Vehicle control device

Abstract

To provide a vehicle control device capable of reducing a contact risk between an own vehicle and a first object in a scene in which the own vehicle moves in front of a second object under a situation where the first object exists in front of the own vehicle and the second object exists in an oblique rear of the own vehicle.SOLUTION: A processor of a vehicle control device 1 restricts an override function when a first condition is established to determine that there is a high risk of contact between a first object and an own vehicle, and a second condition is established to determine that the drive operation is performed so that the own vehicle moves to a traveling lane L2 side, and also, a third condition is established to determine that there is a high risk of contact between a second object and the own vehicle, in the case that the second object exists within a predetermined range of an oblique rear of the own vehicle in the traveling lane L2 adjacent to a traveling lane L1.SELECTED DRAWING: Figure 4

Description

Technical Field

[0001] The present invention relates to a vehicle control device having a function of automatically controlling a predetermined device of a host vehicle so that the contact risk between the host vehicle and an object located around it is reduced.

Background Art

[0002] A vehicle control device having a function (risk reduction function) of automatically controlling a predetermined device of a host vehicle so that the contact risk between the host vehicle and an object located around it is reduced has been proposed (see, for example, Patent Document 1 below). The vehicle control device of Patent Document 1 (hereinafter referred to as "conventional device") has, as a risk reduction function, a function of controlling a braking device so that the host vehicle is decelerated when a predetermined condition regarding the approach state between the host vehicle and an object located immediately in front of it is satisfied (automatic braking function). Further, the conventional device has a function (override function) of restricting the risk reduction function when the driver of the host vehicle is performing a predetermined driving operation. For example, when the driver is operating the steering wheel, the conventional device does not execute automatic braking.

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

[0004] Incidentally, the host vehicle may approach a preceding vehicle traveling immediately in front of the host vehicle in the first driving lane in which the host vehicle is traveling, and another vehicle traveling in a section diagonally behind the host vehicle in the second driving lane adjacent to the first driving lane may approach the side of the host vehicle. In this situation, a scene is assumed in which the driver of the host vehicle steers the host vehicle to move toward the second driving lane in order to avoid the preceding vehicle. In this scene, although there is a vehicle approaching the host vehicle from diagonally behind the host vehicle in the second driving lane, when the driver forcibly moves the host vehicle into the second driving lane, the driver's attention to the other vehicle may decrease compared to the driver's attention to the preceding vehicle. Therefore, in order to reduce the contact risk between the host vehicle and the preceding vehicle, it is preferable that the risk reduction function is not restricted. However, in this case, since the driver is operating the steering wheel, the risk reduction function is restricted by the override function. That is, automatic braking is not executed.

[0005] One of the objects of the present invention is to provide a vehicle control device capable of reducing the contact risk between a host vehicle and a first object in a scene where the host vehicle moves in front of the second object in a situation where a first object exists in front of the host vehicle and a second object exists diagonally behind the host vehicle.

[0006] In order to solve the above problems, a vehicle control device (1) of the present invention includes an in-vehicle sensor (20) for acquiring information about the host vehicle (V), information about the driver of the host vehicle, and information about objects (V1, V2) located around the host vehicle, and based on the information acquired from the in-vehicle sensor, a risk reduction process (P1, P2) for controlling the host vehicle so that the contact risk between the first object (V1) located in front of the host vehicle in the first driving lane (L1) in which the host vehicle is traveling and the host vehicle is reduced. A risk reduction function for executing the process, and an override function for executing an override process (OR1, OR2) for restricting the risk reduction function when a predetermined driving operation is being performed by the driver of the host vehicle. And a processor (10) having the function. When a second object (V2) exists within a predetermined range diagonally behind the host vehicle in a second driving lane (L2) adjacent to the first driving lane, if a first condition (A) for determining that the contact risk between the first object and the host vehicle is high is satisfied, and a second condition (B) for determining that the host vehicle is being driven to move toward the second driving lane side is satisfied, and a third condition (C) for determining that the contact risk between the second object and the host vehicle is high is satisfied, the override function is restricted.

[0007] According to the vehicle control device of the present invention, the host vehicle is automatically controlled so that the contact risk between the first object located immediately in front of the host vehicle and the host vehicle is reduced (risk reduction function). When the driver intentionally performs a driving operation, the risk reduction function is restricted by the override function. Thereby, the execution of automatic control that the driver feels is unnecessary is suppressed. However, when a driving operation (forced lane change) is performed such that the host vehicle moves toward the second driving lane side (in front of the second object) despite the presence of a second object diagonally behind the host vehicle in the second driving lane (when the first to third conditions are satisfied), the risk reduction function is not restricted. Therefore, the host vehicle is controlled so that the contact risk between the first object and the host vehicle is reduced. Thereby, the safety of the host vehicle is improved.

[0008] In the vehicle control device according to an aspect of the present invention, the first condition includes a condition regarding the distance (D1) and relative speed (vr1) between the host vehicle and the first object, the second condition includes a condition regarding the steering angle of the host vehicle, and the third condition includes a condition regarding the distance (D2) and relative speed (vs2) between the host vehicle and the second object.

[0009] According to this, based on the information acquired using well-known sensors such as a camera and a radar, the processor can relatively easily determine whether the first to third conditions are satisfied.

[0010] In a vehicle control device according to another aspect of the present invention, the risk reduction process includes a first risk reduction process (P1) and a second risk reduction process (P2) that respectively control a first device and a second device mounted on the host vehicle. The override process includes a first override process (OR1) and a second override process (OR2) that respectively limit the execution of the first risk reduction process and the second risk reduction process. The processor determines whether a part of the host vehicle has entered the second driving lane, and restricts the execution of one or both of the first override process and the second override process according to the determination result.

[0011] According to this, part or all of the override function can be restricted according to the lateral position of the host vehicle.

[0012] In a vehicle control device according to another aspect of the present invention, the first risk reduction process is a process of controlling a notification device (30) as the first device so that a predetermined warning is issued to the driver of the host vehicle. The second risk reduction process is a process of controlling a braking device (40) as the second device so that the host vehicle is braked. When a part of the host vehicle has entered the second driving lane, the processor restricts the first override process. When the host vehicle has not entered the second driving lane, the processor restricts the first override process and the second override process.

[0013] If a part of the host vehicle enters the second driving lane and the host vehicle is automatically braked, the risk of contact between the host vehicle and the first object is reduced, but the risk of contact between the host vehicle and the second object may increase. According to the vehicle control device according to this aspect, when a part of the host vehicle enters the second driving lane by a manual driving operation, the execution of the warning is not restricted, but the execution of the automatic braking is restricted. By executing the warning, the risk of contact between the host vehicle and the first object is reduced, and by restricting the execution of the automatic braking, an increase in the risk of contact between the host vehicle and the second object is suppressed. On the other hand, even if the automatic braking is executed when the entire host vehicle is located within the first driving lane, the risk of contact between the host vehicle and the second object does not increase so much. According to the vehicle control device according to this aspect, when the entire host vehicle is located within the first driving lane, even if the driver is performing a predetermined driving operation, the execution of the warning and the automatic braking is not restricted. Therefore, the risk of contact between the host vehicle and the first object is reduced.

[0014] In the vehicle control device according to another aspect of the present invention, the in-vehicle sensor includes a sensor (25) for acquiring information regarding the direction of the line of sight of the driver of the host vehicle, and the processor determines that the first to third conditions are satisfied and a fourth condition for determining that the line of sight of the driver of the host vehicle is directed to the second driving lane is satisfied. When this is the case, the override function is restricted.

[0015] According to this, when the driver's attention to the first object is reduced, the risk reduction function reduces the risk of contact between the host vehicle and the first object.

Brief Description of the Drawings

[0016]

Figure 1

Figure 2

Figure 3

Figure 4

DETAILED DESCRIPTION OF THE INVENTION

[0017] (Schematic) As shown in FIG. 1, a vehicle control device 1 according to an embodiment of the present invention is applied to a vehicle V (hereinafter referred to as "own vehicle") having an automatic driving function. The vehicle control device 1 has a risk reduction function that executes a risk reduction process for controlling the own vehicle (notification device 30 and braking device 40) so as to reduce the contact risk between the own vehicle and an object located around it in a state where the automatic driving function is invalidated.

[0018] (Specific Configuration) As shown in FIG. 1, the vehicle control device 1 includes an ECU 10, an in-vehicle sensor 20, a notification device 30, and a braking device 40.

[0019] The ECU 10 includes a microcomputer including a CPU 10a, a ROM 10b (rewritable non-volatile memory), a RAM 10c, a timer 10d, and the like. The CPU realizes various functions by executing a program (instruction) stored in the ROM. The ECU 10 is connected to other ECUs via a CAN (Controller Area Network).

[0020] The in-vehicle sensor 20 includes an object detection sensor DS for detecting an object located in front of and obliquely behind the own vehicle. The object detection sensor DS includes a camera 21 and a millimeter wave radar 22.

[0021] Camera 21 includes a plurality of imaging devices. Each imaging device incorporates, for example, a CCD. For example, imaging devices are respectively installed at the front and rear of the host vehicle, and these imaging devices are directed forward and rearward of the host vehicle. Each imaging device captures the front and rear regions (diagonal rear region) of the host vehicle at a predetermined frame rate to acquire image data. Camera 21 further includes an image analysis device. The image analysis device acquires image data from each imaging device, analyzes the image data, and recognizes (identifies) a target present within the angle of view. The image analysis device recognizes, for example, lane marks (lane dividing lines of the driving lane). Further, the image analysis device recognizes, for example, a preceding vehicle V1 located within the section immediately in front of the host vehicle. Also, the image analysis device recognizes, for example, another vehicle V2 located within the diagonal rear section of the driving lane L2 adjacent to the driving lane L1 on which the host vehicle is traveling. The image analysis device provides the recognition result (target identification result) to ECU10.

[0022] The millimeter-wave radar 22 includes a plurality of transceiver units. For example, transceiver units are respectively installed at the front and rear of the host vehicle. Each transceiver unit radiates millimeter-wave band radio waves (hereinafter referred to as "millimeter waves") forward and rearward (right diagonal rearward and left diagonal rearward) of the host vehicle, and receives the millimeter waves (reflected waves) reflected by solid objects (e.g., the preceding vehicle V1 and another vehicle V2) located within the region. The millimeter-wave radar 22 further includes a signal processing unit. The signal processing unit acquires various information regarding each reflection point of the millimeter wave based on physical quantities such as the time from when each transceiver unit radiates the millimeter wave until it receives the reflected wave, the attenuation level of the reflected wave, and the difference between the frequency of the radiated millimeter wave and the frequency of the received reflected wave. For example, the signal processing unit calculates the position of each reflection point (relative position (direction and distance) with respect to the transceiver unit). Also, the signal processing unit calculates the speed of each reflection point with respect to the host vehicle (rate of change of the distance between the host vehicle and the reflection point). Then, the calculation result (data indicating the distribution of reflection points (data including the position and speed related to each reflection point)) is provided to ECU10.

[0023] Based on the fusion information integrating the information obtained from the camera 21 and the information obtained from the millimeter-wave radar 22, the ECU 10 can acquire information regarding an object existing within the field of view (detectable region) of the object detection sensor DS (information such as the position of the object with respect to the host vehicle (direction and distance), the speed of the object with respect to the host vehicle (relative speed), etc.).

[0024] The in-vehicle sensor 20 further includes a vehicle speed sensor 23. The vehicle speed sensor 23 acquires the speed vs of the host vehicle (forward speed (absolute value) with respect to the driving lane L1) based on the number of rotations of the wheels per unit time. Then, the vehicle speed sensor 23 provides the acquired speed vs to the ECU 10. The ECU 10 can acquire the speed of the object (speed with respect to the road surface) based on the information (relative speed (rate of change of the distance between the host vehicle and the object)) acquired from the object detection sensor DS and the information (speed vs) acquired from the vehicle speed sensor 23. For example, the ECU 10 can acquire the speed vs1 of the preceding vehicle V1 and the speed vs2 of the other vehicle V2.

[0025] The in-vehicle sensor 20 further includes a steering sensor 24. The steering sensor 24 detects the rotation angle θ (rotation angle position) from the neutral position of the steering wheel. When the steering wheel is in the neutral position, the rotation angle θ is "0°". When the steering wheel is rotated clockwise, the rotation angle θ increases. On the other hand, when the steering wheel is rotated counterclockwise, the rotation angle θ decreases. The steering sensor 24 provides the rotation angle θ to the ECU 10.

[0026] The in-vehicle sensor 20 further includes a driver sensor 25. The driver sensor 25 includes an in-vehicle camera. The in-vehicle camera includes an imaging device and an image analysis device similar to the camera 21. The imaging device is installed on the dashboard of the host vehicle. The imaging device captures the face of the driver of the host vehicle at a predetermined frame rate to acquire image data. The image analysis device analyzes the image data acquired from the imaging device and, based on the image, calculates the direction of the driver's line of sight and provides the calculation result to the ECU 10.

[0027] The notification device 30 includes an image display device and an audio device. The image display device is arranged, for example, on an instrument panel (near the speed display device). The image display device displays an image according to a command acquired from the ECU 10. The audio device reproduces sound according to a command acquired from the ECU 10.

[0028] The braking device 40 applies a braking force to the wheels. The braking device 40 includes a brake ECU, a hydraulic circuit, and a brake caliper. The hydraulic circuit includes a reservoir (not shown), an oil pump, various valve devices, a hydraulic sensor, etc. The brake caliper is a hydraulic actuator having a cylinder and a piston. When oil is supplied to the cylinder and the hydraulic pressure in the cylinder is increased, the piston is pushed out of the cylinder. A brake pad is provided at the tip of the piston, and this brake pad is pressed against the brake disc. The brake ECU acquires a target value of the braking force from the ECU 10. The brake ECU controls the hydraulic circuit so that the braking force applied to the wheels matches the target value.

[0029] (Risk reduction function) In the present embodiment, when the following condition A (the first condition of the present invention) is satisfied, it is regarded that the contact risk between the host vehicle and the preceding vehicle V1 is high. [Condition A] The predicted time TTC1 until the host vehicle contacts the preceding vehicle V1 is equal to or less than the threshold value TTC1th. ECU 10 obtains the predicted time TTC1 as described below. When the ignition switch is in the on state, ECU 10 acquires various information from in-vehicle sensor 20 at a predetermined cycle, and based on this information, obtains the predicted time TTC1 until the host vehicle contacts the preceding vehicle V1. Specifically, ECU 10 determines whether a preceding vehicle V1 exists in front of the host vehicle based on the information acquired from camera 21 and millimeter-wave radar 22. When ECU 10 determines that a preceding vehicle V1 exists in front of the host vehicle, it acquires the distance D1 between the host vehicle and the preceding vehicle V1 and the relative speed vr1 (= vs - vs1) based on the information acquired from camera 21 and millimeter-wave radar 22. Then, ECU 10 acquires the value obtained by dividing the distance D1 by the relative speed vr1 as the predicted time TTC1 (= D1 / vr1). When the time TTC1 is equal to or less than the threshold value TTC1th, ECU 10 executes the following warning process P1 and automatic braking process P2 as risk reduction processes to reduce the risk of contact between the host vehicle and the preceding vehicle V1.

[0030] (Warning process P1) In order to prompt the driver to start an avoidance action to avoid contact between the host vehicle and the preceding vehicle V1, ECU 10 transmits a predetermined warning command to notification device 30. The image display device of notification device 30 displays an image (icon) corresponding to the warning command. Also, the acoustic device of notification device 30 reproduces a sound (beep sound) corresponding to the warning command.

[0031] (Automatic braking process P2) ECU 10 determines the target value F of the braking force based on the time TTC1. Here, a map M1 defining the relationship between the time TTC1 and the target value F of the braking force is stored in ROM 10b. ECU 10 refers to map M1 to determine the target value F. Note that map M1 is designed such that the target value Fa of the braking force corresponding to the time TTC1a is greater than the target value Fb corresponding to the time TTC1b that is greater than the time TTC1a. ECU 10 transmits the determined target value F as a braking command to the brake ECU.

[0032] (Override Process OR) In principle, when the time to collision TTC1 is equal to or less than the threshold TTC1th as described above, the ECU 10 executes the warning process P1 and the automatic braking process P2. However, when the driver is intentionally performing a driving operation, it is preferable to prioritize the driving operation (the driver's intention) of the driver and have the host vehicle operate according to the driving operation. That is, in this case, it is preferable that the risk reduction function is restricted. Therefore, when the driver is intentionally performing a driving operation, the execution of the warning process P1 and / or the automatic braking process P2 by the ECU 10 is prohibited (restricted). This process is referred to as the "override process OR". In the present embodiment, when the following condition B (the second condition of the present invention) is satisfied, it is considered that the driver is intentionally performing a driving operation. [Condition B] The absolute value of the rotation angle θ to the driving lane L2 side exceeds the threshold value θth. The ECU 10 sequentially acquires the rotation angle θ from the steering sensor 24. When the absolute value of the rotation angle θ exceeds the threshold value θth, the ECU 10 executes a first override process OR1 that prohibits the execution of the warning process P1 and a second override process OR2 that prohibits the execution of the automatic braking process P2. When the rotation angle θ exceeds the threshold value θth while the warning process P1 and the automatic braking process P2 are being executed, the ECU 10 interrupts the warning process P1 and the automatic braking process P2. The process of interrupting the warning process P1 is included in the first override process OR1, and the process of interrupting the automatic braking process P2 is included in the second override process OR2.

[0033] Incidentally, as shown in FIGS. 2 and 3, the host vehicle is approaching the preceding vehicle V1 traveling immediately in front of the host vehicle in the travel lane L1, and another vehicle V2 traveling in the diagonal rear section of the host vehicle in the travel lane L2 may approach the side of the host vehicle. In this situation, a scene is assumed in which the driver of the host vehicle steers the host vehicle to move toward the travel lane L2 in order to avoid the preceding vehicle V1 (a scene in which a lane change is executed). Thus, even though the other vehicle V2 approaching the host vehicle from the diagonal rear of the host vehicle exists in the travel lane L2, when the driver forcibly moves the host vehicle into the travel lane L2, the driver's attention to the preceding vehicle V1 may decrease compared to the driver's attention to the other vehicle V2. In this case, the risk of contact between the host vehicle and the preceding vehicle V1 may increase. Therefore, in this case, it is preferable that the override process OR is not executed. That is, even when it is determined that the driver is intentionally performing a driving operation (when condition B is satisfied), it is preferable that the risk reduction function is not restricted.

[0034] Therefore, when conditions A and B are satisfied, the ECU 10 determines whether a predetermined condition described below is satisfied, and determines whether to permit the execution of the first override process and / or the second override process according to the result.

[0035] First, the ECU 10 determines whether a condition C (the third condition of the present invention) regarding the risk of contact between the host vehicle and the other vehicle V2 is satisfied. [Condition C] The predicted time to collision TTC2 until the host vehicle and the other vehicle V2 come into contact is equal to or less than a threshold value TTC2th. Note that the ECU 10 acquires, as the predicted time to collision TTC2, a value obtained by dividing the distance D2 between the host vehicle and the other vehicle V2 by the relative speed vr2.

[0036] Here, when the host vehicle is automatically braked while a part of the host vehicle has entered the driving lane L2, there is a risk that the contact risk between the host vehicle and the other vehicle V2 increases. Therefore, when the ECU10 determines that the conditions A to C are satisfied, it determines whether the following condition X regarding the lateral position (position in the width direction of the road) of the host vehicle is satisfied. [Condition X] A part of the host vehicle has entered the driving lane L2.

[0037] In the first situation (see FIG. 2) where the conditions A to C are satisfied and the condition X is not satisfied, the execution of the first override process and the second override process is prohibited. That is, in the first situation, the ECU10 executes the warning process P1 and the automatic braking process P2 even though the rotation angle θ exceeds the threshold value θth (the second condition is satisfied).

[0038] On the other hand, in the second situation (see FIG. 3) where the conditions A to C are satisfied and the condition X is satisfied, the execution of the first override process is permitted and the execution of the second override process is prohibited. That is, in the second situation, the ECU10 executes the warning process P1 even though the rotation angle θ exceeds the threshold value θth. On the other hand, in the second situation, the ECU10 does not execute the automatic braking process P2.

[0039] As described above, when the warning process P1 is executed in the second situation and the warning process P1 is continued after the driver's attention to the preceding vehicle V1 is increased, the driver may feel the warning is bothersome (there is a risk that the driver's discomfort increases). Therefore, the ECU10 sequentially determines whether the following condition Y regarding the driver's line of sight is satisfied within the period during which the warning process P1 is being executed from the time when the warning process P1 is started in the second situation. [Condition Y] The driver's line of sight is directed at the preceding vehicle V1. Note that the ECU 10 acquires the direction α of the preceding vehicle V1 with respect to the traveling direction of the host vehicle based on the information acquired from the object detection sensor DS, and further acquires the direction β of the driver's line of sight with respect to the traveling direction of the host vehicle from the driver sensor 25. When the difference (the angle between the two) between the direction α and the direction β is equal to or less than the threshold value, the ECU 10 determines that the driver's line of sight is directed toward the preceding vehicle V1 (condition Y is satisfied). When condition Y is satisfied, the execution of the first override process is permitted. That is, in this case, the ECU 10 interrupts the execution of the warning process P1.

[0040] Next, referring to FIG. 4, a program PR1 executed by the CPU 10a (hereinafter simply referred to as the "CPU") of the ECU 10 to realize the above-described risk reduction function will be described.

[0041] When the ignition switch is in the ON state, the CPU starts executing the program PR1 at a predetermined cycle. The CPU starts executing the program PR1 from step 100 and proceeds to step 101.

[0042] At step 101, the CPU determines whether condition A (TTC1 ≤ TTC1th) is satisfied. If the CPU determines that condition A is satisfied (101: Yes), it proceeds to step 102. On the other hand, if the CPU determines that condition A is not satisfied (101: No), it proceeds to step 115 described later and ends the execution of the program PR1 at that step 115.

[0043] At step 102, the CPU determines whether condition B (|θ| > θth) is satisfied. If the CPU determines that condition B is satisfied (102: Yes), it proceeds to step 103. On the other hand, if the CPU determines that condition B is not satisfied (102: No), it proceeds to step 113 described later.

[0044] The CPU determines whether condition C (TTC2 ≤ TTC2th) is satisfied in step 103. If the CPU determines that condition C is satisfied (103: Yes), it proceeds to step 104. On the other hand, if the CPU does not determine that condition C is satisfied (103: No), it proceeds to step 112 described later.

[0045] The CPU determines whether condition X is satisfied in step 104. If the CPU does not determine that condition X is satisfied (104: No), it proceeds to step 105. On the other hand, if the CPU determines that condition X is satisfied (104: Yes), it proceeds to step 108 described later.

[0046] The situation where the CPU proceeds from step 104 to step 105 corresponds to the first situation described above. In this case, in step 105, the execution of the first override process OR1 and the second override process OR2 is prohibited for the CPU. The CPU proceeds to step 106 in the state set as described above.

[0047] The CPU executes the alarm process P1 in step 106. Then, the CPU proceeds to step 107.

[0048] The CPU executes the automatic braking process P2 in step 107. Then, the CPU proceeds to step 115, and in this step 115, it ends the execution of the program PR1.

[0049] The situation where the CPU proceeds from step 104 to step 108 corresponds to the second situation described above. In this case, in step 108, the execution of the first override process OR1 is prohibited and the execution of the second override process OR2 is permitted for the CPU. The CPU proceeds to step 109 in the state set as described above.

[0050] The CPU executes the alarm process P1 in step 109. In this case, the CPU executes the second override process OR2. That is, it does not execute the automatic braking process P2. Then, the CPU proceeds to step 110.

[0051] In step 110, the CPU determines whether condition Y is satisfied. If the CPU determines that condition Y is satisfied (110: Yes), it proceeds to step 111. On the other hand, if the CPU does not determine that condition Y is satisfied (110: No), it proceeds to step 115 and ends the execution of program PR1 at this step 115.

[0052] When the CPU proceeds to step 111, the execution of the first override process OR1 is permitted. Therefore, if an alarm is being executed by the alarm device 30 when the CPU executes step 111, the CPU terminates (interrupts) the alarm. Then, the CPU proceeds to step 115 and ends the execution of program PR1 at this step 115.

[0053] The situation (TTC2 > TTC2th) where the CPU proceeds from step 103 to step 112 is a situation where a lane change to the driving lane L2 can be executed with relatively sufficient margin. In this case, in step 112, the execution of the first override process OR1 and the second override process OR2 is permitted for the CPU. That is, the CPU proceeds to step 115 without executing the alarm process P1 and the automatic braking process P2, and ends the execution of program PR1 at this step 115.

[0054] Also, if the CPU does not determine that condition B is satisfied in step 102 (102: No), it executes the alarm process P1 in step 113, then executes the automatic braking process P2 in step 114. Then, the CPU proceeds to step 115 and ends the execution of program PR1 at this step 115.

[0055] (Effect) According to the vehicle control device 1, the warning process P1 and the automatic braking process P2 are executed so as to reduce the contact risk between the preceding vehicle V1 located immediately in front of the host vehicle and the host vehicle (risk reduction function). When the driver is intentionally performing a driving operation, the risk reduction function is restricted by the override function. Thereby, the execution of automatic control that the driver feels unnecessary is suppressed. However, even though there is another vehicle V2 diagonally behind the host vehicle in the driving lane L2, when a driving operation (forced lane change) is executed such that the host vehicle moves toward the driving lane L2 side (in front of the other vehicle V2), the risk reduction function is not restricted. That is, the host vehicle is controlled so as to reduce the contact risk between the preceding vehicle V1 and the host vehicle. Thereby, the safety of the host vehicle is improved.

[0056] The present invention is not limited to the above-described embodiment, and as described below, various modifications can be adopted within the scope of the present invention.

[0057] <Modification 1> In the above-described embodiment, the ECU 10 restricts the override function when conditions A to C are satisfied (step 105 or step 108). Instead, the ECU 10 may be configured to restrict the override function when conditions A to C are satisfied and the following condition D (the fourth condition of the present invention) is satisfied. [Condition D] The driver's line of sight is directed toward the driving lane L2 (or the side mirror on the driving lane L2 side). Specifically, in step 103 of the program PR1, when condition C is satisfied (103: Yes), the CPU proceeds to step S (not shown) for determining whether condition D is satisfied. When the CPU determines that condition D is satisfied (S: Yes), the CPU proceeds to step 104. On the other hand, when the CPU does not determine that condition D is satisfied (S: No), the CPU proceeds to step 112.

[0058] ​<Modification Example 2> In the above embodiment, the ECU 10 determines that condition B is satisfied when the absolute value of the rotation angle θ exceeds the threshold value θth. Alternatively, the ECU 10 may determine that condition B is satisfied when the absolute value of the rotation angle θ exceeds the threshold value θth and the direction indicator on the side of the travel lane L2 of the host vehicle is operating.

Description of Reference Numerals

[0059] 1... Vehicle control device, 10... ECU, 20... In-vehicle sensor, 30... Notification device, 40... Braking device

Claims

1. An in-vehicle sensor for acquiring information about the vehicle itself, information about the driver of the vehicle itself, and information about an object located around the vehicle itself, a processor having a risk reduction function that executes a risk reduction process for controlling the vehicle so that the contact risk between a first object located in front of the vehicle in a first travel lane in which the vehicle is traveling and the vehicle is reduced based on the information acquired from the in-vehicle sensor, and further having an override function that executes an override process for restricting the risk reduction function when a predetermined driving operation is being executed by the driver of the vehicle itself, A vehicle control device comprising: When a second object exists within a predetermined range diagonally behind the vehicle in a second travel lane adjacent to the first travel lane, the processor determines that a first condition for determining that the contact risk between the first object and the vehicle is high is satisfied, and determines that a second condition for determining that the vehicle is being driven to move toward the second travel lane side is satisfied, and when a third condition for determining that the contact risk between the second object and the vehicle is high is satisfied, A vehicle control device configured to restrict the override function.

2. In the vehicle control device according to claim 1, the first condition includes conditions related to the distance and relative speed between the vehicle itself and the first object, the second condition includes conditions related to the steering angle of the vehicle itself, the third condition includes conditions related to the distance and relative speed between the vehicle itself and the second object, A vehicle control device.

3. In the vehicle control device according to claim 1 or claim 2, the risk reduction process includes a first risk reduction process and a second risk reduction process for respectively controlling a first device and a second device mounted on the vehicle itself, the override process includes a first override process and a second override process for respectively restricting the execution of the first risk reduction process and the second risk reduction process, The processor is configured to determine whether a part of the vehicle itself has entered the second travel lane, and in accordance with the determination result, restrict the execution of either one or both of the first override process and the second override process.

4. In the vehicle control device according to claim 3, The first risk reduction process is a process of controlling the notification device as the first device so that a predetermined warning is issued to the driver of the host vehicle. The second risk reduction process is a process of controlling the braking device as the second device so that the host vehicle is braked. The processor is configured to limit the first override process when a part of the host vehicle has entered the second driving lane, and to limit the first override measure and the second override process when the host vehicle has not entered the second driving lane. A vehicle control device.

5. In the vehicle control device according to claim 1, The in-vehicle sensor includes a sensor for acquiring information regarding the direction of the line of sight of the driver of the host vehicle. The processor is configured to limit the override function when the first to third conditions are satisfied and a fourth condition for determining that the line of sight of the driver of the host vehicle is directed to the second driving lane is satisfied. A vehicle control device.

Images