Control device for vehicle

Abstract

To provide a control device for a vehicle that is able to perform a process corresponding to a degree in collision risk even when parking assistance for the vehicle is in operation.SOLUTION: A control device for a vehicle according to the present invention, which is mounted on the vehicle and assists in the vehicle's driving by means of a plurality of driving assistance functions, includes: a detection unit that detects, from a predetermined sensor, a parking area where parking is possible around the vehicle; a parking assistance control unit that controls an operation of a parking assistance function for parking the vehicle in the detected parking area; and a collision prevention control unit that controls an operation of a collision prevention function for avoiding a collision with a target existing object around the vehicle or reducing damage due to the collision, based on a first condition; wherein the collision prevention control unit controls an operation of the collision prevention function based on a second condition obtained by relaxing the first condition when the parking assistance function is in operation.SELECTED DRAWING: Figure 2

Description

Technical Field

[0001] The present invention relates to a vehicle control device.

Background Art

[0002] Conventionally, in a vehicle (such as a passenger car), based on sensor data (such as camera image data), an object (such as another vehicle or a pedestrian) existing around the host vehicle is detected, and when the object enters a predetermined area including the planned travel route, a collision risk is calculated based on the relative speed of the object with respect to the host vehicle, and a process according to the collision risk is executed.

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0004] In the above-described conventional technology, as a process according to the collision risk, there are cases where the operating conditions are set so that the automatic brake does not operate unnecessarily for an object with a low collision risk. For example, when a steering operation is being performed, since the travel direction of the vehicle changes with a slight change in the steering angle, there are cases where the automatic brake is prevented from operating when the vehicle is turning significantly or when the steering speed is sudden.

[0005] Therefore, in a process of performing parking support in which the vehicle parks in a parking area, when a steering operation is being performed, the automatic brake may not operate. Further, if the operating conditions of the automatic brake are relaxed, unnecessary operation of the automatic brake will occur, so there is room for further improvement.

[0006] An object of the present invention is made in view of the above-described problems, and to provide a vehicle control device that can execute processing according to the collision risk even when the parking support of the vehicle is in operation, as compared with the conventional art.

Means for Solving the Problems

[0007] In order to solve the above problems, a vehicle control device of the present invention is a vehicle control device mounted on a vehicle and assisting the driving of the vehicle by a plurality of driving support functions, and includes a detection unit that detects a parking area where the vehicle can park around the vehicle from a predetermined sensor, a parking support control unit that controls the operation of a parking support function for parking the vehicle in the detected parking area, and a collision prevention control unit that controls the operation of a collision prevention function for avoiding a collision with an object existing around the vehicle or reducing damage caused by the collision based on a first condition. The collision prevention control unit controls the operation of the collision prevention function based on a second condition obtained by relaxing the first condition when the parking support function is in operation.

[0008] According to this configuration, the vehicle control device can execute processing according to the collision risk even when the parking support of the vehicle is in operation, as compared with the conventional art.

[0009] Further, the collision prevention control unit controls the operation of the collision prevention function when the second condition is that steering information indicating information related to the steering of the vehicle is equal to or less than a second predetermined value that is greater than a first predetermined value corresponding to the first condition. Thereby, the vehicle control device can execute processing according to the collision risk even when the parking support of the vehicle is in operation, as compared with the conventional art, by providing, for example, a predetermined value of the steering speed at the time of parking where the steering speed is high, as compared with normal driving.

[0010] Furthermore, the vehicle control device includes a generation unit that generates a travel route for the vehicle to travel to the parking area corresponding to the parking support function, and the collision prevention control unit controls the operation of the collision prevention function with respect to the travel route. According to this configuration, the vehicle control device can execute processing according to the collision risk with respect to the travel route when the parking support of the vehicle is in operation, as compared with the conventional art.

[0011] Further, when the collision prevention control unit does not satisfy the second condition, it prohibits the operation of at least one of the functions included in the collision prevention function, namely, the collision warning function, the primary braking function, and the secondary braking function. Thereby, the vehicle control device can execute processing according to the collision risk degree with respect to the driving route while the parking support of the vehicle is in operation, as compared with the prior art.

Effect of the Invention

[0012] According to the present invention, even when the parking support of the vehicle is in operation, it is possible to execute processing according to the collision risk degree.

Brief Description of the Drawings

[0013]

Figure 1

Figure 2

Figure 3

Mode for Carrying Out the Invention

[0014] Hereinafter, embodiments of the vehicle control system of the present invention will be described with reference to the accompanying drawings.

[0015] FIG. 1 is a block diagram showing the configuration of a vehicle control system 100 according to an embodiment. The vehicle control system 100 has a parking support function as a driving support function for assisting a driving operation of parking a vehicle in a parking space. The parking support function is a function of parking the vehicle in a parking area where parking is possible around the vehicle detected using a plurality of cameras. The parking support function includes automatic detection of a parking area around the vehicle, generation of a driving route when parking the vehicle in an empty parking area, and automatic steering based on the driving route.

[0016] In addition, the parking assistance function in the present embodiment is applicable to semi-automatic driving that requires partial driving operations by the driver. Note that the parking assistance function is not limited to semi-automatic driving and may be applied to automatic driving that does not depend on the driver's driving operations. Note that the parking assistance function is not limited to this.

[0017] In addition, the vehicle control system 100 has a collision prevention function as a driving assistance function for avoiding a collision between the vehicle and an object (such as another vehicle or a pedestrian) existing around the vehicle or reducing damage caused by the collision. The collision prevention function includes a collision warning function, a primary braking function (a gentle braking function), and a secondary braking function (a strong braking function).

[0018] The collision warning function is a function of warning (notifying) the driver of the possibility of a collision using an alarm 36 (details will be described later). The primary braking function decelerates the vehicle at a primary target deceleration by automatic braking to prompt the driver to take collision avoidance actions or the like. The secondary braking function decelerates the vehicle at a secondary target deceleration greater than the primary target deceleration by automatic braking to avoid a collision and reduce collision damage.

[0019] Here, the possibility of a collision is determined by the time to collision (TTC), which is the relative distance between the object detected by the camera 31 described later and the vehicle divided by the relative speed. When the TTC is less than a predetermined value, it is determined that there is a possibility of a collision. The collision prevention function is configured to operate according to the possibility of the vehicle colliding with the object. When there is a possibility of a collision, the collision warning function, the primary braking function, and the secondary braking function operate according to the degree of the possibility of the collision.

[0020] The vehicle control system 100 includes a first ECU (Electronic Control Unit) 11 and a second ECU 12. The first ECU 11 and the second ECU 12 are an example of a vehicle control device. Note that the first ECU 11 and the second ECU 12 are collectively referred to simply as the ECU 10. The first ECU 11 and the second ECU 12 each include a microcomputer (microcontroller). The microcomputer has a built-in CPU and memory. In addition to the first ECU 11 and the second ECU 12, a plurality of ECUs for controlling each part are mounted on the vehicle, and the first ECU 11 and the second ECU 12 are connected so as to be capable of two-way communication with other ECUs by the CAN (Controller Area Network) communication protocol. The memory is also referred to as an internal storage device.

[0021] The vehicle includes a front camera 21, a first side camera 22, a second side camera 23, a back camera 24, an in-vehicle monitor 25, a camera 31, a vehicle speed sensor 32, a steering angle sensor 33, a yaw rate sensor 34, a brake actuator 35, and an alarm 36. The front camera 21, the first side camera 22, the second side camera 23, the back camera 24, and the camera 31 are an example of imaging devices.

[0022] The front camera 21 is provided at the front part of the vehicle such as the front bumper and captures an image of the front of the vehicle. The first side camera 22 is provided at the right side part of the vehicle, for example, at the right side mirror as viewed from the driver's seat, and captures an image of the right side of the vehicle. The second side camera 23 is provided at the left side part of the vehicle, for example, at the left side mirror as viewed from the driver's seat, and captures an image of the left side of the vehicle. The first side camera 22 and the second side camera 23 are collectively referred to as side cameras. The back camera 24 is provided at the rear part of the vehicle such as the rear bumper, for example, and captures an image of the rear of the vehicle. The front camera 21, the first side camera 22, the second side camera 23, and the back camera 24 are communicably connected to the first ECU 11.

[0023] The peripheral images captured by the front camera 21, the first side camera 22, the second side camera 23, and the back camera 24 are used for peripheral monitoring of the vehicle, for example, when parking or driving out of the vehicle. For this reason, in order to minimize blind spots as much as possible, these front camera 21, first side camera 22, second side camera 23, and back camera 24 use a wide-angle lens such as a fish-eye lens, for example. The front camera 21, the first side camera 22, the second side camera 23, and the back camera 24 are, for example, monocular cameras and cameras having an optical axis downward.

[0024] The in-vehicle monitor 25 is, for example, a liquid crystal display (LCD), such as a center information display (CID) provided near the center of the instrument panel. The in-vehicle monitor 25 is communicably connected to the first ECU 11.

[0025] The in-vehicle monitor 25 is configured to be able to display, for example, the peripheral images of the vehicle captured by the front camera 21, the first side camera 22, the second side camera 23, and the back camera 24, or to display an overhead image obtained by synthesizing these peripheral images. The in-vehicle monitor 25 may be configured to be able to display a navigation screen when used for a navigation system.

[0026] The camera 31 is, for example, a stereo camera capable of continuously capturing still images at a predetermined frame rate. The camera 31 is installed at a position where it can image the surroundings of the vehicle at a wide angle. The camera 31 is installed, for example, on the front glass surface on the back side of the rearview mirror at the center of the front part of the vehicle interior.

[0027] The camera 31 extracts target pixels corresponding to the same target object in each image captured by the image sensor from a pair of image data input from, for example, the image sensors of both the left and right eyes, detects the amount of displacement of the positions of the target pixels between the pair of images, and calculates the distance to the same target object based on the principle of triangulation. The output signal of the camera 31 is input to the second ECU 12. Note that the camera 31 is not limited to a stereo camera and may be a monocular camera.

[0028] The vehicle speed sensor 32 outputs, as a detection signal, a pulse signal synchronized with the rotation of a rotating body (for example, a drive shaft) that rotates as the vehicle travels. The steering angle sensor 33 outputs a detection signal corresponding to the steering angle (absolute steering angle) with respect to the steering angle midpoint of the vehicle's steering mechanism (for example, the steering wheel). The steering angle takes a positive value when the steering mechanism is turned to the right from the steering angle midpoint (when the steering wheel is turned to the right side), and a negative value when it is turned to the left (when the steering wheel is turned to the left side). The yaw rate sensor 34 outputs a detection signal corresponding to the yaw rate, which is the rotational angular velocity around the vertical axis passing through the center of gravity of the host vehicle. The detection signals of the vehicle speed sensor 32, the steering angle sensor 33, and the yaw rate sensor 34 are input to the second ECU 12.

[0029] The vehicle is equipped with a hydraulic braking system. The braking system includes a brake pedal, a brake booster, a master cylinder, a brake actuator 35, brakes provided on each wheel, and the like. The brake pedal is arranged at a position where it is convenient for the driver sitting in the driver's seat to step on it with the right foot. When the brake pedal is stepped on, the stepping force input to the brake pedal is transmitted to the brake booster. In the brake booster, the negative pressure generated in the intake system of the engine is used, and the stepping force of the brake pedal is amplified by the pressure difference between the negative pressure and the atmospheric pressure.

[0030] The force amplified by the brake booster is transmitted from the brake booster to the master cylinder, and hydraulic pressure corresponding to that force is generated from the master cylinder. The hydraulic pressure of the master cylinder is transmitted to the brake actuator 35, and hydraulic pressure is supplied from the brake actuator 35 to the wheel cylinders of the brakes provided on each wheel, and braking force is applied to the wheels from each brake by that hydraulic pressure.

[0031] Also, an electric pump is built into the brake actuator 35. When the automatic brake is activated, the electric pump is driven by electric power from the battery, and the hydraulic pressure generated by the electric pump is supplied to each wheel cylinder.

[0032] The alarm 36 outputs various alarms, and the alarms may be output by light, or may be output by sound or voice.

[0033] By the way, the vehicle control system 100 may set operating conditions so that collision prevention functions such as automatic brakes do not operate unnecessarily for targets with a low risk of collision as a process according to the risk of collision. For example, when the automatic brake does not intervene unnecessarily even during a collision avoidance operation by the driver's steering operation, or when the steering operation is being performed, since the traveling direction of the vehicle changes with a slight change in the steering angle, when steering greatly or when the steering speed is sudden, there are cases where the automatic brake is made not to operate.

[0034] Therefore, in the process of performing parking support in which the vehicle parks in the parking area, when a steering operation is being performed, the automatic brake may not operate. Also, if the operating conditions of the automatic brake are relaxed, unnecessary operation of the automatic brake will occur, so there is room for further improvement. Therefore, the ECU 10 of the present embodiment has each function shown in FIG. 2.

[0035] FIG. 2 is a block diagram showing an example of the functional configuration of the ECU 10 according to the present embodiment. The ECU 10 includes a first acquisition unit 101, a detection unit 102, a generation unit 103, a parking support control unit 104, a second acquisition unit 105, a first determination unit 106, a second determination unit 107, a third determination unit 108, and a collision prevention control unit 109. Note that the functional configuration included in the ECU 10 is not limited to this.

[0036] The first acquisition unit 101 acquires a plurality of camera image data. Specifically, the first acquisition unit 101 acquires a plurality of camera image data captured by the front camera 21, the first side camera 22, the second side camera 23, and the back camera 24.

[0037] The detection unit 102 detects a parking area where parking is possible around the vehicle from a predetermined sensor. Specifically, the detection unit 102 detects a parking area where parking is possible around the vehicle from the front camera 21, the first side camera 22, the second side camera 23, and the back camera 24. For example, the detection unit 102 detects a parking area where parking is possible around the vehicle based on the plurality of camera images acquired by the first acquisition unit 101.

[0038] The detection unit 102 can detect the presence or absence of obstacles around the vehicle and the white lines that demarcate the parking area for a parking area where parking is possible around the vehicle. The white lines are detected, for example, by edge detection based on the camera image data. Note that for the parking area, it may be detected using an ultrasonic sensor such as a sonar or a lidar together with the camera. By doing so, it becomes possible to detect a parking area where the white line is thin and cannot be detected or a parking area in a parking lot without a white line demarcating the parking area. Also, it is possible to detect obstacles such as surrounding walls and detect a parking area that does not come into contact with the obstacles.

[0039] In this embodiment, among the parking assistance controls, the automatic parking control is started when the driver turns on the parking assistance start switch in a state where the predetermined parking assistance start condition is satisfied. However, for the automatic detection of the parking area, even before the parking assistance start condition is satisfied, if the CPU of the ECU 10 determines that the vehicle may park, the first acquisition unit 191 may start automatically detecting a parking area where the vehicle can park around the vehicle based on the camera image data acquired by the first acquisition unit 191.

[0040] The generation unit 103 generates a travel route for the vehicle to travel to the parking area corresponding to the parking assistance function. Specifically, when the driver turns on the parking assistance start switch, the generation unit 103 generates a travel route for the vehicle to travel to a parking area where the vehicle can park around the vehicle detected by the detection unit 102. The travel route to the parking area is derived by a predetermined algorithm from, for example, the positional relationship between the current position of the vehicle and the parking area to be parked, the situation around the vehicle, and the like. The parking area to be parked, the positional relationship with the vehicle, and the situation around the vehicle can be recognized by the front camera 21, the first side camera 22, the second side camera 23, and the back camera 24.

[0041] The parking assistance control unit 104 controls the operation of the parking assistance function for parking the vehicle in the detected parking area. Specifically, the parking assistance control unit 104 controls the operation of the parking assistance function for parking the vehicle based on the travel route generated by the generation unit 103 with respect to the parking area detected by the detection unit 102. For example, when the driver turns on the parking assistance start switch, the parking assistance control unit 104 starts the operation of the parking assistance function for parking the vehicle based on the travel route generated by the generation unit 103 with respect to the parking area detected by the detection unit 102. In this embodiment, when the operation of the parking assistance function starts, as semi-automatic driving, the parking assistance control unit 104 performs automatic steering control according to the travel route, and guides the driver regarding the accelerator operation, the brake operation, the shift range operation, and the like.

[0042] The second acquisition unit 105 acquires steering information indicating information related to the steering of the vehicle. Specifically, the second acquisition unit 105 acquires steering information indicating information related to the steering of the vehicle from the steering angle sensor 33. The steering information is information including, for example, a steering speed indicating the speed of the steering angle in the current vehicle and a steering angle indicating the current value of the steering angle.

[0043] The first determination unit 106 determines whether the parking support function is in operation. Specifically, the first determination unit 106 determines whether the parking support control unit 104 is controlling the operation of the parking support function.

[0044] The second determination unit 107 determines whether the first condition is satisfied. Specifically, when the first determination unit 106 determines that the first condition is not satisfied, the second determination unit 107 determines whether the first condition is satisfied.

[0045] The first condition is a condition for starting the operation of the collision prevention function during the stop of the parking support function. The first condition is a condition indicating that the steering information acquired by the second acquisition unit 105 is equal to or less than a first predetermined value. For example, the first condition is a condition including that the absolute value of the steering speed and the absolute value of the steering angle are equal to or less than the first predetermined value. That is, it is a condition including that the degree of steering (steering speed and steering angle amount) of the driver is equal to or less than the first predetermined value.

[0046] When the absolute value of the steering speed and the absolute value of the steering angle are equal to or less than the first predetermined value, the second determination unit 107 determines that the first condition is satisfied. Also, when the absolute value of the steering speed and the absolute value of the steering angle exceed the first predetermined value, the second determination unit 107 determines that the first condition is not satisfied. This is to prevent the operation of the collision prevention function from intervening when the driver is trying to avoid a collision or when the driver is performing a steering operation exceeding the first predetermined value.

[0047] The third determination unit 108 determines whether the second condition is satisfied. Specifically, when the first determination unit 106 determines that the parking support function is in operation, the third determination unit 108 determines whether the second condition is satisfied.

[0048] The second condition is a condition for starting the operation of the collision prevention function during the operation of the parking support function. The second condition is a condition that the steering information acquired by the second acquisition unit 105 is equal to or less than a second predetermined value that is greater than a first predetermined value corresponding to the first condition. For example, the second condition includes a condition that the absolute value of the steering speed and the absolute value of the steering angle are equal to or less than a second predetermined value that is greater than the first predetermined value. In other words, the second condition is a relaxed condition of the first condition.

[0049] When the absolute value of the steering speed and the absolute value of the steering angle are equal to or less than the second predetermined value, the third determination unit 108 determines that the second condition is satisfied. Further, when the absolute value of the steering speed and the absolute value of the steering angle exceed the second predetermined value, the third determination unit 108 determines that the second condition is not satisfied.

[0050] Here, the relationship between the first condition and the second condition will be described. When the vehicle is performing a steering operation, the course of the vehicle changes with a slight steering angle. Therefore, with regard to the start of the operation of the collision prevention function, the ECU 10 prohibits the operation of the collision prevention function when the vehicle is turning significantly or when the steering speed is high.

[0051] By the way, when comparing the steering speed during normal driving and the steering speed during parking for the steering operation performed by the driver, the steering speed during parking is often higher. Also, the amount of steering angle during parking is larger than during normal driving. That is, the degree of steering (at least either the steering speed or the amount of steering angle) during parking is large. This is because, particularly in a narrow parking lot or the like, it is often necessary to turn the vehicle significantly to park in the parking area, and there are many steering reversals.

[0052] Therefore, during the operation of the parking support function, there may be cases where the conditions for prohibiting the operation of the collision prevention function apply. Thus, regarding the conditions for starting the operation of the collision prevention function in the present embodiment, the conditions for starting the operation of the collision prevention function are changed according to the presence or absence of the operation of the parking support function.

[0053] That is, the second condition corresponding to during the operation of the parking support function is a condition obtained by relaxing the first condition corresponding to during the stop of the parking support function. Thus, the ECU 10 changes the condition for starting the operation of the collision prevention function according to the presence or absence of the operation of the parking support function, and can execute processing according to the collision risk even when the parking support of the vehicle is in operation.

[0054] In addition, the second condition corresponding to during the operation of the parking support function enables the collision prevention function to be activated even if the steering degree by automatic steering becomes larger than a first predetermined value. For example, when automatically parking the vehicle in a parking area so as not to contact obstacles such as walls or other vehicles in a particularly narrow parking lot, etc., a driving route that requires large steering or turning back is generated, and when large steering or steering turning back is performed by automatic steering control according to this driving route, even if an object such as another vehicle or a pedestrian jumps out in front of the vehicle, the collision prevention function can be appropriately activated.

[0055] The collision prevention control unit 109 controls the operation of the collision prevention function that avoids a collision with an object existing around the vehicle or reduces damage caused by the collision based on the first condition. Specifically, when the second determination unit 107 determines that the first condition is satisfied, the collision prevention control unit 109 determines whether the collision prevention function needs to be activated with respect to the estimated travel route of the vehicle. Thereafter, the collision prevention control unit 109 executes processing based on the result of whether activation is necessary. In addition, when the second determination unit 107 determines that the first condition is not satisfied, the collision prevention control unit 109 performs control to prohibit the operation of the collision prevention function.

[0056] Furthermore, when the parking support function is in operation, the collision prevention control unit 109 controls the operation of the collision prevention function based on the second condition obtained by relaxing the first condition. Specifically, when the first determination unit 106 determines that the parking support function is in operation and further the third determination unit 108 determines that the second condition is satisfied, the collision prevention control unit 109 determines whether the collision prevention function needs to be activated with respect to the driving route generated by the generation unit 103. Thereafter, the collision prevention control unit 109 executes processing based on the result of whether activation is necessary.

[0057] In addition, when the first determination unit 106 determines that the parking support function is in operation and the third determination unit 108 determines that the second condition is not satisfied, the collision prevention control unit 109 performs control to prohibit the operation of the collision prevention function. As a result, the ECU 10 can execute processing according to the collision risk level even when the parking support of the vehicle is in operation as compared with the conventional case.

[0058] FIG. 3 is a flowchart showing an example of the operation flow of the ECU 10 according to the embodiment. The processing in FIG. 3 is assumed to start after, for example, the ECU 10 detects a parking area where the vehicle can be parked around the vehicle and generates a travel route for the vehicle to travel to the parking area corresponding to the parking support function.

[0059] First, in step S41, the second acquisition unit 105 acquires steering information indicating information related to the steering of the vehicle (step S41).

[0060] In step S42, the first determination unit 106 determines whether the parking support function is in operation (step S42). Here, when the first determination unit 106 determines that the parking support function is in operation (step S42: Yes), the process proceeds to step S44. On the other hand, when the first determination unit 106 determines that the parking support function is stopped (step S42: No), the process returns to step S42.

[0061] In step S43, it is determined whether the first condition is satisfied (step S43). Here, when the second determination unit 107 determines that the first condition is not satisfied (step S43: No), the process proceeds to step S46. On the other hand, when the second determination unit 107 determines that the first condition is satisfied (step S43: Yes), the process proceeds to step S45.

[0062] In step S44, the third determination unit 108 determines whether the second condition is satisfied (step S44). Here, when the third determination unit 108 determines that the second condition is not satisfied (step S44: No), the process proceeds to step S46. On the other hand, when the third determination unit 108 determines that the second condition is satisfied (step S44: Yes), the process proceeds to step S47.

[0063] In step S45, the collision prevention control unit 109 determines whether the collision prevention function needs to be activated with respect to the estimated travel route of the vehicle (step S45). Then, the collision prevention control unit 109 executes processing based on the result of whether activation is necessary. In step S46, the collision prevention control unit 109 performs control to prohibit the activation of the collision prevention function (step S46).

[0064] In step S47, the collision prevention control unit 109 determines whether the collision prevention function needs to be activated with respect to the travel route generated by the generation unit 103 (step S47). Then, the collision prevention control unit 109 executes processing based on the result of whether activation is necessary. In this way, since the collision prevention control unit 109 determines whether the collision prevention function needs to be activated with respect to the travel route generated by the generation unit 103, even if the second condition is satisfied, it is possible to prevent the collision prevention function from being unnecessarily activated for a target outside the travel route where the vehicle does not travel, and it is possible to prevent the driver from feeling uncomfortable. When step S47 ends, the process proceeds to step S41, and the processing of the ECU 10 continues until the ignition of the vehicle is turned off.

[0065] Note that the above-described processing is not limited to starting after the ECU 10 detects a parking area where the vehicle can park around the vehicle and generates a travel route for the vehicle to travel to the parking area corresponding to the parking support function, and is continuously processed when the ignition of the vehicle is on.

[0066] As described above, the vehicle control device according to the present embodiment is a vehicle control device mounted on a vehicle and assisting the driving of the vehicle by a plurality of driving support functions, detecting a parking area where the vehicle can park around the vehicle from a predetermined sensor, controlling the operation of a parking support function for parking the vehicle in the detected parking area, and controlling the operation of a collision prevention function for avoiding a collision with a target existing around the vehicle or reducing damage caused by the collision based on a first condition, and controlling the operation of the collision prevention function based on a second condition in which the first condition is relaxed when the parking support function is operating.

[0067] Accordingly, even when the parking support of the vehicle is in operation, the vehicle control device can execute processing according to the collision risk degree as compared with the conventional case.

[0068] Further, when the second condition is that the steering information indicating information related to the steering of the vehicle is equal to or less than a second predetermined value that is greater than a first predetermined value corresponding to the first condition, the vehicle control device controls the operation of the collision prevention function. Accordingly, the vehicle control device can execute processing according to the collision risk degree as compared with the conventional case by providing a predetermined value corresponding to the steering speed at the time of parking where the steering speed is higher than that during normal driving, even when the parking support of the vehicle is in operation.

[0069] Furthermore, the vehicle control device generates a travel route for the vehicle to travel to the parking area corresponding to the parking support function, and controls the operation of the collision prevention function with respect to the travel route. Accordingly, the vehicle control device can execute processing according to the collision risk degree as compared with the conventional case with respect to the travel route during the operation of the parking support of the vehicle.

[0070] As described above, although one embodiment of the present invention has been described, the present invention can also be implemented in other forms.

[0071] (First Modification Example) In the above-described embodiment, the collision prevention control unit 109 of the ECU 10 has been described in a form in which when the first determination unit 106 determines that the parking support function is in operation and further the third determination unit 108 determines that the second condition is not satisfied, the operation of the collision prevention function is prohibited from being controlled, but the present invention is not limited to this. When the second condition is not satisfied, the collision prevention control unit 109 may prohibit the operation of at least one of the collision warning function, the primary brake function, and the secondary brake function included in the collision prevention function.

[0072] For example, when the first determination unit 106 of the collision prevention control unit 109 of the ECU 10 determines that the parking support function is in operation and the third determination unit 108 further determines that the second condition is not satisfied, control may be performed to prohibit the operation of at least one of the functions included in the collision prevention function, namely, the collision warning function, the primary braking function, and the secondary braking function. As a result, the vehicle control device can execute processing according to the collision risk even when the parking support of the vehicle is in operation, as compared with the conventional case. For example, the collision warning function and the primary braking function may be activated, while the secondary braking function may be prohibited from operating, or the collision warning function may be activated, while the primary braking function and the secondary braking function may be prohibited from operating.

[0073] Although several embodiments of the present invention have been described, these embodiments are presented by way of example and are not intended to limit the scope of the invention. These novel embodiments can be implemented in various other forms, and various omissions, replacements, and changes can be made without departing from the gist of the invention. These embodiments and their modifications are included in the scope and gist of the invention, and are also included in the invention described in the claims and the equivalent scope thereof.

[0074] In addition, the program executed by the ECU 10 of the present embodiment can be provided by being recorded on a recording medium readable by a computer device such as a CD (Compact Disc)-ROM (Read Only Memory), a flexible disk (FD), a CD-R (Recordable), a DVD (Digital Versatile Disk), etc. in an installable format or an executable format file. Further, the program may be provided or distributed via a network such as the Internet.

Explanation of Reference Numerals

[0075] 10... ECU, 11... First ECU, 12... Second ECU, 21... Front camera, 22... First side camera, 23... Second side camera, 24... Rear camera, 25…In-vehicle monitor, 31…Camera, 32…Vehicle speed sensor, 33…Steering angle sensor, 34…Yaw rate sensor, 35…Brake actuator, 36…Alarm, 100…Vehicle control system, 101…First acquisition unit, 102…Detection unit, 103…Generation unit, 104…Parking support control unit, 105…Second acquisition unit, 106…First determination unit, 107…Second determination unit, 108…Third determination unit, 109…Collision prevention control unit

Claims

1. A vehicle control device mounted on a vehicle and assisting the operation of the vehicle by a plurality of driving assistance functions, comprising: a detection unit that detects a parking area where the vehicle can be parked around the vehicle from a predetermined sensor; a parking assistance control unit that controls the operation of a parking assistance function for parking the vehicle in the detected parking area; a collision prevention control unit that controls the operation of a collision prevention function for avoiding a collision with an object existing around the vehicle or reducing damage caused by the collision based on a first condition; and when the parking assistance function is operating, the collision prevention control unit controls the operation of the collision prevention function based on a second condition obtained by relaxing the first condition. Vehicle control device.

2. The collision prevention control unit: when the second condition is that steering information indicating information related to the steering of the vehicle is equal to or less than a second predetermined value greater than a first predetermined value corresponding to the first condition, controls the operation of the collision prevention function. The vehicle control device according to claim 1.

3. further comprising a generation unit that generates a travel route for the vehicle to travel in the parking area corresponding to the parking assistance function, wherein the collision prevention control unit controls the operation of the collision prevention function with respect to the travel route. The vehicle control device according to claim 1 or 2.

4. The collision prevention control unit: when the second condition is not satisfied, prohibits the operation of at least one of a collision warning function, a primary braking function, and a secondary braking function included in the collision prevention function. The vehicle control device according to claim 2.

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