Vehicle control device, vehicle control method, and vehicle control program

Abstract

To reduce a possibility that a vehicle collides with an object located ahead in a traveling direction of the vehicle.SOLUTION: A vehicle control device for controlling a speed of a vehicle 100 during traveling, includes: a deceleration unit 332 for executing deceleration control to decelerate the vehicle when a predetermined deceleration condition is satisfied; a speed control unit 335 for executing speed control of the vehicle according to operation of an accelerator pedal by releasing the deceleration control when predetermined operation of the accelerator pedal is detected during execution of the deceleration control; and a determination unit 334 for determining a possibility that the vehicle and an object collide with each other when the object is detected ahead of the vehicle. When it is determined that a collision possibility between the vehicle and the object is high, the speed control unit executes the speed control of the vehicle so that acceleration of the vehicle with respect to a depression amount of the accelerator pedal is reduced as compared to when it is determined that the collision possibility is low.SELECTED DRAWING: Figure 10

Description

[Technical Field]

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

[0002] A driving assistance device is known that performs collision avoidance control, such as applying braking force to the vehicle, to avoid a collision between the vehicle and the object when an object is present ahead of the vehicle in the direction of travel and there is a possibility of the object colliding with the vehicle (see, for example, Patent Document 1). [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Japanese Patent Application Publication No. 2018-012360 Summary of the Invention [Problem to be solved by the invention]

[0004] In the driving assistance device described in Patent Document 1, when an object is present ahead of the vehicle in the traveling direction, collision avoidance control such as application of braking force may be executed even if the driver recognizes the object and is traveling at a safe speed for the driver. Therefore, in such a case, when the driver determines that collision avoidance control is unnecessary, it is conceivable to stop the collision avoidance control by performing a predetermined operation on the accelerator pedal.

[0005] However, when the driver operates the accelerator pedal to stop the collision avoidance control, the driver may accidentally depress the accelerator pedal more than necessary. If the driver depresses the accelerator pedal more than necessary, the vehicle may accelerate at a rate that exceeds the driver's intention, and may collide with an object in front of the vehicle.

[0006] In view of the above problems, an object of the present disclosure is to reduce the possibility of a vehicle colliding with an object located ahead of the vehicle when the driver presses the accelerator pedal more than necessary. [Means for solving the problem]

[0007] The gist of the present disclosure is as follows.

[0008] (1) A vehicle control device that controls the speed of a moving vehicle, a deceleration unit that executes deceleration control to decelerate the vehicle when a predetermined deceleration condition is met; a speed control unit that, when a predetermined operation of an accelerator pedal is detected during execution of the deceleration control, cancels the deceleration control and controls the speed of the vehicle in accordance with the operation of the accelerator pedal; a determination unit that determines, when an object is detected ahead of the vehicle, a possibility of a collision between the vehicle and the object; Equipped with The vehicle control device is configured such that, when it is determined that there is a high possibility of a collision between the vehicle and the object, the speed control unit controls the speed of the vehicle so that the acceleration of the vehicle relative to the amount of depression of the accelerator pedal is lower than when it is determined that the possibility of a collision is low. (2) The vehicle control device described in (1) above, wherein the determination unit determines the possibility of a collision between the vehicle and the object based on the possible distance between the vehicle and the object when the vehicle passes beside the object within a drivable range on a road. (3) The vehicle control device according to (2) above, wherein the driving range is within a range in the width direction of the lane on which the vehicle is traveling. (4) The vehicle control device according to (2) above, wherein the driving range is a range in the width direction of a road on which the vehicle is traveling. (5) A vehicle control device described in any one of (2) to (4) above, wherein the speed control unit controls the speed of the vehicle so that the acceleration of the vehicle relative to the amount of depression of the accelerator pedal becomes lower as the possible distance between the vehicle and the object becomes shorter when the vehicle passes next to the object within a drivable range on a road. (6) A vehicle control device described in any one of (2) to (5) above, wherein the determination unit determines the possibility of a collision between the vehicle and the object based on the type or situation of the object in addition to the possible distance between the vehicle and the object when the vehicle passes beside the object within a drivable range on a road. (7) The vehicle control device according to any one of (1) to (6), wherein the determination unit determines the possibility of a collision between the vehicle and the object based on whether or not a driver of the vehicle recognizes the object. (8) A vehicle control device described in any one of (2) to (6) above, wherein the judgment unit judges the possibility of a collision between the vehicle and the object based on whether or not the driver of the vehicle recognizes the object, and when the driver of the vehicle does not recognize the object, judges that there is a high possibility of a collision between the vehicle and the object regardless of the possible distance between the vehicle and the object when the vehicle passes by the side of the object within a drivable range on the road. (9) A vehicle control device described in any one of (1) to (8) above, wherein the speed control unit controls the speed of the vehicle so that, when it is determined that the possibility of a collision between the vehicle and the object is low, the vehicle accelerates at a normal acceleration corresponding to the amount of depression of the accelerator pedal, and, when it is determined that the possibility of a collision between the vehicle and the object is high, the vehicle accelerates at an acceleration lower than the normal acceleration corresponding to the amount of depression of the accelerator pedal. (10) The vehicle control device described in (9) above further comprises a notification unit that notifies the driver when the vehicle is accelerated at an acceleration lower than the normal acceleration corresponding to the amount of depression of the accelerator pedal. (11) A vehicle control device described in any one of (1) to (10) above, wherein when it is determined that there is a high possibility of a collision between the vehicle and the object, the speed control unit controls the speed of the vehicle so that the acceleration of the vehicle becomes constant regardless of the amount of depression of the accelerator pedal if the amount of depression of the accelerator pedal is equal to or greater than a certain amount. (12) A vehicle control device described in any one of (1) to (11) above, wherein the predetermined operation of the accelerator pedal to release the deceleration control is the accelerator pedal being depressed by more than a predetermined amount after the deceleration control has started to be executed, or the accelerator pedal being depressed at a depression speed equal to or greater than a predetermined speed. (13) A vehicle control device described in any one of (1) to (12) above, wherein the speed control unit controls the speed of the vehicle so that the acceleration of the vehicle is the same relative to the amount of depression of the accelerator pedal, regardless of the possibility of a collision between the vehicle and the object, when normal control is being performed not after the deceleration control has been released. (14) A vehicle control method for controlling the speed of a traveling vehicle, comprising: executing deceleration control to decelerate the vehicle when a predetermined deceleration condition is met; When a predetermined operation of an accelerator pedal is detected during execution of the deceleration control, the deceleration control is cancelled and a speed control of the vehicle is performed in accordance with the operation of the accelerator pedal. determining a possibility of a collision between the vehicle and the object when an object is detected in front of the vehicle; Including, A vehicle control method in which, when it is determined that there is a high possibility of a collision between the vehicle and the object, the speed control of the vehicle is performed so that the acceleration of the vehicle relative to the amount of depression of the accelerator pedal is lower than when it is determined that the possibility of the collision is low. (15) A vehicle control program for controlling the speed of a moving vehicle, comprising: executing deceleration control to decelerate the vehicle when a predetermined deceleration condition is met; When a predetermined operation of an accelerator pedal is detected during execution of the deceleration control, the deceleration control is cancelled and a speed control of the vehicle is performed in accordance with the operation of the accelerator pedal. determining a possibility of a collision between the vehicle and the object when an object is detected in front of the vehicle; on the computer, The program controls the speed of the vehicle so that, when it is determined that there is a high possibility of a collision between the vehicle and the object, the acceleration of the vehicle relative to the amount of depression of the accelerator pedal is lower than when it is determined that the possibility of the collision is low. [Effects of the Invention]

[0009] According to the present disclosure, it is possible to reduce the possibility of the vehicle colliding with an object located ahead of the vehicle in the traveling direction when the driver depresses the accelerator pedal more than necessary. [Brief explanation of the drawings]

[0010] [Figure 1] FIG. 1 is a schematic block diagram showing the configuration of a vehicle control system. [Figure 2] FIG. 2 is a schematic side view partially showing the interior of a vehicle equipped with the vehicle control system. [Figure 3] FIG. 3 is a functional block diagram of the processor of the ECU. [Figure 4] FIG. 4 is a diagram schematically showing a state in which a vehicle runs. [Figure 5] FIG. 5 is a diagram schematically showing a state in which a vehicle travels. [Figure 6] FIG. 6 is a diagram schematically showing a state in which a vehicle runs. [Figure 7] FIG. 7 is a diagram schematically showing a state in which a vehicle runs. [Figure 8] FIG. 8 is a diagram showing the relationship between the depression amount of the accelerator pedal and the target acceleration of the vehicle. [Figure 9]FIG. 9 is a flowchart showing the flow of the determination process for determining whether or not to execute the object approach process. [Figure 10] FIG. 10 is a flowchart showing the flow of processing when an object approaches. [Figure 11] FIG. 11 is a diagram similar to FIG. 8, showing the relationship between the depression amount of the accelerator pedal and the target acceleration of the vehicle. [Figure 12] FIG. 12 is a diagram showing the relationship between the passing interval and the target acceleration of the vehicle when the accelerator pedal depression amount is constant. [Figure 13] FIG. 13 is a flowchart similar to FIG. 10, showing the flow of processing when an object approaches. DETAILED DESCRIPTION OF THE INVENTION

[0011] Hereinafter, the embodiments will be described in detail with reference to the drawings. In the following description, like components are designated by like reference numerals.

[0012] <Vehicle control system configuration> The configuration of a vehicle control system 1 including a vehicle control device according to one embodiment will be described with reference to Figs. 1 to 3. The vehicle control device controls the speed of a traveling vehicle (host vehicle). Fig. 1 is a schematic block diagram showing the configuration of the vehicle control system 1. Fig. 2 is a schematic side view partially showing the interior of a vehicle 100 equipped with the vehicle control system 1.

[0013] The vehicle control system 1 is mounted on a vehicle 100 and controls the speed of the vehicle while it is running. As shown in Fig. 2, the vehicle 100 includes a steering wheel 102 attached via a steering column 101, and a driver's seat 103 on which the driver sits.

[0014] 1, in this embodiment, the vehicle control system 1 includes a driver monitor camera 11, an exterior camera 12, a distance measurement sensor 13, a vehicle sensor 14, a human-machine interface (HMI) 15, a vehicle actuator 21, and an electronic control unit (hereinafter referred to as "ECU") 30. The driver monitor camera 11, the exterior camera 12, the distance measurement sensor 13, the vehicle sensor 14, the HMI 15, and the ECU 30 are communicatively connected, for example, via an in-vehicle network 25. The in-vehicle network 25 is, for example, a network that complies with a standard such as CAN (Controller Area Network). The ECU 30 is also connected to the vehicle actuator 21 via a signal line.

[0015] The driver monitor camera 11 is a device that captures an image of the driver's face. In this embodiment, the driver monitor camera 11 is provided on the upper part of the steering column 101 and is positioned facing the driver so as to capture an image of the driver, specifically the driver's face and part of the upper body. Note that the driver monitor camera 11 may be provided at a position other than the upper part of the steering column 101 as long as it can capture an image of the driver of the vehicle 100. For example, the driver monitor camera 11 may be provided on the steering wheel 102, the rearview mirror, the meter panel, the meter hood, etc. of the vehicle 100.

[0016] The driver monitor camera 11 includes a camera and a floodlight. For example, the camera is a CMOS (complementary metal-oxide semiconductor) camera or a CCD (charge-coupled device) camera, and the floodlight is an LED (light-emitting diode). Preferably, the floodlight is a near-infrared LED, and the camera is capable of detecting near-infrared light, so that the driver's face can be captured without discomfort even in low-light conditions, such as at night. For example, the floodlights are two near-infrared LEDs arranged on both sides of the camera. The camera may also be provided with a filter, such as a visible light cut filter. The driver monitor camera 11 outputs captured images to the ECU 30 at predetermined intervals via the in-vehicle network 25.

[0017] The exterior camera 12 is a device that captures images of the surroundings of the vehicle. In this embodiment, the exterior camera 12 captures images of the area ahead of the vehicle 100. The exterior camera 12 is, for example, a CMOS camera or a CCD camera that is sensitive to visible light. In this embodiment, the exterior camera 12 is mounted, for example, inside the vehicle 100 so as to face the front of the vehicle 100. The exterior camera 12 captures images of the area ahead of the vehicle 100 at predetermined imaging intervals and generates images of the area ahead. Each time an image is generated, the exterior camera 12 outputs the generated image to the ECU 30 via the in-vehicle network 25. The exterior camera 12 may be a monocular camera or a stereo camera. If a stereo camera is used as the exterior camera 12, the exterior camera 12 also functions as the distance sensor 13. The vehicle 100 may be provided with multiple exterior cameras with different imaging directions or focal lengths.

[0018] The ranging sensor 13 is a sensor that measures the distance to an object present around the vehicle 100. In particular, in this embodiment, the ranging sensor 13 measures the distance to an object present in front of the vehicle 100. Furthermore, in this embodiment, the ranging sensor 13 can also measure the direction of an object present around the vehicle 100. The ranging sensor 13 is, for example, a radar such as a millimeter-wave radar or a LIDAR. Furthermore, the ranging sensor 13 may be configured to measure the relative speed of the vehicle 100 with respect to an object present around the vehicle 100. In this embodiment, the ranging sensor 13 measures the distance to an object present in front of the vehicle. The ranging sensor 13 outputs the measurement results of the distance to the surrounding object to the ECU 30 via the in-vehicle network 25 at predetermined intervals.

[0019] The vehicle sensor 14 is a sensor that detects the state of the vehicle 100. The vehicle sensor 14 detects the running state and operation state of the vehicle 100. The vehicle sensor 14 includes, for example, a speed sensor that detects the speed of the vehicle 100, an acceleration sensor that detects the acceleration of the vehicle 100, a yaw rate sensor that detects the rate of change in the yaw angle (yaw rate) when the vehicle 100 turns, and the like, as sensors that detect the running state of the vehicle 100. The vehicle sensor 14 also includes, for example, an accelerator sensor that detects the amount of depression of an accelerator pedal (not shown) by the driver, a brake sensor that detects the amount of depression of a brake pedal by the driver, and a steering angle sensor that detects the steering angle of the steering wheel 102, as sensors that detect the operation state of the vehicle 100. The vehicle sensor 14 outputs the detection results to the ECU 30 via the in-vehicle network 25 at predetermined intervals.

[0020] The HMI 15 is an interface for inputting and outputting information between the driver or passenger and the vehicle control system 1. The HMI 15 includes an information providing device for providing various information to the driver or passenger, and an input device for the driver or passenger to perform input operations.

[0021] Specifically, the HMI 15 includes a display 16 as an information providing device for displaying text information or image information. The display 16 is an example of a display device that displays images. The display 16 is a display device of any type, such as a liquid crystal display or an organic EL display. The display 16 is disposed so that at least the driver can check the screen. Therefore, the display 16 is disposed, for example, on an instrument panel, meter panel, or the like of the vehicle 100. The display 16 receives an image signal from the ECU 30 via the in-vehicle network 25 and displays an image in accordance with this image signal. Note that the vehicle 100 may include, as an information providing device, another type of display device, such as a head-up display, instead of or in addition to the display 16.

[0022] The HMI 15 also has a speaker 17 as an information providing device. The speaker 17 is an example of a device that outputs audio. The speaker 17 receives an audio signal from the ECU 30 via the in-vehicle network 25 and outputs audio in accordance with the audio signal. Note that the HMI 15 may also include devices (e.g., a vibration device) other than the display 16 and the speaker 17 as an information providing device that provides various types of information to the driver or passengers.

[0023] Additionally, the HMI 15 has a touch panel 18 as an input device. The touch panel 18 is an example of a device that is touched by the driver or passenger to perform an input. When the driver or passenger performs an operation by touching the touch panel 18, the touch panel 18 outputs an operation signal to the ECU 30 via the in-vehicle network 25. Note that the HMI 15 may also have devices (e.g., buttons, switches, etc.) other than the touch panel 18 as an input device for the driver or passenger to perform an input operation.

[0024] The vehicle actuators 21 are actuators used to control the operation of the vehicle 100. Specifically, the vehicle actuators 21 include, for example, a drive actuator that controls an internal combustion engine or an electric motor for driving the vehicle 100, a braking actuator that controls brakes that brake the vehicle 100, and a steering actuator that controls steering of the vehicle 100. The vehicle actuators 21 control the acceleration, braking, and steering of the vehicle 100 in accordance with control signals transmitted from the ECU 30 via signal lines.

[0025] <Configuration of vehicle control device> The ECU 30 functions as a vehicle control device that controls the speed of the vehicle while it is running. Therefore, the ECU 30 controls the operation of the vehicle actuators 21. The ECU 30 also controls the information to be provided from the information providing device of the HMI 15. Therefore, the ECU 30 controls the images displayed on the display 16 and the sounds output from the speaker 17. As shown in FIG. 1 , the ECU 30 has a communication interface 31, a storage unit 32, and a processor 33.

[0026] The communication interface 31 is a circuit for connecting the ECU 30 to the in-vehicle network 25 .

[0027] The storage unit 32 stores data. The storage unit 32 includes, for example, at least one of a volatile semiconductor memory, a non-volatile semiconductor memory, a hard disk drive (HDD), and a solid state drive (SSD). The storage unit 32 stores computer programs executed by the processor 33 of the ECU 30. The storage unit 32 also stores data used in the computer programs executed by the processor 33, such as data transmitted from the driver monitor camera 11, etc.

[0028] The processor 33 has one or more central processing units (CPUs) and their peripheral circuits. The processor 33 may further have other arithmetic circuits such as a logic operation unit or a numerical operation unit. The processor 33 executes a computer program stored in the storage unit 32.

[0029] 3 is a functional block diagram of the processor 33 of the ECU 30. As shown in FIG. 3, the processor 33 includes an environment recognition unit 331, a deceleration unit 332, a driver state recognition unit 333, a determination unit 334, a speed control unit 335, and a notification unit 336.

[0030] The environment recognition unit 331 recognizes the environment ahead of the vehicle 100 based on the output of the exterior camera 12 and the output of the distance measurement sensor 13. In particular, in this embodiment, the environment recognition unit 331 recognizes objects located ahead of the vehicle 100 and estimates the relative position of the objects with respect to the vehicle 100. In addition, the environment recognition unit 331 recognizes the road on which the vehicle 100 is traveling and road markings (e.g., lane markings, etc.). The environment recognition unit 331 outputs information about the recognized environment, i.e., information about the objects, road markings, etc., to the deceleration unit 332 and the determination unit 334.

[0031] In particular, in this embodiment, the environment recognition unit 331 recognizes the type of object (pedestrian, bicycle, motorcycle, automobile, etc.) located in front of the vehicle 100 and estimates the relative position (relative distance) of the object with respect to the vehicle 100. In addition, the environment recognition unit 331 may estimate the relative speed of the object with respect to the vehicle 100. When the relative speed of the object to a surrounding object is detected by the distance measurement sensor 13, the relative speed of the object with respect to the vehicle 100 is estimated based on the output of the distance measurement sensor 13. On the other hand, when the relative speed of the object to a surrounding object is not detected by the distance measurement sensor 13, the relative speed of the object with respect to the vehicle 100 is estimated based on the time-series relative position of the object with respect to the vehicle 100. The environment recognition unit 331 outputs, as information about the object located in front of the vehicle 100, the type of object located in front of the vehicle 100, the relative position of the object, the relative speed of the object, etc.

[0032] For example, if a LIDAR is used as the distance measurement sensor 13, the environment recognition unit 331 groups the point cloud data output from the LIDAR by data with equal distances and groups related groups together to form groups representing targets. The environment recognition unit 331 also recognizes objects shown in images captured by the exterior camera 12 through image recognition processing. In particular, the environment recognition unit 331 also recognizes the type of object shown in the image through the recognition processing. The environment recognition unit 331 then estimates the relative position of the object with respect to the vehicle 100 based on a target group located at a position corresponding to the position of the object in the image recognized through the recognition processing. In particular, the environment recognition unit 331 estimates the center position of the target group as the center position of the object. Additionally, the environment recognition unit 331 estimates the relative speed of each object with respect to the vehicle 100 based on changes in the relative position of each object with respect to the vehicle 100 over time.

[0033] The relative position of an object with respect to the vehicle 100 may be estimated by different methods using the exterior camera 12 and the distance sensor 13. The relative position of an object with respect to the vehicle 100 may also be estimated based on only the output of the exterior camera 12, only the output of the distance sensor 13, or the output of a sensor other than these.

[0034] When a predetermined deceleration condition is met, deceleration unit 332 executes deceleration control to decelerate vehicle 100. In particular, deceleration control by deceleration unit 332 decelerates vehicle 100 even when a braking operation such as depressing the brake pedal is not performed by the driver. Furthermore, deceleration control by deceleration unit 332 may decelerate vehicle 100 with a braking force equal to or greater than the braking force corresponding to the braking operation, even when a braking operation is performed by the driver.

[0035] In this embodiment, the deceleration unit 332 determines whether a deceleration condition is met based on information about an object located ahead of the vehicle 100 input from the environment recognition unit 331. The deceleration condition is met, for example, when an object other than a leading vehicle (e.g., a pedestrian) is detected within a predetermined first reference distance ahead of the vehicle 100 in the lane in which the vehicle 100 is traveling. At this time, the reference distance may be changed depending on the type of the detected object. For example, when the detected object is a pedestrian, the reference distance is set longer than when the detected object is a bicycle.

[0036] The deceleration condition may also be met when, for example, an object other than a preceding vehicle is detected within a predetermined second reference distance ahead of vehicle 100 in a lane adjacent to the lane on which vehicle 100 is traveling or on a sidewalk adjacent to the lane on which vehicle 100 is traveling. In this case, the types of objects for which the deceleration condition is met may be more limited than when an object is detected in the lane on which vehicle 100 is traveling (for example, the deceleration condition is met when a pedestrian is detected in the adjacent lane or sidewalk, but the deceleration condition is not met when a bicycle is detected in the adjacent lane or sidewalk). Also, for example, the second reference distance may be set to a distance shorter than the first reference distance.

[0037] The deceleration condition may be a condition different from the above-mentioned condition, as long as the condition is met in any case where an object other than the preceding vehicle is present ahead of the vehicle 100.

[0038] When the deceleration condition described above is satisfied, the deceleration unit 332 transmits a control signal to the vehicle actuator 21 to decelerate the speed of the vehicle 100 to a predetermined reduction reference speed. Specifically, the deceleration unit 332 controls the vehicle actuator 21 so that the speed of the vehicle 100 is decelerated to the predetermined deceleration reference speed. For example, the deceleration unit 332 controls the control drive actuator so that an engine brake is applied to an internal combustion engine or a regenerative brake is applied to an electric motor. Alternatively, the deceleration unit 332 controls the braking actuator so that the vehicle 100 is braked by the brake. The reduction reference speed may be a predetermined constant speed, or may be a speed that changes based on, for example, the distance to an object located ahead of the vehicle 100. In this case, for example, the reduction reference speed is set to a slower speed as the distance to the object becomes shorter. The deceleration unit 332 also outputs information regarding the execution of deceleration control (for example, information regarding whether deceleration control is currently being executed) to the speed control unit 335.

[0039] The driver state recognition unit 333 recognizes the state of the driver based on the output of the driver monitor camera 11. In this embodiment, the driver state recognition unit 333 detects the degree of eye opening and the direction of gaze of the driver. However, the driver state recognition unit 333 may detect other parameters that can be used to determine whether the driver recognizes an object in front of the vehicle 100. The driver state recognition unit 333 outputs information related to the state of the driver detected by the driver state recognition unit 333 (for example, information related to the degree of eye opening and the direction of gaze) to the determination unit 334.

[0040] The driver state recognition unit 333, for example, inputs an image acquired from the driver monitor camera 11 to a classifier that recognizes the upper and lower eyelids, and detects the distance between the recognized upper and lower eyelids as the degree of eye opening. The driver state recognition unit 333 also inputs an image acquired from the driver monitor camera 11 to a classifier that has been trained in advance to identify the positions of the pupil and the corneal reflex of the light source. The driver state recognition unit 333 then detects the gaze direction based on the identified positional relationship between the pupil and the corneal reflex. For example, a convolutional neural network (CNN) that receives a facial image as input and outputs the positions of the pupil and the corneal reflex is used as such a classifier. However, the driver state recognition unit 333 may detect the degree of eye opening and the driver's gaze direction using any method other than the above-described method.

[0041] The determination unit 334 determines the possibility of a collision between the vehicle 100 and an object when an object is detected ahead of the vehicle 100, based on information relating to the object, lane, etc. input from the environment recognition unit 331 and information relating to the driver's state input from the driver state recognition unit 333. In particular, in this embodiment, the determination unit 334 determines the possibility of a collision between the vehicle 100 and the object when an object is present ahead in the lane in which the vehicle 100 is traveling, even if the driver of the vehicle 100 takes some kind of evasive action. In addition, in this embodiment, the determination unit 334 determines the possibility of a collision between the vehicle 100 and the object when the driver of the vehicle 100 does not take evasive action.

[0042] First, with reference to FIGS. 4 to 7 , a description will be given of a determination of the possibility of a collision between the vehicle 100 and an object even if the driver of the vehicle 100 takes some kind of avoidance action. In this embodiment, when an object is present ahead of the vehicle 100, particularly when the object is present ahead of the vehicle 100 in the lane in which the vehicle 100 is traveling, the collision possibility is determined based on whether the vehicle 100 can travel within the driving range while avoiding the object. Specifically, the collision possibility between the vehicle 100 and the object is determined based on the possible intervals (hereinafter also referred to as "passing intervals") between the vehicle 100 and the object and between the vehicle 100 and the edge of the driving range when the vehicle 100 passes beside the object through the driving range on the road. Particularly in this embodiment, when the passing interval is equal to or greater than a predetermined reference interval, it is determined that the collision possibility between the vehicle 100 and the object is low. Conversely, when the passing interval is less than the predetermined reference interval, it is determined that the collision possibility between the vehicle 100 and the object is high. The reference distance is a distance between the vehicle 100 and an object or the like that allows the vehicle 100 to pass the side of the object relatively safely.

[0043] 4 to 7 are diagrams that schematically show the traveling state of vehicle 100. In the diagrams, the vehicle drawn with a solid line indicates the current position of vehicle 100, and the vehicle drawn with a dashed line indicates the future position of vehicle 100.

[0044] The example shown in FIG. 4 illustrates a case where a pedestrian P (object) is present on the left side in front of the vehicle 100 in the lane L in which the vehicle 100 is traveling. In particular, in the example shown in FIG. 4, the pedestrian P is positioned such that the vehicle 100 will collide with the pedestrian P if the vehicle 100 continues traveling straight ahead. In such a case, the vehicle 100 may take evasive action to avoid the pedestrian P within the width direction of the lane L, which is the driving range of the vehicle 100. If such evasive action is taken, the vehicle 100 will travel in a position as shown by the dashed line in FIG. 4 when passing the side of the pedestrian P. In the example shown in FIG. 4, when the vehicle 100 passes the side of the pedestrian P, sufficient distances ΔD1 and ΔD2 that are equal to or greater than the standard distance can be maintained between the vehicle 100 and the pedestrian P and between the vehicle 100 and the edge of the lane L (the edge of the driving range), respectively. In such a case, the vehicle 100 can pass by the side of the pedestrian P with ease, and therefore it is determined that the possibility of a collision between the vehicle 100 and the pedestrian P is low.

[0045] The example shown in FIG. 5 illustrates a case where pedestrian P is present in the center ahead of vehicle 100 within lane L in which vehicle 100 is traveling. In this case, vehicle 100 may take evasive action to move to the left or right of pedestrian P. However, even if such evasive action is taken, vehicle 100 will collide with pedestrian P when passing by the side of pedestrian P, as indicated by the dashed line in the figure. Therefore, in such a case, vehicle 100 cannot pass by the side of pedestrian P with sufficient clearance, and therefore it is determined that there is a high possibility of a collision between vehicle 100 and pedestrian P.

[0046] The example shown in FIG. 6 illustrates a case where pedestrians P1 and P2 (objects) are present on both the left and right sides in front of the vehicle 100 in lane L in which the vehicle 100 is traveling. In this case, the vehicle 100 may take evasive action to avoid the pedestrians P1 and P2 by passing through the center of lane L. If such evasive action is taken, the vehicle 100 can maintain sufficient distances ΔD3 and ΔD4, which are equal to or greater than the reference distance, between the vehicle 100 and the pedestrians P1 and P2, respectively, when passing by the side of the pedestrians P1 and P2. In such a case, the vehicle 100 can pass by the side of the pedestrian P with ample space to maneuver, and therefore it is determined that the possibility of a collision between the vehicle 100 and the pedestrian P is low.

[0047] The example shown in FIG. 7 illustrates a case where vehicle 100 is traveling on road R without lane lines, and pedestrian P (object) is present on the left side in front of vehicle 100 within a range in the width direction of road R (for example, a paved range in the width direction). In this case, the driving range of vehicle 100 is within the range in the width direction of the road. In the example shown in FIG. 7, when vehicle 100 passes beside pedestrian P, sufficient distances ΔD5 and ΔD6 that are equal to or greater than the reference distance can be maintained between vehicle 100 and pedestrian P and between vehicle 100 and the edge of road R (edge of driving range), respectively. In such a case, vehicle 100 can pass beside pedestrian P with ample space to maneuver, and therefore, it is determined that the possibility of a collision between vehicle 100 and pedestrian P is low.

[0048] In this embodiment, when the vehicle 100 passes beside the object through the travelable range on the road, the possibility of a collision between the vehicle 100 and the object is determined based on the possible intervals (passing intervals) between the vehicle 100 and the object and between the vehicle 100 and the edge of the travelable range. This makes it possible to estimate the possibility of a collision between the vehicle 100 and the object relatively accurately.

[0049] 4 to 7, the driving range of the vehicle 100 is set to be the range in the width direction of the lane on which the vehicle 100 is traveling, or the range in the width direction of the road on which the vehicle is traveling. However, the driving range may also be the range between one end (e.g., the right end) of the lane on which the vehicle 100 is traveling in the width direction and the opposite end (e.g., the left end) of the road on which the vehicle 100 is traveling in the width direction.

[0050] Furthermore, the possibility of a collision between the vehicle 100 and an object ahead of the vehicle may be determined based on the type or situation of the object in addition to the passing distance. Specifically, for example, a reference distance for determining the possibility of a collision between the vehicle 100 and an object may be set based on the type or situation of the object. In this case, for example, if the type of object is a movable object such as a pedestrian or a bicycle, the reference distance may be longer than if the type of object is an immovable object such as a traffic cone. Furthermore, if the movable object is moving, the reference distance may be longer than if the movable object is stationary. In this way, by changing the reference distance based on the type or situation of the object, the possibility of a collision between the vehicle 100 and the object ahead of the vehicle can be more appropriately estimated.

[0051] Next, a description will be given of a determination of the possibility of a collision between the vehicle 100 and an object due to the driver of the vehicle 100 not taking evasive action. In this embodiment, when an object is present ahead of the vehicle 100, particularly when the object is present ahead of the vehicle 100 in the lane in which the vehicle 100 is traveling, the determination unit 334 determines the possibility of a collision based on whether or not the driver recognizes the object. In particular, in this embodiment, when the driver does not recognize the object, the determination unit 334 determines that there is a high possibility of a collision between the vehicle 100 and the object, regardless of the passing time interval. On the other hand, when the driver recognizes the object, the determination unit 334 determines the possibility of a collision between the vehicle 100 and the object based on the passing time interval.

[0052] In this embodiment, the determination unit 334 determines whether the driver recognizes an object based on information about the driver's state input from the driver state recognition unit 333. For example, if the driver's eye opening degree is lower than the reference eye opening degree and the driver has their eyes closed, the determination unit 334 determines that the driver does not recognize an object. On the other hand, if the driver's eye opening degree is equal to or greater than the reference eye opening degree, the determination unit 334 determines whether the driver recognizes an object based on the driver's line of sight. If the driver's line of sight is ahead of the vehicle 100 in the direction where the object is present, the determination unit 334 determines that the driver recognizes the object. On the other hand, if the driver's line of sight is not ahead of the vehicle 100 or is not in the direction where the object is present, the determination unit 334 determines that the driver does not recognize the object.

[0053] The determination unit 334 inputs the determination result of the collision possibility between the vehicle 100 and the object located in front of the vehicle 100 obtained in this manner to the speed control unit 335. In particular, in this embodiment, the determination unit 334 outputs the determination result of the collision possibility between the vehicle 100 and the object in two stages: a determination result that the collision possibility is high, and a determination result that the collision possibility is low. Specifically, when the driver does not recognize the object, or when the driver recognizes the object but the passing interval is less than the reference interval, the determination unit 334 outputs the determination result that the collision possibility is high. On the other hand, when the driver recognizes the object and the passing interval is equal to or greater than the reference interval, the determination unit 334 outputs the determination result that the collision possibility is low.

[0054] In this embodiment, the possibility of a collision between the vehicle 100 and the object is determined based on whether or not the driver of the vehicle 100 recognizes the object ahead of the vehicle. If the driver does not recognize the object, there is a sufficient passing interval and there is a possibility that the vehicle 100 will collide with the object. Therefore, in this embodiment, the possibility of a collision between the vehicle 100 and the object can be appropriately estimated.

[0055] In this embodiment, the possibility of a collision between the vehicle 100 and an object is determined based on the passing time interval, the degree of eye opening of the driver, and the direction of the driver's line of sight. However, the possibility of a collision between the vehicle 100 and an object may be determined based on parameters other than these.

[0056] The speed control unit 335 controls the speed of the vehicle 100 when the deceleration control is not being executed by the deceleration unit 332. In this embodiment, when a predetermined operation of the accelerator pedal by the driver is detected while the deceleration control is being executed by the deceleration unit 332, the speed control unit 335 cancels the deceleration control and controls the speed of the vehicle 100 in accordance with the operation of the accelerator pedal. The speed control unit 335 receives input of information related to the execution of deceleration control from the deceleration unit 332, input of the determination result of the possibility of a collision between the vehicle 100 and an object from the determination unit 334, and input of the depression amount of the accelerator pedal from the vehicle sensor 14.

[0057] In this embodiment, the predetermined operation of the accelerator pedal to cancel the deceleration control (such an operation is also referred to as an "accelerator override") is when the accelerator pedal is depressed by more than a predetermined amount after the deceleration control has started, or when the accelerator pedal is depressed at a speed equal to or greater than a predetermined speed. Therefore, in this embodiment, the deceleration unit 332 cancels the deceleration control when the accelerator pedal is depressed by more than a predetermined reference amount while the deceleration control is being executed. In this case, if the accelerator pedal has been depressed before the deceleration control has started, the deceleration control is canceled when the accelerator pedal is further depressed by more than the reference amount above the amount of depression immediately after the deceleration control has started. Alternatively, the deceleration unit 332 cancels the deceleration control when the accelerator pedal is depressed at a speed equal to or greater than the predetermined reference speed while the deceleration control is being executed. Note that the deceleration control may be canceled by an operation other than the accelerator pedal operation described above.

[0058] When the deceleration control is released, the speed control unit 335 controls the speed of the vehicle 100 in accordance with the operation of the accelerator pedal. In particular, in the present embodiment, when the determination unit 334 determines that there is a high possibility of a collision between the vehicle 100 and an object, the speed control unit 335 controls the speed of the vehicle 100 so that the acceleration of the vehicle 100 relative to the depression amount of the accelerator pedal is lower than when it is determined that there is a low possibility of a collision. In addition, the speed control unit 335 outputs information related to the speed control of the vehicle 100 (in particular, information indicating whether or not the speed control is being performed so that the acceleration of the vehicle 100 relative to the depression amount of the accelerator pedal is lower) to the notification unit 336. In addition, the speed control unit 335 may output information related to the deceleration control (in particular, information indicating whether or not the deceleration control has been released) to the notification unit 336.

[0059] FIG. 8 is a diagram showing the relationship between the depression amount of the accelerator pedal and the target acceleration of vehicle 100. M in the diagram indicates the relationship when determination unit 334 determines that the likelihood of a collision is low, and N in the diagram indicates the relationship when determination unit 334 determines that the likelihood of a collision is high. As shown in FIG. 8, the target acceleration is set higher the greater the depression amount of the accelerator pedal, regardless of the likelihood of a collision. Also, as shown in FIG. 8, when it is determined that the likelihood of a collision is high (N in the diagram), the target acceleration is set lower than when it is determined that the likelihood of a collision is low (M in the diagram). Then, speed control unit 335 controls vehicle actuator 21 so that the acceleration of vehicle 100 becomes the target acceleration set in this manner.

[0060] In particular, in this embodiment, the relationship between the accelerator pedal depression amount and the target acceleration when the determination unit 334 determines that the likelihood of a collision is low (M in the figure) is set to a relationship similar to the relationship when normal control is being performed, not after deceleration control has been released. Therefore, when the determination unit 334 determines that the likelihood of a collision between the vehicle 100 and an object is low, the speed control unit 335 controls the speed of the vehicle 100 so that the vehicle 100 accelerates at a normal acceleration corresponding to the accelerator pedal depression amount. In addition, when the determination unit 334 determines that the likelihood of a collision between the vehicle 100 and an object is high, the speed control unit 335 controls the speed of the vehicle 100 so that the vehicle 100 accelerates at an acceleration lower than the normal acceleration corresponding to the accelerator pedal depression amount.

[0061] After the deceleration control is released, the acceleration of the vehicle 100 is controlled based on the possibility of a collision between the vehicle 100 and an object determined by the determination unit 334. On the other hand, when normal control is being performed after the deceleration control is not released, the speed of the vehicle 100 is controlled so that the acceleration is the same for the amount of depression of the accelerator pedal, regardless of the possibility of a collision between the vehicle 100 and an object determined by the determination unit 334. Specifically, when normal control is being performed after the deceleration control is not released, the speed of the vehicle 100 is controlled so that the vehicle 100 accelerates at a normal acceleration corresponding to the amount of depression of the accelerator pedal.

[0062] In this embodiment, when the determination unit 334 determines that the likelihood of a collision is high, the speed of the vehicle 100 is controlled so that the acceleration of the vehicle 100 relative to the amount of depression of the accelerator pedal is lower than when the likelihood of a collision is determined to be low. Therefore, even if the driver depresses the accelerator pedal more than necessary, the acceleration of the vehicle 100 is suppressed when the likelihood of the vehicle 100 colliding with an object located in front of the vehicle is high. As a result, the possibility of the vehicle 100 colliding with an object located in front of the vehicle is reduced.

[0063] In particular, in this embodiment, in order to release the deceleration control, a predetermined operation of the accelerator pedal is required, specifically, the accelerator pedal must be depressed by more than a predetermined amount or at a predetermined speed or faster. When the driver performs such an operation, the driver may depress the accelerator pedal more than necessary. However, even in such a case, the possibility of the vehicle 100 colliding with an object located in front of the vehicle can be reduced. On the other hand, in this embodiment, when normal control is being performed, not after the deceleration control has been released, the speed of the vehicle 100 is controlled so that the same acceleration is achieved in response to the amount of depression of the accelerator pedal, regardless of the possibility of the vehicle 100 colliding with an object. If the predetermined operation of the accelerator pedal to release the deceleration control is not performed, the driver is less likely to accidentally depress the accelerator pedal more than necessary, so this control is performed during normal control.

[0064] The notification unit 336 uses the information providing device of the HMI 15 to notify the occupants of the vehicle 100. In this embodiment, information related to speed control of the vehicle 100 is input to the notification unit 336 from the speed control unit 335. In addition, information related to deceleration control of the vehicle 100 may also be input to the notification unit 336 from the speed control unit 335.

[0065] The notification unit 336 notifies the occupant of the vehicle 100 based on the information thus input. In this embodiment, the notification unit 336 notifies the occupant by displaying any information on the display 16. In addition, the notification unit 336 notifies the occupant by outputting any sound from the speaker 17.

[0066] In particular, in this embodiment, when vehicle 100 is accelerating at an acceleration lower than the normal acceleration corresponding to the depression amount of the accelerator pedal, notification unit 336 notifies the driver of this. In this case, specifically, notification unit 336 displays on display 16 a message that vehicle 100 is accelerating at an acceleration lower than the normal acceleration. In addition, notification unit 336 outputs a sound from speaker 17 indicating that vehicle 100 is accelerating at an acceleration lower than the normal acceleration. This allows the driver to understand the reason why the acceleration of vehicle 100 is low relative to the depression amount of the accelerator pedal.

[0067] Furthermore, when deceleration control is being executed, the notification unit 336 may notify the driver of that fact. In this case, specifically, the notification unit 336 causes the display 16 to display a message that deceleration control is being executed. In addition, the notification unit 336 causes the speaker 17 to output a sound that indicates that deceleration control has started. In addition, when deceleration control is released, the notification unit 336 may notify the driver of that fact. In this case, specifically, the notification unit 336 causes the display 16 to display a message that deceleration control has been released. In addition, the notification unit 336 causes the speaker 17 to output a sound that indicates that deceleration control has been released.

[0068] In this embodiment, the notification unit 336 notifies the occupant using both the display 16 and the speaker 17. However, the notification unit 336 may notify the occupant using only one of the display 16 and the speaker 17. The notification unit 336 may also notify the occupant by means other than the display 16 and the speaker 17, such as by vibrating the steering wheel 102 or a seat belt (not shown).

[0069] <Control flow by vehicle control device> Next, the flow of control by the vehicle control device will be described with reference to Figures 9 and 10. Figure 9 is a flowchart showing the flow of a determination process for determining whether or not to execute object approach processing, which is executed when an object is present ahead of the vehicle 100. The illustrated determination process is executed by the processor 33 of the ECU 30 at regular time intervals.

[0070] 9, when the determination process starts, the environment recognition unit 331 recognizes the environment ahead of the vehicle 100 based on the output of the exterior camera 12 and the output of the distance measurement sensor 13 (step S11). In particular, the environment recognition unit 331 recognizes objects located ahead of the vehicle 100, as well as the relative position and relative speed of the objects with respect to the vehicle 100. In addition, the environment recognition unit 331 recognizes the road on which the vehicle 100 is traveling and road markings.

[0071] Next, the deceleration unit 332 determines whether or not a deceleration condition is met. Specifically, the deceleration unit 332 determines whether or not an object exists ahead of the vehicle 100, based on the environment ahead of the vehicle 100 recognized by the environment recognition unit 331 (step S12). In addition, in this embodiment, the deceleration unit 332 determines whether or not an object other than a leading vehicle exists within a predetermined first reference distance ahead of the vehicle 100 in the lane in which the vehicle 100 is traveling, based on the environment ahead of the vehicle 100 recognized by the environment recognition unit 331 (step S13).

[0072] If it is determined in step S12 that no object exists ahead of the vehicle, or if it is determined in step S13 that no object other than the preceding vehicle exists within the first reference distance ahead of the vehicle 100 in the lane on which the vehicle 100 is traveling, the deceleration unit 332 does not execute deceleration control. Therefore, in this case, normal control is executed (step S14). On the other hand, if it is determined in step S12 that an object exists ahead of the vehicle, and if it is determined in step S13 that an object other than the preceding vehicle exists within the first reference distance ahead of the vehicle 100 in the lane on which the vehicle 100 is traveling, an object approach process, which will be described later, is executed (step S15).

[0073] 10 is a flowchart showing the flow of an object approaching process that is executed when an object is present ahead of the vehicle 100. The object approaching process shown in FIG. 10 is executed by the processor 33 of the ECU 30 at regular time intervals.

[0074] First, the speed control unit 335 determines whether a deceleration release flag, which is set to ON when deceleration control is released, is set to ON (step S21). The deceleration release flag is set to OFF when the object approach processing is started. If it is determined in step S21 that the deceleration release flag is not set to ON, the speed control unit 335 determines whether a predetermined operation of the accelerator pedal (accelerator override) has been performed (step S22). Specifically, in this embodiment, the speed control unit 335 determines whether the accelerator pedal has been depressed by a predetermined reference depression amount or more, or whether the accelerator pedal has been depressed at a speed equal to or greater than a reference depression speed.

[0075] If it is determined in step S22 that the accelerator pedal has not been operated as specified, the deceleration unit 332 performs deceleration control (step S23). Therefore, the deceleration unit 332 controls the vehicle actuator 21 to decelerate the speed of the vehicle 100 to the reduced reference speed. Next, the notification unit 336 notifies the user that deceleration control is being performed (step S24).

[0076] On the other hand, if it is determined in step S22 that the accelerator pedal has been operated in a predetermined manner, the speed control unit 335 sets the deceleration release flag to ON (step S25). Next, the notification unit 336 notifies the driver that the deceleration control has been released (step S26).

[0077] If it is determined in step S21 that the deceleration release flag is set to ON, or if it is determined in step S22 that a predetermined operation of the accelerator pedal has been performed and then the operations of steps S25 and S26 are performed, the determination unit 334 determines whether the possible interval (passing interval) ΔD between the vehicle 100 and the object or the possible interval (passing interval) ΔD between the vehicle 100 and the edge of the driving range is equal to or greater than the reference interval Draf (step S27). In addition, the speed control unit 335 determines whether the driver recognizes an object ahead of the vehicle 100 (step S28).

[0078] If it is determined in step S27 that the passing interval ΔD is equal to or greater than the reference interval Draf and if it is determined in step S28 that the driver recognizes the object, the speed control unit 335 controls the speed of the vehicle 100 so that the vehicle 100 accelerates at a normal acceleration corresponding to the depression amount of the accelerator pedal (step S29). On the other hand, if it is determined in step S27 that the passing interval ΔD is less than the reference interval Draf or if it is determined in step S28 that the driver does not recognize the object, the speed control unit 335 controls the speed of the vehicle 100 so that the vehicle 100 accelerates at an acceleration lower than the normal acceleration corresponding to the depression amount of the accelerator pedal (step S30). Thereafter, the notification unit 336 notifies the user that the vehicle 100 will accelerate at an acceleration lower than the normal acceleration corresponding to the depression amount of the accelerator pedal (step S31).

[0079] The deceleration release flag is set to OFF when the execution of the object approaching process is stopped and normal control is executed in the determination process of FIG.

[0080] <Modification> Next, a modification of the above-described embodiment will be described.

[0081] In one modified example, the speed control unit 335 performs speed control in a manner different from that of the embodiment described above. Fig. 11 is a diagram similar to Fig. 8, showing the relationship between the depression amount of the accelerator pedal and the target acceleration of the vehicle 100. M in the diagram indicates the relationship when the determination unit 334 determines that the possibility of a collision is low, and N in the diagram indicates the relationship when the determination unit 334 determines that the possibility of a collision is high.

[0082] 11, in this modification, when the determination unit 334 determines that there is a high possibility of collision, if the depression amount of the accelerator pedal is less than a certain amount, the target acceleration is set higher as the depression amount of the accelerator pedal increases. In contrast, once the depression amount of the accelerator pedal reaches or exceeds the certain amount, the target acceleration is maintained at a constant value regardless of the depression amount of the accelerator pedal. This prevents the vehicle 100 from accelerating more than necessary when there is a high possibility of collision with an object ahead of the vehicle 100.

[0083] In another modification, the determination unit 334 outputs the determination result of the possibility of a collision between the vehicle 100 and an object in a manner different from that of the embodiment described above. In addition, the speed control unit 335 performs speed control in a manner different from that of the embodiment described above.

[0084] In the above embodiment, the determination unit 334 outputs the determination result of the possibility of collision between the vehicle 100 and an object in two stages: a determination result that the possibility of collision is high, and a determination result that the possibility of collision is low. In contrast, in this modification, the determination unit 334 outputs the determination result of the possibility of collision in multiple stages of three or more, or continuously, depending on the passing time interval. Specifically, the shorter the passing time interval, the higher the probability of collision with the object is determined to be. Furthermore, the determination unit 334 may output the determination result of the possibility of collision in multiple stages of three or more, or continuously, depending on the type and situation of the object ahead of the vehicle 100, in addition to the passing time interval.

[0085] Then, the speed control unit 335 sets the target acceleration according to the passing interval. FIG. 12 is a diagram showing the relationship between the passing interval and the target acceleration of the vehicle 100 when the depression amount of the accelerator pedal is constant. As shown in FIG. 12, the shorter the passing interval, the lower the target acceleration of the vehicle 100. Therefore, in this modification, the speed control unit 335 controls the speed of the vehicle 100 so that the acceleration of the vehicle 100 relative to the depression amount of the accelerator pedal becomes lower as the passing interval becomes shorter. As a result, when the vehicle 100 passes beside an object such as a pedestrian, the speed of the vehicle 100 slows as it gets closer to the object, thereby reducing the possibility of the vehicle 100 colliding with the object and preventing the acceleration of the vehicle 100 from being restricted more than necessary.

[0086] In the above embodiment, the possibility of a collision between the vehicle 100 and an object is determined based on the passing time interval and whether or not the driver recognizes the object. However, in one modified example, the possibility of a collision between the vehicle 100 and an object may be determined based only on the passing time interval. Alternatively, the possibility of a collision between the vehicle 100 and an object may be determined based only on whether or not the driver recognizes the object.

[0087] FIG. 13 is a flowchart similar to FIG. 10 , illustrating the flow of the object approaching process when it is determined that the vehicle 100 and an object may collide based only on the passing time interval. Steps S41 to S50 in FIG. 13 correspond to steps S21 to S27 and S29 to S31 in FIG. 10 , respectively. As can be seen from FIG. 13 , the object approaching process in this modification omits step S28 in the object approaching process shown in FIG. 10 . As a result, if it is determined in step S47 that the passing time interval ΔD is equal to or greater than the reference interval Draf, the speed control unit 335 controls the speed of the vehicle 100 so that the vehicle 100 accelerates at a normal acceleration corresponding to the depression amount of the accelerator pedal (step S48). On the other hand, if it is determined in step S47 that the passing time interval ΔD is less than the reference interval Draf, the speed control unit 335 controls the speed of the vehicle 100 so that the vehicle 100 accelerates at an acceleration lower than the normal acceleration corresponding to the depression amount of the accelerator pedal (step S49).

[0088] Although preferred embodiments according to the present disclosure have been described above, the present disclosure is not limited to these embodiments, and various modifications and changes can be made within the scope of the claims. [Explanation of symbols]

[0089] 1. Vehicle control system 11 Driver monitor camera 12. Exterior camera 13 Distance measurement sensor 14 Vehicle Sensors 15 HMI 21 Vehicle actuator 30 ECU 33 processors

Claims

1. A vehicle control device that controls the speed of a traveling vehicle, a deceleration unit that executes deceleration control to decelerate the vehicle when a predetermined deceleration condition is met; a speed control unit that, when a predetermined operation of an accelerator pedal is detected during execution of the deceleration control, cancels the deceleration control and controls the speed of the vehicle in accordance with the operation of the accelerator pedal; a determination unit that determines, when an object is detected ahead of the vehicle, a possibility of a collision between the vehicle and the object; Equipped with The vehicle control device is configured such that, when it is determined that there is a high possibility of a collision between the vehicle and the object, the speed control unit controls the speed of the vehicle so that the acceleration of the vehicle relative to the amount of depression of the accelerator pedal is lower than when it is determined that the possibility of a collision is low.

2. 2. The vehicle control device according to claim 1, wherein the determination unit determines the possibility of a collision between the vehicle and the object based on a possible distance between the vehicle and the object when the vehicle passes beside the object within a drivable range on a road.

3. The vehicle control device according to claim 2 , wherein the driving range is a range in a width direction of a lane on which the vehicle is traveling.

4. The vehicle control device according to claim 2 , wherein the driving range is a range in a width direction of a road on which the vehicle is traveling.

5. 5. The vehicle control device according to claim 2, wherein the speed control unit controls the speed of the vehicle so that the acceleration of the vehicle relative to the amount of depression of the accelerator pedal decreases as the distance between the vehicle and the object decreases when the vehicle passes beside the object within a drivable range on a road.

6. The vehicle control device according to any one of claims 2 to 4, wherein the determination unit determines the possibility of a collision between the vehicle and the object based on the type or situation of the object in addition to the possible distance between the vehicle and the object when the vehicle passes beside the object within a drivable range on a road.

7. The vehicle control device according to claim 1 , wherein the determination unit determines the possibility of a collision between the vehicle and the object based on whether a driver of the vehicle recognizes the object.

8. The vehicle control device according to any one of claims 2 to 4, wherein the determination unit determines the possibility of a collision between the vehicle and the object based on whether or not the driver of the vehicle recognizes the object, and when the driver of the vehicle does not recognize the object, determines that there is a high possibility of a collision between the vehicle and the object regardless of the possible distance between the vehicle and the object when the vehicle passes by the side of the object within a drivable range on a road.

9. 3. The vehicle control device according to claim 1, wherein the speed control unit controls the speed of the vehicle so that, when it is determined that the possibility of a collision between the vehicle and the object is low, the vehicle accelerates at a normal acceleration corresponding to the depression amount of the accelerator pedal, and, when it is determined that the possibility of a collision between the vehicle and the object is high, the vehicle accelerates at an acceleration lower than the normal acceleration corresponding to the depression amount of the accelerator pedal.

10. 10. The vehicle control device according to claim 9, further comprising a notification unit that notifies the driver when the vehicle is accelerated at an acceleration lower than a normal acceleration corresponding to the depression amount of the accelerator pedal.

11. 3. The vehicle control device according to claim 1, wherein when it is determined that there is a high possibility of a collision between the vehicle and the object, the speed control unit controls the speed of the vehicle so that the acceleration of the vehicle becomes constant regardless of the amount of depression of the accelerator pedal if the amount of depression of the accelerator pedal is equal to or greater than a certain amount.

12. 3. The vehicle control device according to claim 1, wherein the predetermined operation of the accelerator pedal for canceling the deceleration control is depression of the accelerator pedal by a predetermined amount or more after execution of the deceleration control has started, or depression of the accelerator pedal at a depression speed equal to or greater than a predetermined speed.

13. 3. The vehicle control device according to claim 1, wherein the speed control unit controls the speed of the vehicle so that the acceleration of the vehicle is the same relative to the amount of depression of the accelerator pedal, regardless of the possibility of a collision between the vehicle and the object, when normal control is being performed, not after the deceleration control has been released.

14. A vehicle control method for controlling the speed of a traveling vehicle, comprising: executing deceleration control to decelerate the vehicle when a predetermined deceleration condition is met; When a predetermined operation of an accelerator pedal is detected during execution of the deceleration control, the deceleration control is cancelled and a speed control of the vehicle is performed in accordance with the operation of the accelerator pedal. determining a possibility of a collision between the vehicle and the object when an object is detected in front of the vehicle; Including, A vehicle control method in which, when it is determined that there is a high possibility of a collision between the vehicle and the object, the speed control of the vehicle is performed so that the acceleration of the vehicle relative to the amount of depression of the accelerator pedal is lower than when it is determined that the possibility of the collision is low.

15. A vehicle control program for controlling the speed of a vehicle in motion, executing deceleration control to decelerate the vehicle when a predetermined deceleration condition is met; When a predetermined operation of an accelerator pedal is detected during execution of the deceleration control, the deceleration control is cancelled and a speed control of the vehicle is performed in accordance with the operation of the accelerator pedal. determining a possibility of a collision between the vehicle and the object when an object is detected in front of the vehicle; on the computer, The program controls the speed of the vehicle so that, when it is determined that there is a high possibility of a collision between the vehicle and the object, the acceleration of the vehicle relative to the amount of depression of the accelerator pedal is lower than when it is determined that the possibility of the collision is low.

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