Driving support control device for vehicle, driving support control method for vehicle, and program of the same

Abstract

To match steering feeling (a degree of intensity of steering support) and / or acceleration feeling (a degree of intensity of acceleration support) in driving support control to preference of a driver.SOLUTION: A driving support control device includes a controller (10) which, on the basis of a travel state of an own vehicle (HV), executes steering support control (lane keeping control) for automatically changing a steering angle of the own vehicle, and acceleration support control (tracking inter-vehicle distance control) for automatically changing acceleration of the own vehicle, as driving support control. The controller learns a steering preference level indicating a degree of preference of a driver about steering and changes a degree of intensity of steering support in the steering support control on the basis of the steering preference level which has been learned. The controller learns an acceleration preference level indicating a degree of preference of the driver about acceleration and changes a degree of intensity of acceleration support in the acceleration support control on the basis of the acceleration preference level which has been learned.SELECTED DRAWING: Figure 1

Description

[Technical Field]

[0001] The present invention relates to a vehicle driving assistance control device, a driving assistance control method, and a program therefor that assist a driver in driving a vehicle. [Background technology]

[0002] Conventionally, there have been known driving assistance control devices that perform various driving assistance controls, including lane keeping control, adaptive cruise control, etc. For example, one conventional driving assistance control device changes a target driving line in lane keeping control and a target inter-vehicle distance in adaptive cruise control according to the driver's preferences (see, for example, Patent Document 1). [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Japanese Patent Publication No. 2020-26154 Summary of the Invention

[0004] However, the above-described conventional devices cannot adjust the steering feel (strength of steering support) and / or acceleration feel (strength of acceleration support) in the driving support control to suit the driver's preferences.

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

[0006] One aspect of the vehicle driving assistance control device according to the present invention is to The driving assist system is provided with a controller (10) that executes at least one of the following as driving assist controls: steering assist control (FIG. 4) that determines a steering control amount for automatically changing an actual steering angle of the host vehicle based on at least the driving conditions of the host vehicle (S440) and performs steering assist by changing the actual steering angle based on the steering control amount; and acceleration assist control (S570) that determines a target acceleration for automatically changing an actual acceleration of the host vehicle based on at least the driving conditions and performs acceleration assist by matching the actual acceleration of the host vehicle to the target acceleration.

[0007] Furthermore, the controller If the steering assist control is executed, a steering preference level indicating the degree of steering preference of the driver of the host vehicle is learned based on the steering operation by the driver of the host vehicle (S635), and the steering control amount is determined based on the learned steering preference level to change the strength of the steering assist (FIG. 3); When the acceleration assist control is executed, the acceleration preference level representing the degree of the driver's preference for acceleration is learned based on the acceleration / deceleration operation by the driver of the vehicle (S675), and the strength of the acceleration assist is changed by determining the target acceleration based on the learned acceleration preference level (S560).

[0008] Therefore, the driving assistance control device of the above aspect can automatically change the steering feel and / or acceleration feel in driving assistance control in accordance with the driver's preference.

[0009] In the above description, to facilitate understanding of the present invention, the names and / or symbols used in the embodiments described below are enclosed in parentheses for the configurations of the invention corresponding to those embodiments. However, the components of the present invention are not limited to the embodiments defined by the names and / or symbols. The present invention also covers a driving assistance control method and a program therefor. [Brief explanation of the drawings]

[0010] [Figure 1]1 is a schematic configuration diagram of a driving assistance control device according to an embodiment of the present invention; [Figure 2] (A) is a diagram showing the parameters used in lane keeping control, (B) is a diagram showing the steering assist control in lane keeping control, and (C) is a diagram showing the acceleration assist control in adaptive cruise control. [Figure 3] This is a routine executed by the CPU of the driving assistance ECU shown in FIG. [Figure 4] This is a routine executed by the CPU of the driving assistance ECU shown in FIG. [Figure 5] This is a routine executed by the CPU of the driving assistance ECU shown in FIG. [Figure 6] This is a routine executed by the CPU of the driving assistance ECU shown in FIG. DETAILED DESCRIPTION OF THE INVENTION

[0011] A "vehicle driving assistance control device DS (hereinafter referred to as "device DS")" according to an embodiment of the present invention includes the components shown in Fig. 1 and is applied to a host vehicle HV. The host vehicle HV may be any of a vehicle powered by an internal combustion engine, an electric vehicle, a hybrid vehicle, etc.

[0012] In this specification, an "ECU" is an electronic control unit equipped with a microcomputer including a CPU (processor), ROM, RAM, and a writable non-volatile memory. An ECU is also called a controller or a computer. The multiple ECUs shown in FIG. 1 are connected to each other via a CAN (Controller Area Network) so that they can exchange information. Some or all of these multiple ECUs may be integrated into a single ECU.

[0013] The driving assistance ECU 10 (hereinafter referred to as "DSECU") transmits and receives signals to and from the components shown in FIG. 1 to perform lane keeping control (lane tracing assist: LTA) and adaptive cruise control (ACC), etc.

[0014] The camera device 20 includes a camera 21 and an image ECU 22. The camera 21 acquires image data representing an image ahead of the host vehicle HV at predetermined time intervals. The image ECU 22 recognizes the "left boundary line LL and right boundary line RL" of the host lane, which is the lane in which the host vehicle HV is traveling, based on the image data. The image ECU 22 acquires the target driving line TL, road curvature CL, lateral deviation DL, yaw angle deviation θL, etc. (see FIG. 2(A)), based on the image data, and generates camera target information. The camera target information includes the "position and type" of targets present ahead of the host vehicle HV, etc.

[0015] The radar device 30 is a well-known device that acquires information about targets present ahead of the host vehicle HV using millimeter-wave band radio waves, and includes a radar 31 and a radar ECU 32. The radar 31 transmits millimeter waves within a predetermined detection range every time a predetermined time elapses, and receives the millimeter waves reflected by the targets. The radar ECU 32 acquires radar target information based on information about the millimeter waves transmitted and received by the radar 31. The radar target information includes the distance to the target, the target's direction, and the relative speed of the target. The DSECU generates fusion target information by integrating the camera target information and the radar target information.

[0016] The powertrain ECU 40 adjusts the driving force generated by the drive device (internal combustion engine, electric motor, etc.) of the host vehicle HV by driving the powertrain actuator 41 in response to instructions from the DSECU or operation of the accelerator pedal by the driver, thereby controlling the acceleration of the host vehicle HV.

[0017] The brake ECU 50 adjusts the braking force generated by the braking device of the host vehicle HV by driving the brake actuator 51 in response to instructions from the DSECU or operation of the brake pedal by the driver, and controls the deceleration (negative acceleration) of the host vehicle HV.

[0018] The steering ECU 60 controls the steering device of the host vehicle HV by driving the steering motor 61 in response to instructions from the DSECU or operation of the steering wheel by the driver (steering operation), and changes the steering assist force and the steering angle (steering angle) of the host vehicle HV.

[0019] The DSECU inputs the detected values ​​or output values ​​of the following "sensors and switches." An accelerator pedal operation amount sensor 81 that detects an accelerator pedal operation amount AP of the host vehicle HV. A brake pedal operation amount sensor 82 detects the brake pedal operation amount BP of the host vehicle HV. A vehicle speed sensor 83 detects the speed of the host vehicle HV (i.e., host vehicle speed Vh). A longitudinal acceleration sensor 84 detects the longitudinal acceleration (longitudinal acceleration) Gx of the host vehicle HV. A lateral acceleration sensor 85 detects the acceleration (lateral acceleration) Gy of the host vehicle HV in the vehicle width direction. A steering angle sensor 86 detects the steering angle θ of the steering wheel of the host vehicle HV. ·ACC switch 87, which is an operating switch for turning the ACC on and off. ·LTA switch 88, which is an operating switch for turning the LTA on and off.

[0020] (Overview of operation) The device DS executes, as driving assistance controls, lane keeping control, which is one type of steering assistance control, and adaptive vehicle distance control, which is one type of acceleration assistance control.

[0021] The device DS changes the magnitude of the steering control amount in lane keeping control and the acceleration of the host vehicle HV while a specific situation occurs in follow-up inter-vehicle distance control, according to the driver's preference. The specific situation is a situation in which, after a leading vehicle to be followed (a follow-up leading vehicle) is present and the inter-vehicle distance between the host vehicle HV and the follow-up leading vehicle is maintained at a target inter-vehicle distance by follow-up inter-vehicle distance control, the follow-up leading vehicle no longer exists, and the host vehicle speed Vh does not increase to a predetermined target vehicle speed Vtgt (i.e., a situation in which a specific acceleration condition is established).

[0022] More specifically, the device DS learns (acquires) a "steering preference level" that represents the driver's steering preference based on the driver's actual steering operation. The device DS changes the steering control amount in the lane keeping control according to the steering preference level, thereby changing the strength of the steering assist.

[0023] For example, when the learned steering preference level is weak, the device DS slowly moves the host vehicle HV closer to the target driving line TL while the lane keeping control is being executed, as shown in the left diagram of Fig. 2(B). When the learned steering preference level is strong, the device DS quickly moves the host vehicle HV closer to the target driving line TL while the lane keeping control is being executed, as shown in the right diagram of Fig. 2(B).

[0024] Furthermore, the device DS learns an "acceleration preference level" that indicates the driver's preference for acceleration based on the driver's actual acceleration and deceleration operations. The device DS changes the target acceleration during the occurrence of the specific situation in accordance with the learned acceleration preference level, thereby changing the level of acceleration support.

[0025] For example, if the learned acceleration preference level is weak, the device DS accelerates the host vehicle HV relatively slowly during the occurrence of the specific situation, as shown in the left diagram of Fig. 2(C). If the learned acceleration preference level is strong, the device DS accelerates the host vehicle HV relatively rapidly during the occurrence of the specific situation, as shown in the right diagram of Fig. 2(C).

[0026] (Specific operation) The CPU of the DSECU executes the routines shown in Figures 3 to 6 every time a predetermined time (calculation period) dt elapses. Note that, hereinafter, "step" is abbreviated as "S."

[0027] <Gain settings for changing the strength of steering assistance> At a predetermined timing, the CPU proceeds from S300 to S310 in FIG. 3 and determines whether the value of the steering preference learning flag XSG is "1." The value of this flag XSG is set to "1" when learning of the steering preference level is completed (see S640). The value of the flag XSG and the value of an acceleration preference learning flag XGG, which will be described later, are set to "0" by an initialization routine (not shown) that is executed when the start switch of the vehicle HV is changed from the OFF position to the ON position. The values ​​of these flags are stored in the nonvolatile memory of the DSECU.

[0028] If the value of flag XSG is not "1", the CPU proceeds to S360, which will be described later. On the other hand, if the value of flag XSG is "1", the CPU proceeds from S310 to S320, where it determines whether the steering preference level learned by the routine of FIG. 6 is "1" (strong).

[0029] If the steering preference level is "1" (strong), the CPU proceeds from S320 to S330, where it sets the first gain K1 to the "product of coefficient α1 and positive value K1a," sets the second gain K2 to the "product of coefficient α2 and positive value K2a," and sets the third gain K3 to the "product of coefficient α3 and positive value K3a." Each of the coefficients α1, α2, and α3 is a constant value greater than "1." Next, the CPU proceeds to S340, where it stores the values ​​of the first to third gains (K1, K2, K3) used when calculating the target steering angle θtgt in the nonvolatile memory of the DSECU. Thereafter, the CPU proceeds to S395, where it temporarily ends this routine.

[0030] If the learned steering preference level is not "1" (strong), the CPU proceeds from S320 to S350, where it determines whether the learned steering preference level is "2" (medium). If the learned steering preference level is "2" (medium), the CPU proceeds from S350 to S360, where it sets the first gain K1 to a value K1a, the second gain K2 to a value K2a, and the third gain K3 to a value K3a. The CPU then proceeds to S340 and S395.

[0031] If the learned steering preference level is not "2" (medium), the CPU proceeds from S350 to S370 and determines whether the learned steering preference level is "3" (weak). If the learned steering preference level is "3" (weak), the CPU proceeds from S370 to S380 and sets the first gain K1 to the "product of coefficient β1 and value K1a," the second gain K2 to the "product of coefficient β2 and value K2a," and the third gain K3 to the "product of coefficient β3 and value K3a." Each of the coefficients β1, β2, and β3 is a constant value greater than "0" and less than "1." The CPU then proceeds to S340 and S395.

[0032] If the learned steering preference level is not "3" (weak), the learned steering preference level is "4" (very weak). In this case, the CPU proceeds from S370 to S390, sets the first gain K1 to the "product of the coefficient γ1 and the value K1a," and sets the second gain K2 and the third gain K3 to "0." The coefficient γ1 is a constant value that is greater than "0" and less than the coefficient β1. The CPU then proceeds to S340 and S395.

[0033] <Lane Keeping Control> At a predetermined timing, the CPU proceeds from S400 to S410 in Fig. 4 to determine whether or not the conditions for executing the lane keeping control are met. For example, the conditions for executing the lane keeping control are met when the LTA switch 88 is operated to set the lane keeping control on and both the left boundary line LL and the right boundary line RL of the vehicle's own lane shown in Fig. 2A are recognized by the camera device 20.

[0034] If the conditions for executing the lane keeping control are not met, the CPU proceeds directly from S410 to S495 and ends this routine. On the other hand, if the conditions for executing the lane keeping control are met, the CPU executes the processes of "S420 to S450" and then proceeds to S495.

[0035] S420: The CPU reads the values ​​of the first to third gains (K1, K2, K3) from the nonvolatile memory. S430: The CPU acquires the target driving line TL, road curvature CL, lateral deviation DL, and yaw angle deviation θL for lane keeping control from image data (or image ECU 22). As shown in FIG. 2A, the target driving line TL is a line connecting the center positions of the left boundary line LL and the right boundary line RL in the lane width direction. The road curvature CL is the curvature of the target driving line TL (the reciprocal of the radius of the target driving line TL). The lateral deviation DL is the distance between the center position of the host vehicle HV in the vehicle width direction (for example, the center position between the left front wheel and the right front wheel) and the target driving line TL. The yaw angle deviation θL is the angle between the tangent direction of the target driving line TL and the traveling direction of the host vehicle HV.

[0036] S440: The CPU calculates the "target steering angle θtgt as a steering control amount" by substituting the "values ​​of the first to third gains (K1, K2, K3)" and the "road curvature CL, lateral deviation DL, and yaw angle deviation θL" into the following equation (1). θtgt=K1・CL+K2・DL+K3・θL …(1)

[0037] S450: The CPU sends an instruction to the steering ECU 60 so that the actual steering angle θact coincides with the target steering angle θtgt. The steering ECU 60 obtains the target steering torque Tqtgt from a lookup table based on the actual steering angle θact, the target steering angle θtgt, the host vehicle speed Vh, etc., and causes the steering motor 61 to generate torque that coincides with the target steering torque Tqtgt. As a result, the actual steering angle θact coincides with the target steering angle θtgt, and the host vehicle HV is caused to travel along the target driving line TL.

[0038] In this way, the first to third gains (K1, K2, K3) are changed according to the learned steering preference level, and as a result, the steering control amount changes according to the learned steering preference level. Therefore, the strength of the steering assist changes according to the learned steering preference level, and therefore lane keeping control is executed as steering assist control according to the driver's preference.

[0039] <Adaptive vehicle distance control> 5, the CPU proceeds to S510 to determine whether the conditions for executing the following inter-vehicle distance control are met. For example, the conditions for executing the following inter-vehicle distance control are met when the host vehicle speed Vh is equal to or greater than the vehicle speed threshold Vth and the ACC switch 87 is operated to turn on the following inter-vehicle distance control.

[0040] If the execution conditions for the following vehicle distance control are not met, the CPU proceeds directly from S510 to S595 and temporarily ends this routine. On the other hand, if the execution conditions for the following vehicle distance control are met, the CPU proceeds from S510 to S520 and determines whether or not a preceding vehicle exists based on the fusion target information. A preceding vehicle is another vehicle that is traveling in the current lane, immediately in front of the host vehicle HV, and within a predetermined distance from the host vehicle HV.

[0041] If a preceding vehicle is present, the CPU proceeds from S520 to S530, where it controls the acceleration of the host vehicle HV so that the inter-vehicle distance between the preceding vehicle and the host vehicle HV coincides with a predetermined target inter-vehicle distance (see Patent Document 1, JP 2014-148293 A, and JP 4172434 B, etc.). After that, the CPU proceeds to S595, where it temporarily ends this routine.

[0042] On the other hand, if there is no preceding vehicle to be followed, the CPU proceeds from S520 to S540 to determine whether or not the specific situation described above currently exists.

[0043] If a specific situation has occurred, the CPU proceeds from S540 to S550 and determines whether the value of the acceleration preference learning flag XGG is "1." The value of this flag XGG is set to "1" when learning of the acceleration preference level is completed (see S680). If the value of the flag XGG is "1," the CPU proceeds from S550 to S560 and determines the target acceleration Gtgt based on the "acceleration preference level learned by the routine of FIG. 6."

[0044] More specifically, the DSECU stores a lookup table LT in its ROM (see S560). The CPU determines the target acceleration Gtgt by applying the learned acceleration preference level to the lookup table LT. For example, when the acceleration preference level is "1" (strong), the acceleration Gx1 is acquired as the target acceleration Gtgt. When the learned acceleration preference level is "2" (medium), the acceleration Gx2 is acquired as the target acceleration Gtgt. When the learned acceleration preference level is "3" (weak), the acceleration Gx3 is acquired as the target acceleration Gtgt. When the learned acceleration preference level is "4" (very weak), the acceleration Gx4 is acquired as the target acceleration Gtgt. Note that the following equation (2) holds between these accelerations Gx1 to Gx4. 0 <Gx4<Gx3<Gx2<Gx1 …(2)

[0045] Next, the CPU proceeds to S570, where it controls the acceleration of the host vehicle HV via the powertrain ECU 40 so that the actual acceleration Gx of the host vehicle HV coincides with the target acceleration Gtgt until the host vehicle speed Vh increases to the target vehicle speed Vtgt. Thereafter, the CPU proceeds to S595.

[0046] If the value of the acceleration preference learning flag XGG is not "1" (is "0") when the CPU proceeds to S550, the CPU proceeds from S550 to S580 and sets the target acceleration Gtgt to the acceleration Gx2. Thereafter, the CPU proceeds to S570 and S595.

[0047] As the process of S570 continues to be executed, the host vehicle speed Vh gradually increases and reaches the target vehicle speed Vtgt. In this case, when the CPU proceeds to S540, it determines "No" at S540 and proceeds to S590. In S590, the CPU executes well-known constant speed cruise control to control the acceleration of the host vehicle HV so that the host vehicle speed Vh coincides with the target vehicle speed Vtgt. The CPU then proceeds to S595.

[0048] In this way, the CPU sets the target acceleration Gtgt during the period when the specific situation described above occurs in accordance with the learned acceleration preference level, and therefore the strength of the acceleration support of the acceleration support control included in the adaptive cruise control is changed in accordance with the learned acceleration preference level.

[0049] (Steering preference level learning) At a predetermined timing, the CPU proceeds from S600 to S605 in Fig. 6 to determine whether the learning condition for the steering preference level is met. The learning condition for the steering preference level is met when the lane keeping control is not currently being executed (is not being executed) and the value of the steering preference learning flag XSG is "0."

[0050] If the learning condition for the steering preference level is satisfied, the CPU proceeds from S605 to S610, where it determines whether the acquisition condition for the actual steering maximum value θactmax is satisfied. The actual steering maximum value θactmax is the maximum value (maximum value) of the magnitude (|θact|) of the actual steering angle θact. The acquisition condition for the actual steering maximum value θactmax is satisfied when a driving situation occurs in which the magnitude (|θtgt|) of the target steering angle θtgt calculated based on "the above equation (1) in which the first gain K1 is set to the value K1a, the second gain K2 is set to the value K2a, and the third gain K3 is set to the value K3a" becomes "its maximum value, the reference steering maximum value θtgtmax."

[0051] If the conditions for obtaining the actual steering maximum value θactmax are met, the CPU performs the "processing of S615 to S625" described below, and then proceeds to S630. S615: The CPU acquires the actual steering maximum value θactmax and the reference steering maximum value θtgtmax between a first time that is a predetermined time before the time (maximum time) when the calculated target steering angle θtgt becomes the reference steering maximum value θtgtmax, and a second time that is a predetermined time after the maximum time. S620: The CPU updates point P by adding a value determined based on the actual steering maximum value θactmax, the reference steering maximum value θtgtmax and the function f (=f(θactmax, θtgtmax)) to point P at that time.

[0052] The function f is as follows: R is a positive predetermined value. When θtgtmax+2·R≦θactmax: f(θactmax,θtgtmax)=+2 When θtgtmax+R≦θactmax<θtgtmax+2·R: f(θactmax,θtgtmax)=+1 When θtgtmax-R≦θactmax<θtgtmax+R: f(θactmax,θtgtmax)=0 When θtgtmax-2·R≦θactmax<θtgtmax-R: f(θactmax,θtgtmax)=-1 When θactmax<θtgtmax-2·R: f(θactmax,θtgtmax)=-2

[0053] S625: The CPU increases the number of steering samples nLTA by 1. Note that the point P and the number of steering samples nLTA are set to 0 when the host vehicle HV is shipped from the factory and are stored in the non-volatile memory of the DSECU.

[0054] Next, the CPU proceeds to S630 and determines whether the number of steering samples nLTA is equal to or greater than a predetermined threshold nth. If the number of steering samples nLTA is equal to or greater than the threshold nth, the CPU proceeds from S630 to S635 and determines the steering preference level based on the average value PAV (=P / nth) of point P, for example, as follows:

[0055] When 1.5 or less average value PAV: Steering preference level = 1 (strong) When -0.2≦average PAV<1.5: steering preference level=2 (medium) When -0.8≦average PAV<-0.2: steering preference level = 3 (weak) When the average PAV is less than -0.8: Steering preference level = 4 (very weak) That is, the larger the average value PAV, the stronger the steering preference level (approaching "1").

[0056] Next, the CPU proceeds to S640, where it sets the value of the steering preference learning flag XSG to 1. After that, the CPU proceeds to S645. Note that if the CPU determines "No" in any of steps S605, S610, and S630, it proceeds directly from the step where it determined "No" to S645.

[0057] (Accelerated preference level learning) In step S645, the CPU determines whether the acceleration preference level learning condition is met. The acceleration preference level learning condition is met when adaptive cruise control is not currently being executed (is not being executed) and the value of the acceleration preference learning flag XGG is "0."

[0058] If the acceleration preference level learning condition is met, the CPU proceeds from S645 to S650, where it determines whether the condition for acquiring the maximum actual acceleration value Gxmax is met. The maximum actual acceleration value Gxmax is the maximum value of the actual longitudinal acceleration Gx. The condition for acquiring the maximum actual acceleration value Gxmax is met when the host vehicle speed Vh is within a predetermined range and the inter-vehicle distance between the host vehicle HV and a preceding vehicle traveling immediately ahead of the host vehicle HV is within a predetermined range for a first threshold time or more, and then the preceding vehicle is no longer present.

[0059] If the conditions for obtaining the actual acceleration maximum value Gxmax are met, the CPU performs the "processing of S655 to S665" described below, and then proceeds to S670. S655: The CPU acquires, as the actual acceleration maximum value Gxmax, the maximum value (maximum value) of the actual acceleration Gx during the period from when the condition for acquiring the actual acceleration maximum value Gxmax described above is met until a predetermined time has elapsed. S660: The CPU updates point Q by adding a value (=g(Gxmax)) determined based on the actual acceleration maximum value Gxmax and the function g to point Q at that time.

[0060] The function g is as follows: G0 is a positive reference acceleration and T is a positive predetermined value. When G0+2·T≦Gxmax: g(Gxmax)=+2 G0+T≦Gxmax <G0+2·Tのとき:g(Gxmax)=+1 G0-T≦Gxmax <G0+T のとき:g(Gxmax)=0 G0-2 T≦Gxmax <G0-Tのとき:g(Gxmax)=-1 When Gxmax<-2·T: g(Gxmax)=-2

[0061] S665: The CPU increases the number of acceleration samples nACC by "1". Next, the CPU proceeds to S670 and determines whether the number of acceleration samples nACC is equal to or greater than a threshold value nth. Note that point Q and the number of acceleration samples nACC are set to "0" when the vehicle HV is shipped from the factory and are stored in the non-volatile memory of the DSECU. If the number of acceleration samples nACC is equal to or greater than the threshold value nth, the CPU proceeds from S670 to S675 and determines the acceleration preference level based on the average value QAV (=Q / nth) of point Q, for example, as follows:

[0062] When the average QAV is 1.5 or less: Acceleration preference level = 1 (strong) When -0.2≦average QAV<1.5: Acceleration preference level=2 (medium) When -0.8≦average QAV<-0.2: acceleration preference level = 3 (weak) When the average QAV is less than -0.8: Acceleration preference level = 4 (very weak) That is, the larger the average value QAV, the stronger the acceleration preference level (approaching "1").

[0063] Next, the CPU proceeds to S680, where it sets the value of the acceleration preference learning flag XGG to 1. After that, the CPU proceeds to S695, where it temporarily ends this routine. Note that if the CPU determines "No" in any of steps S645, S650, or S670, it proceeds to S695 from the step where it determined "No."

[0064] As described above, the device DS can automatically change the strength of steering assistance in the steering assistance control in accordance with the learned steering preference level of the driver, and can automatically change the strength of acceleration assistance in the acceleration assistance control in accordance with the learned acceleration preference level of the driver.

[0065] The present invention is not limited to the above-described embodiment, and various modifications can be adopted within the scope of the present invention. For example, the present invention can be applied to a vehicle that is in an autonomous driving state or a vehicle that has transitioned from an autonomous driving state to a manual driving state by a driver.

[0066] Furthermore, the present invention can be applied to "lane departure prevention control or lane change assist control," which is a steering assist control, and also to a scene in which acceleration is performed in normal constant speed traveling control, which is an acceleration assist control (for example, when constant speed traveling control is resumed after being canceled (i.e., when constant speed traveling control is resumed)). Furthermore, the device DS may be configured to be able to change only one of the "strength degree of steering assist and strength degree of acceleration assist" in accordance with the corresponding preference level.

[0067] The steering preference level may be learned based on the "position, movement amount, movement speed, lateral acceleration Gy, yaw rate, etc. of the host vehicle HV in the lane width direction" relative to the shape (curvature) of the host vehicle lane when the lane keeping control is not being executed and the driver is manually driving. Furthermore, the steering preference level may be learned based on the frequency of the driver's steering operation while the lane keeping control is being executed.

[0068] The acceleration preference level may be learned based on the "amount of accelerator pedal operation, amount of brake pedal operation, and distance from the preceding vehicle, etc." when the driver is manually driving the vehicle and the following vehicle distance control is not being executed, or may be learned based on the "frequency of acceleration operation intervention and frequency of brake intervention due to deceleration operation, etc." when the following vehicle distance control is being executed.

[0069] Furthermore, the device DS may determine an upper limit (allowable) lateral acceleration Gymax during steering assist control based on the steering preference level (see the parentheses in S330, S360, S380, and S390), and determine the steering control amount of the steering assist control so that the magnitude of the actual lateral acceleration during steering assist does not exceed the upper limit lateral acceleration. Further, the device DS may determine an upper limit (allowable) yaw rate during steering assist control based on the steering preference level, and determine the steering control amount of the steering assist control so that the magnitude of the actual yaw rate during steering assist does not exceed the upper limit yaw rate. [Explanation of symbols]

[0070] 10...driving assistance ECU, 40...powertrain ECU, 60...steering ECU.

Claims

1. Steering assist control that determines a steering control amount for automatically changing an actual steering angle of the host vehicle based on at least a driving situation of the host vehicle, and performs steering assist that changes the actual steering angle based on the steering control amount; and an acceleration assist control that determines a target acceleration for automatically changing an actual acceleration of the host vehicle based on at least the running situation, and controls the actual acceleration of the host vehicle so that the actual acceleration coincides with the target acceleration; A driving assistance control device for a vehicle equipped with a controller that executes at least one of the above as driving assistance control, The controller When the steering assist control is executed, a steering preference level representing the degree of preference for steering of the driver of the vehicle is learned based on the steering operation by the driver of the vehicle, and the steering control amount is determined based on the learned steering preference level, thereby changing the strength of the steering assist; When the acceleration assist control is executed, an acceleration preference level representing the degree of preference for acceleration of the driver of the vehicle is learned based on an acceleration / deceleration operation by the driver of the vehicle, and the intensity of the acceleration assist is changed by determining the target acceleration based on the learned acceleration preference level. Driver assistance control device.

2. The vehicle driving assistance control device according to claim 1, The controller The steering assist control is configured to execute lane keeping control that changes the steering control amount so that the host vehicle travels along a predetermined target travel line set within a lane in which the host vehicle is traveling, Furthermore, the controller A road curvature (CL) which is the curvature of the target driving line, a lateral deviation (DL) which is the distance between the target driving line and the host vehicle in the lane width direction, and a yaw angle deviation (θL) which is the angle between the tangent direction of the target driving line and the traveling direction of the host vehicle are obtained, a first term (K1·CL) which is the product of the road curvature (CL) and a first gain (K1); A second term (K2·DL) which is the product of the lateral deviation (DL) and a second gain (K2), and a third term (K3 θL) which is the product of the yaw angle deviation (θL) and a third gain (K3); The steering control amount in the lane keeping control is calculated based on the The steering assist strength degree is changed by changing the first gain, the second gain, and the third gain according to the steering preference level. Driver assistance control device.

3. The vehicle driving assistance control device according to claim 1, The controller The acceleration assist control is configured to make the host vehicle follow the preceding vehicle traveling immediately before the host vehicle so as to maintain a predetermined inter-vehicle distance between the host vehicle and the preceding vehicle, and when the preceding vehicle no longer exists while the host vehicle is following the preceding vehicle, to perform the acceleration assist until the speed of the host vehicle reaches a predetermined target vehicle speed. Driver assistance control device.

4. A driving assist control method for a vehicle, which performs at least one of the following as driving assist controls: steering assist control, which determines a steering control amount for automatically changing an actual steering angle of the host vehicle based on at least a driving situation of the host vehicle, and performs steering assist for changing the actual steering angle based on the steering control amount; and acceleration assist control, which determines a target acceleration for automatically changing an actual acceleration of the host vehicle based on at least the driving situation, and performs acceleration assist for controlling the actual acceleration of the host vehicle so that the actual acceleration of the host vehicle coincides with the target acceleration; When the steering assist control is executed, a steering preference level representing the degree of preference for steering of the driver of the vehicle is learned based on a steering operation by the driver of the vehicle, and the steering control amount is determined based on the learned steering preference level, thereby changing the strength degree of the steering assist; A driving assistance control method including the steps of, when executing the acceleration assistance control, learning an acceleration preference level that represents the degree of preference for acceleration of the driver of the vehicle based on acceleration / deceleration operations by the driver, and changing the strength of the acceleration assistance by determining the target acceleration based on the learned acceleration preference level.

5. A program to be executed by a computer installed in a vehicle, The program is written to the computer. a step of executing at least one of the following as driving assist control: steering assist control that determines a steering control amount for automatically changing an actual steering angle of the host vehicle based on at least a driving situation of the host vehicle, and performs steering assist that changes the actual steering angle based on the steering control amount; and acceleration assist control that determines a target acceleration for automatically changing an actual acceleration of the host vehicle based on at least the driving situation, and performs acceleration assist that controls the actual acceleration of the host vehicle so that the actual acceleration of the host vehicle coincides with the target acceleration; The program further causes the computer to When the steering assist control is executed, a steering preference level representing the degree of preference for steering of the driver of the vehicle is learned based on a steering operation by the driver of the vehicle, and the steering control amount is determined based on the learned steering preference level, thereby changing the strength degree of the steering assist; When the acceleration assistance control is executed, the program executes the steps of: learning an acceleration preference level that indicates the degree of the driver's preference for acceleration based on the acceleration / deceleration operations performed by the driver of the vehicle; and changing the strength of the acceleration assistance by determining the target acceleration based on the learned acceleration preference level.

Images