatile memory.

[0051] More specifically, when the driver of the host vehicle HV touches the "ACC setting button 102" included in the "menu screen 100 of the display panel 71 shown in (B) of FIG. 2" when starting the host vehicle HV, the setting input device 70 displays on the display panel 71 the "screen 120 for selecting the control level of the following inter-vehicle distance control (ACC)" shown in (E) of FIG. 2. Then, the driver touches one of the "buttons 121 to 124" included in the screen 120. As a result, the CPU executes a routine (not shown) and stores in the non-volatile memory a target acceleration Gtgt corresponding to one of the touched "buttons 121 to 124". In the initial state, the button 122 of ACC level 2 (medium) is automatically selected.

[0052] For example, when the driver touches the button 121 and selects "ACC level 1 (strong)", the acceleration Gx1 is stored in the non-volatile memory as the target acceleration Gtgt. When the driver touches the button 122 and selects "ACC level 2 (medium)", the acceleration Gx2 is stored in the non-volatile memory as the target acceleration Gtgt. When the driver touches the button 123 and selects "ACC level 3 (weak)", the acceleration Gx3 is stored in the non-volatile memory as the target acceleration Gtgt. When the driver touches the button 124 and selects "ACC level 4 (extremely weak)", the acceleration Gx4 is stored in the non-volatile memory as the target acceleration Gtgt. Note that the following equation (2) holds among these accelerations. 0 < Gx4 < Gx3 < Gx2 < Gx1 …(2)

[0053] When the CPU reads out the target acceleration Gtgt stored in the non-volatile memory at S550, it proceeds to S560 and controls the acceleration of the host vehicle HV via the power train ECU 40 so that the actual acceleration of the host vehicle HV matches the target acceleration Gtgt until the host vehicle speed Vh increases (reaches) the target vehicle speed. Then, the CPU proceeds to S595.

[0054] As a result, the vehicle speed Vh gradually increases and reaches the target vehicle speed. In this case, when the CPU proceeds to S540, it determines "No" at S540 and proceeds to S570. At S570, the CPU executes a well-known constant-speed driving control for controlling the acceleration of the host vehicle HV so that the vehicle speed Vh matches the target vehicle speed. After that, the CPU proceeds to S595.

[0055] In this way, in the follow-up inter-vehicle distance control, when the preceding vehicle to be followed no longer exists, the CPU can set the acceleration (target acceleration Gtgt) when accelerating the host vehicle HV to a "predetermined target vehicle speed set separately" according to the driver's preference.

[0056] (Modification example) The device DS according to the modification example is different from the device DS according to the above embodiment in that the CPU of the driving support ECU 10 executes the routine shown in FIG. 6 instead of FIG. 4 every time a predetermined time dt elapses. Further, the CPU of this modification example sets the first to third gains (K1, K2, K3) to the values K1a, K2a, and K3a, respectively, in "S330, S360, S380, and S390" shown in FIG. 3.

[0057] In addition, the CPU of this modification example sets the upper limit lateral acceleration Gymax to the first lateral acceleration Gy1 at S330, sets the upper limit lateral acceleration Gymax to the second lateral acceleration Gy2 at S360, sets the upper limit lateral acceleration Gymax to the third lateral acceleration Gy3 at S380, and sets the upper limit lateral acceleration Gymax to the fourth lateral acceleration Gy4 at S390. Further, the CPU stores the value of the upper limit lateral acceleration Gymax in the non-volatile memory at S340. The following equation (3) holds among the first to fourth lateral accelerations (Gy1, Gy2, Gy3, Gy4). 0 < Gy4 < Gy3 < Gy2 < Gy1 …(3)

[0058] When the specified timing arrives, the CPU starts processing from S600 in FIG. 6 and proceeds to S610 to determine whether the ON condition for lane keeping control is satisfied. This process is the same as the process in S410 of FIG. 4. If the ON condition for lane keeping control is not satisfied, the CPU directly proceeds from S610 to S695 to temporarily end this routine. If the ON condition for lane keeping control is satisfied, the CPU determines "Yes" at S610, executes the "processing from S620 to S650" described below, and proceeds to S655.

[0059] S620: The CPU reads out the "upper limit lateral acceleration Gymax used in lane keeping control" stored in the non-volatile memory at S340 from the non-volatile memory. S630: The CPU acquires the road curvature CL, lateral deviation DL, and yaw angle deviation θL from the image data in the same manner as in S430. S640: The CPU calculates the target steering angle θtgt by substituting the "road curvature CL, lateral deviation DL, and yaw angle deviation θL acquired at S630" into the above equation (1) in the same manner as in S440. Note that the first gain K1 is the value K1a, the second gain K2 is the value K2a, and the third gain K3 is the value K3a. S650: The CPU sends an instruction to the steering ECU60 so that the actual steering angle θact matches the target steering angle θtgt and controls the steering motor 61 in the same manner as in S450.

[0060] Next, at S655, the CPU determines whether a certain time T has elapsed since the processing in S650 was performed. If the certain time T has not elapsed, it waits. When the certain time T has elapsed since the processing in S650, the CPU proceeds from S655 to S660 and determines whether the magnitude of the actual lateral acceleration Gyact (here, the lateral acceleration Gy detected by the lateral acceleration sensor 85) (|Gyact|) is greater than the "upper limit lateral acceleration Gymax read from the non-volatile memory at S620".

[0061] When the magnitude of the actual lateral acceleration Gyact (|Gyact|) is equal to or less than the upper limit lateral acceleration Gymax, the CPU proceeds from S660 to S665 and sets the correction value d to a positive constant value d0. Thereafter, the CPU proceeds to S695.

[0062] On the other hand, when the magnitude of the actual lateral acceleration Gyact (|Gyact|) is greater than the upper limit lateral acceleration Gymax, the CPU proceeds from S660 to S670, corrects the target steering angle θtgt so that its absolute value |θtgt| has a value smaller by the value d, and controls the steering motor 61 so that the actual steering angle θact coincides with the corrected target steering angle.

[0063] Next, the CPU proceeds to S675, increases the correction value d by a positive constant value β, and then returns to S655 and waits until a fixed time T has elapsed. When the fixed time T has elapsed, the CPU proceeds from S655 to S660.

[0064] As a result, until the magnitude of the actual lateral acceleration Gyact (|Gyact|) becomes equal to or less than the upper limit lateral acceleration Gymax, the magnitude of the target steering angle is gradually decreased. In other words, the host vehicle HV is brought closer to the target travel line TL while ensuring that the magnitude of its actual lateral acceleration Gyact (|Gyact|) does not exceed the upper limit lateral acceleration Gymax. The larger the upper limit lateral acceleration Gymax, the larger the allowable range of change in the steering torque by the steering motor 61, and thus the stronger the degree of steering assistance.

[0065] As described above, according to the devices of the above-described embodiments and modifications, a driver can set "the degree of strength of steering assistance and the degree of strength of acceleration assistance" in driving support control (for example, lane keeping control and following inter-vehicle distance control, etc.). Therefore, the driving feeling in driving support control can be changed according to the driver's preference.

[0066] The present invention is not limited to the above-described embodiments and modifications, and various modifications can be adopted within the scope of the present invention. For example, the present invention is applicable to a host vehicle in a state where the driving mode has transitioned from automatic driving to driving by a driver in an autonomous vehicle. Further, the present invention can also be applied to steering assistance control in "lane departure prevention control and lane change assistance control" as steering assistance control, and can also be applied to acceleration control at the time of resume (when resuming the constant speed driving control again) after control cancellation in normal constant speed driving control as acceleration control. Further, in the above-described embodiments and modifications, only one of "the intensity of steering assistance and the intensity of acceleration assistance" may be configured to be settable by the driver.

Description of Reference Numerals

[0067] 10... Driving support ECU, 40... Power train ECU, 60... Steering ECU, 61... Steering motor, 70... Setting input device, 71... Display panel.

Claims

1. In a driving support control device for a vehicle including a controller that executes at least one of steering support control for automatically changing the steering angle of the host vehicle and acceleration support control for automatically changing the acceleration of the host vehicle based on at least the driving situation of the host vehicle as driving support control, the controller, is configured to be able to receive a setting operation input from the driver of the host vehicle, and is configured to change the intensity of steering support in the steering support control and the intensity of acceleration support in the acceleration support control based on the received setting operation input, a driving support control device.

2. In the driving support control device for a vehicle according to Claim 1, the controller, is configured to execute lane keeping control for automatically changing the steering angle of the host vehicle so that the host vehicle travels along a predetermined target driving line set within the lane in which the host vehicle is traveling as the steering support control, the controller, acquires a road curvature (CL) that is the curvature of the target driving line, a lateral deviation (DL) that is the distance in the lane width direction between the target driving line and the host vehicle, and a yaw angle deviation (θL) that is the angle formed between the tangential direction of the target driving line and the traveling direction of the host vehicle, a first term (K1·CL) that is the product of the road curvature (CL) and a first gain (K1), a second term (K2·DL) that is the product of the lateral deviation (DL) and a second gain (K2), and a third term (K3·θL) that is the product of the yaw angle deviation (θL) and a third gain (K3), is configured to calculate a steering control amount for changing the steering angle based thereon, furthermore, the controller, is configured to change the intensity of the steering support by changing the first gain, the second gain, and the third gain based on the received setting operation input, a driving support control device.

3. In the driving support control device for a vehicle according to Claim 1, the controller, is configured to execute lane keeping control for automatically changing the steering angle of the host vehicle so that the host vehicle travels along a predetermined target driving line set within the lane in which the host vehicle is traveling as the steering support control, the controller, Obtain the road curvature (CL), which is the curvature of the target driving line, the lateral deviation (DL), which is the distance in the lane width direction between the target driving line and the host vehicle, and the yaw angle deviation (θL), which is the angle formed by the tangent direction of the target driving line and the traveling direction of the host vehicle. Based on the road curvature, the lateral deviation, and the yaw angle deviation, it is configured to calculate a steering control amount for changing the steering angle. Furthermore, the controller changes the upper limit lateral acceleration (Gymax) in response to the received set operation input. It is configured to change the intensity of the steering assistance by correcting the steering control amount so that the actual lateral acceleration of the host vehicle does not exceed the upper limit lateral acceleration. Driving support control device.

4. In the driving support control device for a vehicle according to claim 1, the controller controls the acceleration of the host vehicle so that the host vehicle follows a preceding vehicle positioned immediately in front of the host vehicle as the acceleration support control, and when a specific state occurs in which the preceding vehicle changes from a state of being followed to a state of not existing, it is configured to execute a following inter-vehicle distance control for accelerating the host vehicle to a predetermined target vehicle speed at a predetermined target acceleration. Furthermore, the controller is configured to change the intensity of the acceleration support by changing the target acceleration when the specific state occurs in response to the received set operation input. Driving support control device.

5. A driving support control method for a vehicle that executes at least one of a steering assistance control for automatically changing the steering angle of the host vehicle and an acceleration support control for automatically changing the acceleration of the host vehicle based on at least the driving situation of the host vehicle as a driving support control, a step of receiving a set operation input from the driver of the host vehicle; a step of changing the intensity of the steering assistance in the steering assistance control and the intensity of the acceleration support in the acceleration support control based on the received set operation input; A driving support control method including.

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