Vehicle control device and vehicle control method

Abstract

To provide a vehicle control device and a vehicle control method capable of setting filter characteristics by considering a travel control state of the own vehicle when performing filter processing on detection values related to the travel of the own vehicle.SOLUTION: A vehicle control device determines a type of travel control state that influences the behavior of a travel-related detection value on the basis of one or both of at least one of the travel-related detection value, a state of a driver of the own vehicle, and a surrounding state of the own vehicle, and vehicle control information of the own vehicle, sets filter characteristics for the detection value to be processed on the basis of the type of travel control state, and performs filter processing on the detection value to be processed using the filter characteristics.SELECTED DRAWING: Figure 1

Description

[Technical Field]

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

[0002] In the technology of Patent Document 1, a filter process is performed on the detected value of the relative speed between the vehicle and the preceding vehicle, and a final response requirement level is set based on the response requirement level set in accordance with the possibility of acceleration or deceleration on the road on which the vehicle and the preceding vehicle are traveling, the response requirement level set in accordance with the absolute value of the relative speed, the response requirement level set in accordance with a change in the target distance, the response requirement level set in accordance with the inter-vehicle distance, and the response requirement level set in accordance with a change in the preceding vehicle, etc., and the detection stability of the preceding vehicle by the radar is set, and the filter time constant is changed based on the response requirement level and the detection stability. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Japanese Patent Application Laid-Open No. 2008-18941 Summary of the Invention [Problem to be solved by the invention]

[0004] The technology of Patent Document 1 performs filtering on detected values ​​of the relative speed between the host vehicle and a preceding vehicle, and the filter characteristics are changed based on the state of the road on which the host vehicle is traveling and the relative relationship between the host vehicle and the preceding vehicle, regardless of the type of cruise control the host vehicle is actually performing. However, due to various factors, the cruise control state of the host vehicle may change regardless of the state of the road on which the host vehicle is traveling, or the cruise control state of the host vehicle may change regardless of the relative relationship between the preceding vehicle and the host vehicle. Therefore, when filtering is performed on detected values ​​related to the traveling of the host vehicle, the filtering must be performed taking into account the cruise control state of the host vehicle.

[0005] Therefore, the present disclosure aims to provide a vehicle control device and a vehicle control method that can set filter characteristics taking into account the driving control state of the vehicle when performing filter processing on detection values ​​related to the vehicle's driving. [Means for solving the problem]

[0006] The vehicle control device according to the present disclosure includes: a driving control state determination unit that determines a type of driving control state that affects the behavior of a driving-related detected value, which is a detected value related to the driving of the host vehicle, based on at least one of a state of a driver of the host vehicle and a state surrounding the host vehicle, and vehicle control information of the host vehicle; and A filter processing unit is provided which sets a target detection value from the driving-related detection values, which is the driving-related detection value to be processed, sets filter characteristics for the target detection value based on the type of driving control state, and performs filter processing on the target detection value using the filter characteristics.

[0007] The vehicle control method according to the present disclosure includes: a driving control state determination step of determining a type of driving control state that affects the behavior of the driving-related detected value, which is a detected value related to the driving of the host vehicle, based on at least one of the state of the driver of the host vehicle and the state of the surroundings of the host vehicle, and vehicle control information of the host vehicle; The method includes a filter processing step of setting a target detection value, which is the driving-related detection value to be processed, from the driving-related detection values, setting a filter characteristic for the target detection value based on the type of driving control state, and performing filter processing on the target detection value using the filter characteristic. [Effects of the Invention]

[0008] According to the vehicle control device and vehicle control method disclosed herein, the type of driving control state that affects the behavior of driving-related detection values, which are detection values ​​related to the driving of the vehicle, is determined, and based on the type of driving control state, filter characteristics appropriate for the type of driving control state are set, and appropriate filter processing can be performed on the detection values ​​to be processed. [Brief explanation of the drawings]

[0009] [Figure 1] 1 is a schematic block diagram of a vehicle control device according to a first embodiment. [Figure 2] 1 is a schematic hardware configuration diagram of a vehicle control device according to a first embodiment. [Figure 3] FIG. 4 is a schematic hardware configuration diagram of another example of the vehicle control device according to the first embodiment. [Figure 4] FIG. 4 is a diagram illustrating the setting of filter characteristics according to the type of driving control state according to the first embodiment. [Figure 5] FIG. 4 is a diagram illustrating the setting of filter characteristics according to the type of driving control state according to the first embodiment. [Figure 6] 5 is a diagram illustrating the setting of filter characteristics according to the type of driving control state and the level of change over time according to the first embodiment. FIG. [Figure 7] 5 is a diagram illustrating the setting of filter characteristics according to the type of driving control state and the level of change over time according to the first embodiment. FIG. [Figure 8] FIG. 4 is a diagram illustrating behavior during follow-up control according to the first embodiment. [Figure 9] FIG. 3 is a diagram illustrating behavior during lane change control according to the first embodiment. [Figure 10] FIG. 2 is a diagram for explaining a coordinate system of a host vehicle according to the first embodiment. [Figure 11] 5 is a diagram for explaining the processing of a host vehicle motion predicting unit according to the first embodiment. FIG. [Figure 12] FIG. 4 is a diagram for explaining the processing of an object motion predictor according to the first embodiment. [Figure 13] 5 is a diagram for explaining the processing of an object motion conversion unit according to the first embodiment. FIG. [Figure 14] 3 is a flowchart for explaining a schematic process of the vehicle control device according to the first embodiment. DETAILED DESCRIPTION OF THE INVENTION

[0010] 1. First Embodiment A vehicle control device 1 according to a first embodiment will be described with reference to the drawings.

[0011] As shown in FIG. 1, the vehicle is equipped with a surroundings monitoring device 31, a position detection device 32, a vehicle state detection device 33, a map information database 34, a wireless communication device 37, a vehicle control device 1, a drive control device 35, a power plant 8, an electric steering device 7, an electric braking device 9, a human interface device 36, a driver monitoring device 38, etc.

[0012] The periphery monitoring device 31 is a device such as a camera or radar that monitors the periphery of the vehicle. The radar may be a millimeter wave radar, a laser radar (LiDAR: Light Detection and Ranging), an ultrasonic radar, or the like. When multiple types of periphery monitoring devices 31 are provided, the detection results may be fused.

[0013] The position detection device 32 detects the current position (latitude, longitude, altitude) of the vehicle. A GNSS antenna that receives signals output from an artificial satellite such as a Global Navigation Satellite System (GNSS) is used as the position detection device 32. Note that the current position of the vehicle may be detected using a variety of methods in combination, such as a method using the lane number of the vehicle, a map matching method, a dead reckoning method, or a method using detected information around the vehicle.

[0014] The map information database 34 stores road information such as road shapes (e.g., number of lanes, location of each lane, shape of each lane, type of each lane, road type, speed limit, shape of intersection, etc.), road signs (speed limit signs and associated speed limits, stop signs, etc.), road markings (stop lines, crosswalks, etc.), information on highway entrances and exits, toll booths, traffic lights, etc. The shape of each lane includes the lane center position, lane width, lane curvature, curvature change rate, longitudinal inclination angle, lateral inclination angle, etc. The map information database 34 is mainly composed of a storage device. The map information database 34 may be provided in a server outside the vehicle connected to a network, and the vehicle control device 1 may obtain necessary road information from the server outside the vehicle via a wireless communication device 37.

[0015] The driver monitoring device 38 is a device such as a camera that monitors the driver's condition. Image processing and state determination processing are performed on the image of the driver captured by the camera to determine the driver's condition. For example, the presence or absence of an abnormality in the driver, such as drowsiness or loss of consciousness, and the nature of the abnormality are determined as the driver's condition. Further, the driver's condition is determined as the level of drowsiness, level of consciousness, etc. The driver monitoring device 38 may be any of various biological information monitoring devices that detect the driver's biological information, such as heart rate and blood pressure.

[0016] The wireless communication device 37 performs wireless communication with base stations, etc., using cellular wireless communication standards such as 4G and 5G. The wireless communication device 37 communicates with surrounding vehicles and roadside devices, etc., present around the vehicle, via wireless communication, to acquire various types of information.

[0017] The drive control device 35 includes a power control device, a brake control device, an automatic steering control device, a light control device, etc. The power control device controls the output of a power machine 8 such as an internal combustion engine or a motor. The brake control device controls the braking operation of an electric brake device 9. The automatic steering control device controls the electric steering device 7. The light control device controls turn signals, hazard lights, etc.

[0018] The vehicle state detection device 33 is a detection device that detects the running state of the host vehicle. The running state of the host vehicle is detected as the speed Ve, acceleration αe, traveling direction (traveling orientation) of the host vehicle, and yaw angular velocity ωe of the host vehicle. For example, the vehicle state detection device 33 may be provided with a speed sensor that detects the rotation speed of the wheels, an acceleration sensor, a direction indicator, an angular velocity sensor that detects the yaw angular velocity ωe acting on the host vehicle, and the like. The speed of the host vehicle may also be detected by other methods, such as integrating acceleration.

[0019] The human interface device 36 is a device that receives input from the driver through a speaker, a display screen, an input device, etc., and transmits information to the driver.

[0020] 1-1. Vehicle control device 1 The vehicle control device 1 includes functional units such as an information acquisition unit 51, a driving control state determination unit 52, a filter processing unit 53, a host vehicle motion prediction unit 54, an object motion prediction unit 55, an object motion conversion unit 56, a predicted value comparison and update unit 57, and a vehicle control unit 58. Each function of the vehicle control device 1 is realized by a processing circuit included in the vehicle control device 1. Specifically, as shown in Fig. 2, the vehicle control device 1 includes an arithmetic processing device 90 such as a CPU (Central Processing Unit), a storage device 91, an input / output device 92 that inputs and outputs external signals to the arithmetic processing device 90, and the like.

[0021] The arithmetic processing device 90 may be an ASIC (Application Specific Integrated Circuit), an IC (Integrated Circuit), a DSP (Digital Signal Processor), an FPGA (Field Programmable Gate Array), a GPU (Graphics Processing Unit), an AI (Artificial Intelligence) chip, various logic circuits, various signal processing circuits, etc. Furthermore, the arithmetic processing device 90 may be a plurality of the same or different types, and each process may be shared and executed. The storage device 91 may be a variety of storage devices, such as a RAM (Random Access Memory), a ROM (Read Only Memory), a flash memory, an EEPROM (Electrically Erasable Programmable Read Only Memory), a hard disk, etc.

[0022] The input / output device 92 is equipped with a communication device, an A / D converter, an input / output port, a drive circuit, etc. The input / output device 92 is connected to the surroundings monitoring device 31, the position detection device 32, the vehicle state detection device 33, the map information database 34, the driver monitoring device 38, the wireless communication device 37, the drive control device 35, the human interface device 36, etc., and communicates with these devices.

[0023] The functions of the functional units 51 to 58 of the vehicle control device 1 are realized by the arithmetic processing device 90 executing software (programs) stored in the storage device 91 and cooperating with other hardware of the vehicle control device 1, such as the storage device 91 and the input / output device 92. Various setting data used by the functional units 51 to 58 is stored in the storage device 91, such as an EEPROM.

[0024] Alternatively, the vehicle control device 1 may be provided with dedicated hardware 93 as a processing circuit, such as a single circuit, a composite circuit, a programmed processor, a parallel programmed processor, an ASIC, an FPGA, a GPU, an AI chip, or a circuit that combines these, as shown in Fig. 3. Each function of the vehicle control device 1 will be described in detail below.

[0025] 1-1-1. Information acquisition section 51 The information acquisition unit 51 acquires driving-related detection values, which are detection values ​​related to the driving of the vehicle, the state of the driver of the vehicle, the state of the surroundings of the vehicle, and vehicle control information of the vehicle. The acquisition period for each piece of information may be different. Note that if the driver monitoring device 38 is not provided, the driver's state does not need to be acquired.

[0026] <Acquisition of driving-related detection values> The information acquisition unit 51 acquires driving-related detection values. The information acquisition unit 51 acquires a detected value Ve_det of the speed of the host vehicle and a detected value ωe_det of the yaw angular velocity based on the detection information of the vehicle state detection device 33. The information acquisition unit 51 also acquires a detected value of the traveling direction (traveling orientation) of the host vehicle based on the detection information of the vehicle state detection device 33. The traveling direction of the host vehicle is the orientation of the longitudinal direction X of the host vehicle.

[0027] The information acquisition unit 51 acquires the detected value αe_det of the acceleration of the host vehicle based on the detection information from the vehicle state detection device 33 .

[0028] Furthermore, the information acquisition unit 51 acquires detected values ​​of the position coordinates (latitude, longitude, altitude) of the vehicle from the position detection device 32. The information acquisition unit 51 may acquire a detected value of the speed Ve_det, a detected value of the acceleration αe_det, and a detected value of the traveling direction of the vehicle based on the position coordinates of the vehicle. The information acquisition unit 51 may update the detected values ​​of the position coordinates based on time-series data of the detection information from the vehicle state detection device 33, for example, when the GNSS signal cannot be detected.

[0029] <Getting driver status> The information acquisition unit 51 acquires the state of the driver of the vehicle. The information acquisition unit 51 acquires the state of the driver based on information detected by the driver monitoring device 38. For example, the presence or absence of an abnormality in the driver, such as drowsiness or loss of consciousness, and the details of the abnormality are acquired as the state of the driver. Furthermore, the drowsiness level, consciousness level, etc. are acquired as the state of the driver. The information acquisition unit 51 may determine the state of the driver based on information detected by a camera, a sensor, etc. of the driver monitoring device 38.

[0030] <Acquisition of surrounding road information> The information acquisition unit 51 acquires road information around the vehicle from the map information database 34 based on the vehicle's location information acquired from the position detection device 32. The acquired road information includes road shapes (e.g., the number of lanes, the location of each lane, the shape of each lane, the type of each lane, the road type, the speed limit, the shape of intersections, etc.), road signs (speed limit signs and the associated speed limits, stop signs, etc.), road markings (stop lines, crosswalks, etc.), information on expressway entrances and exits, toll booths, traffic lights, etc. The shape of each lane includes the lane center position, lane width, lane curvature, curvature change rate, longitudinal inclination angle, lateral inclination angle, etc. The lane shape is set at each point along the longitudinal direction of the lane. The types of each lane include a main lane, a merging lane that merges into the main lane, a branch lane that branches off from the main lane, etc. The lane shape also includes the start position, end position, and length of a merging lane, and the start position, end position, and length of a branch lane.

[0031] The information acquisition unit 51 also detects the shape and type of road dividing lines, etc., based on detection information of white lines, road shoulders, etc., acquired from the periphery monitoring device 31, and determines the shape and position of each lane, the number of lanes, and the type of each lane, etc., based on the detected shape and type of road dividing lines, etc. The shape of each lane includes the center position of the lane, lane width, lane curvature, curvature change rate, etc. The type of each lane includes main lane, merging lane, etc.

[0032] Furthermore, the information acquisition unit 51 acquires information on road signs, road markings, traffic lights, highway entrances and exits, and toll gates based on the detection information acquired from the periphery monitoring device 31. The information acquisition unit 51 may acquire the current status of traffic lights and the like from an external device via wireless communication.

[0033] <Acquisition of the status of surrounding objects> The information acquisition unit 51 acquires the states of peripheral objects present around the host vehicle as the surrounding state of the host vehicle. The information acquisition unit 51 acquires a detected speed value Vs_det and a detected yaw angular velocity value ωs_det for the peripheral objects. The information acquisition unit 51 also acquires a detected relative position value RPs_det based on the position of the host vehicle and a detected relative yaw angle value θs_det based on the position of the host vehicle for the peripheral objects. The relative yaw angle θs of the peripheral object is the relative angle of the traveling direction (longitudinal direction) of the peripheral object (peripheral vehicle) with respect to the longitudinal direction X of the host vehicle. In the following, a case where the peripheral object is a moving peripheral vehicle will be described as an example. Note that the peripheral object may be various objects that are stopped or moving. When multiple peripheral objects are detected, the vehicle control device 1 performs processing for each peripheral object.

[0034] The information acquisition unit 51 acquires detection values ​​of various relative information of surrounding objects in the coordinate system of the host vehicle. As shown in Fig. 10, the coordinate system of the host vehicle is a coordinate system with the longitudinal direction X and lateral direction Y of the host vehicle as coordinate axes. In this embodiment, the origin of the coordinate system of the host vehicle is set to a representative point of the host vehicle, such as the neutral steering point.

[0035] In this embodiment, the information acquisition unit 51 acquires, based on the detection information from the periphery monitoring device 31, a relative position detection value RPs_det[RPsX_det, RPsY_det] of a peripheral object relative to the position of the host vehicle, a relative yaw angle detection value θs_det, a relative velocity detection value RVs_det[RVsX_det, RVsY_det], and a relative acceleration detection value Ras_det[RasX_det, RasY_det]. Various known methods are used to acquire these values. Here, RPsX_det is the vertical X component of the relative position detection value, and RPsY_det is the horizontal Y component of the relative position detection value. RVsX_det is the vertical X component of the relative velocity detection value, and RVsY_det is the horizontal Y component of the relative velocity detection value.

[0036] The information acquisition unit 51 calculates the detected value Vs_det of the speed of the peripheral object by adding the detected value RVs_det[RVsX_det, RVsY_det] of the relative speed of the peripheral object to the detected value Ve_det of the speed of the host vehicle. For example, the information acquisition unit 51 calculates, as the detected value Vs_det of the speed of the peripheral object, the magnitude of a vector formed by adding the vertical X-component RVsX_det of the detected value of the relative speed of the peripheral object to the detected value Ve_det of the speed of the host vehicle and the horizontal Y-component RVsY_det of the detected value of the relative speed of the peripheral object.

[0037] The information acquisition unit 51 calculates the detected acceleration value αs_det of the peripheral object by adding the detected acceleration value Ras_det[RαsX_det, RasY_det] of the peripheral object to the detected acceleration value αe_det of the host vehicle. For example, the information acquisition unit 51 calculates the detected acceleration value αs_det of the peripheral object as the magnitude of a vector consisting of a value obtained by adding the vertical X-component RasX_det of the detected acceleration of the peripheral object to the detected acceleration value αe_det of the host vehicle, and the horizontal Y-component RasY_det of the detected acceleration of the peripheral object. Here, RasX_det is the vertical X-component of the detected value of relative acceleration, and RasY_det is the horizontal Y-component of the detected value of relative acceleration.

[0038] In addition, the information acquisition unit 51 may calculate the angular velocity of change of the relative yaw angle based on time series data of the detected value θs_det of the relative yaw angle, and calculate the detected value ωs_det of the yaw angular velocity of a surrounding object by adding the detected value ωe_det of the yaw angular velocity of the vehicle to the angular velocity of change of the relative yaw angle.

[0039] Alternatively, the information acquisition unit 51 may acquire the driving conditions of surrounding vehicles, road information and traffic information around the vehicle, etc., via communication from outside the vehicle. For example, the information acquisition unit 51 may acquire the driving conditions of surrounding vehicles, road information and traffic information around the vehicle, etc., via wireless communication or the like, from surrounding vehicles or a server to which the surrounding vehicles have uploaded information. Furthermore, the information acquisition unit 51 may acquire the driving conditions of surrounding vehicles, road information, traffic information, etc., in a monitoring area via wireless communication or the like, from a roadside device such as a camera that monitors road conditions, etc.

[0040] The information acquisition unit 51 acquires lane information corresponding to the lane in which the vehicle is traveling, based on the position of the vehicle. The information acquisition unit 51 also acquires lane information corresponding to the lane in which each of the surrounding vehicles is traveling, based on the positions of each of the surrounding vehicles. The acquired lane information includes the shape, position, and type of the lane, as well as lane information for the surrounding lanes.

[0041] <Acquisition of vehicle control information> The information acquisition unit 51 acquires various types of vehicle control information of the vehicle from the vehicle control unit 58.

[0042] 1-1-2. Vehicle control unit 58 The vehicle control unit 58 controls the vehicle itself. The vehicle control unit 58 determines the target driving force, target braking force, target steering angle, operation commands for the direction indicators, etc., and transmits each determined command value to the drive control devices 35, such as the power control device, brake control device, automatic steering control device, and light control device.

[0043] The power control device controls the driving force of a power machine 8 such as an internal combustion engine or a motor based on a target driving force. The brake control device controls the braking operation of an electric brake device 9 based on a target braking force. The automatic steering control device controls the electric steering device 7 so that the steering angle follows the target steering angle. The light control device controls the turn signal according to an operation command for the turn signal.

[0044] When automatic driving or assisted driving is performed, the vehicle control unit 58 performs various driving controls based on the state of the host vehicle and the state of its surroundings, and determines the target driving force, target braking force, target steering angle, turn signal operation command, etc. For example, driving controls performed include lane keeping control, lane change control, collision avoidance control, leading vehicle following control, inter-vehicle distance control, cruise control, and evacuation driving when a driver abnormality is detected. In each driving control, one or both of speed control and steering control are performed.

[0045] For example, when autonomous driving is performed, the vehicle control unit 58 determines a target driving trajectory, and determines a target driving force, a target braking force, a target steering angle, etc. so that the vehicle follows the target driving trajectory.

[0046] Vehicle control unit 58 transmits various types of vehicle control information to driving control state determination unit 52 and the like via information acquisition unit 51. Vehicle control unit 58 may use driving-related detected values ​​after filtering by filter processing unit 53, or may use driving-related detected values ​​before filtering. In this embodiment, vehicle control unit 58 uses prediction data of surrounding objects output from prediction value comparison and update unit 57.

[0047] In addition, when the driver is driving manually, the vehicle control unit 58 determines the target driving force, target braking force, target steering angle, turn signal operation commands, etc. based on the driver's accelerator pedal operation, brake pedal operation, steering wheel operation, and turn signal operation, and transmits each determined command value to the drive control device 35.

[0048] 1-1-3. Cruise control state determination unit 52 and filter processing unit 53 The driving control state determination unit 52 determines the type of driving control state that affects the behavior of the driving-related detection value based on at least one of the driving-related detection value, which is a detection value related to the driving of the vehicle, the state of the driver of the vehicle, and the surrounding state of the vehicle, and one or both of the vehicle control information of the vehicle.

[0049] The filter processing unit 53 sets a target detection value to be processed, which is the driving-related detection value to be processed, from the driving-related detection values, sets filter characteristics for the target detection value to be processed based on the type of driving control state, and performs filter processing on the target detection value to be processed using the filter characteristics.

[0050] According to this configuration, a filter characteristic suitable for the type of driving control state is set based on the type of driving control state that affects the behavior of the driving-related detected value, and appropriate filtering can be performed on the detected value to be processed.

[0051] For example, the filter processing unit 53 refers to characteristic setting data in which filter characteristics are set in advance for each type of driving control state, and sets the filter characteristics corresponding to the determined type of driving control state.

[0052] The filter processing unit 53 sets the filter characteristics so that when the type of driving control state is one in which the time change of the detection value to be processed is large, the output value has a higher responsiveness to the input value in the filter processing than when the type of driving control state is one in which the time change of the detection value to be processed is small.

[0053] According to this configuration, when the type of driving control state is one in which the detected value to be processed changes more significantly over time, the filter characteristics are set so that the responsiveness of the filter process is higher than when the type is one in which the change over time is smaller, and the output value of the filter process can be made to follow the change over time of the detected value to be processed, thereby enabling noise reduction while responsively detecting the change over time of the detected value to be processed.On the other hand, when the type is one in which the detected value to be processed changes less significantly over time, even if the filter characteristics are set so that the responsiveness of the filter process is lower than when the type is one in which the change over time is larger, the output value of the filter process can be made to follow the change over time of the detected value to be processed, thereby enhancing the noise reduction effect.

[0054] <Filtering> The filtering process reduces noise components contained in the detection value to be processed. Filtering processes that can be performed include Kalman filters, filters using the least squares method (hereinafter referred to as least squares filters), low-pass filters, and moving average filters. Low-pass filters that can be used include first-order lag filters.

[0055] <Filter processing responsiveness> The setting parameters of the filter processing, which affect the filter characteristics such as the response of the filter processing, vary depending on the type of the filter processing.

[0056] For example, when a Kalman filter or a least-squares filter is used for filtering, the order of the mathematical model of the Kalman filter or the least-squares filter becomes the setting parameter. The mathematical model is a mathematical model that represents the relationship between the input value and the output value for filtering. When the mathematical model is a zero-order model, it is assumed that the output value is constant. When the mathematical model is a first-order model, it is assumed that the time differential value of the output value is constant. When the mathematical model is a second-order model, it is assumed that the time second differential value of the output value is constant. Therefore, as the order of the mathematical model increases, the responsiveness of the output value to the input value increases.

[0057] When a Kalman filter or a filter using the weighted least squares method is used for filtering, the standard deviation of the system noise is the setting parameter. The standard deviation of the system noise is the estimated value of the standard deviation of the noise contained in the input value. As the standard deviation of the system noise increases, the responsiveness of the output value to the input value increases.

[0058] When a low-pass filter is used for filtering, the cutoff frequency (the inverse of the time constant) is the setting parameter. As the cutoff frequency increases, the responsiveness of the output value to the input value increases.

[0059] When a moving average filter is used for filtering, the number of samples to be averaged is a setting parameter. The smaller the number of samples, the more responsive the output value becomes to the input value.

[0060] When a weighted moving average filter is used for filtering, the weights are the setting parameters: the larger the weight for a new sample, the more responsive the output value will be to the input value.

[0061] In each filtering process, the shorter the sampling period, the higher the responsiveness of the output value to the input value.

[0062] 4 shows an example of setting characteristic setting data when the detected value Ve_det of the host vehicle's speed is set as the detected value to be processed, the type of driving control state is determined to be either a constant speed control state or an acceleration / deceleration control state, and a Kalman filter is used for filter processing. The detected value Ve_det of the host vehicle's speed changes more significantly over time in the acceleration / deceleration control state than in the constant speed control state. In the constant speed control state, a zero-order model and a relatively small value of the standard deviation of the system noise are set as the filter characteristics, and in the acceleration / deceleration control state, a first-order model and a relatively large value of the standard deviation of the system noise are set as the filter characteristics.

[0063] 5 shows an example of parameter settings when the detected value ωs_det of the yaw angular velocity of the host vehicle is set as the detected value to be processed, the type of driving control state is determined to be either the steering angle maintenance control state or the steering angle change control state, and a low-pass filter is used for filtering. The time change of the detected value ωs_det of the yaw angular velocity of the host vehicle is larger in the steering angle change control state than in the steering angle maintenance control state. In the steering angle maintenance control state, a relatively small cutoff frequency and a relatively long sampling period are set as the filter characteristics, and in the steering angle change control state, a relatively large cutoff frequency and a relatively short sampling period are set as the filter characteristics.

[0064] <Setting filter characteristics according to the level of time change> The driving control state determination unit 52 may determine the level of change over time of the detection value to be processed in addition to the type of driving control state. Then, the filter processing unit 53 may set filter characteristics based on the determined type of driving control state and the level of change over time.

[0065] According to this configuration, in addition to the type of driving control state, the level of change over time of the detection value to be processed is also determined, and the filter characteristics can be set more finely and appropriately depending on the type of driving control state and the level of change over time.

[0066] The filter processing unit 53 sets the filter characteristics so that, for each type of driving control state, the responsiveness of the output value to the input value in the filter processing increases as the level of time change increases.

[0067] For example, the filter processing unit 53 refers to characteristic setting data in which filter characteristics are pre-set for each level of time change for each type of driving control state, and sets filter characteristics corresponding to the determined type of driving control state and level of time change.

[0068] The level of time change does not have to be determined for all driving control state types, and the level of time change may be determined for driving control state types with characteristics in which time change is large. For example, when the determined driving control state type is a driving control state type for which the level of time change is determined, the filter processing unit 53 also determines the level of time change and sets filter characteristics based on the determined driving control state type for which the level change is determined and the level of time change. When the determined driving control state type is not a driving control state type for which the level of time change is determined, the filter processing unit 53 sets filter characteristics based on the determined driving control state type.

[0069] 6 shows an example of setting characteristic setting data in which the detected value Ve_det of the host vehicle's speed is set as the detection value to be processed, the cruise control state type is determined to be either a constant speed control state or an acceleration / deceleration control state, the level of time change in the acceleration / deceleration control state, which is the cruise control state type for level determination, is determined to be large, medium, or small, and a Kalman filter is used for filter processing. In the constant speed control state, which is not a cruise control state type for level determination, a zero-order model and a relatively small value of the standard deviation of system noise are set as filter characteristics. In the acceleration / deceleration control state, which is a large, medium, or small level of time change, a second-order model and a relatively large value of the standard deviation of system noise, a first-order model and a medium value of the standard deviation of system noise, and a first-order model and a relatively small value of the standard deviation of system noise are set as filter characteristics, respectively. Note that the level of time change may also be determined to be large, medium, or small in the constant speed control state.

[0070] FIG. 7 shows an example of setting characteristic setting data in which the detected value ωs_det of the yaw angular velocity of the host vehicle is set as the detected value to be processed, either a steering angle maintenance control state or a steering angle change control state is determined as the type of driving control state, the level of time change in the steering angle change control state is determined as large, medium, or small change in the traveling direction over time, and a weighted moving average filter is used for filtering. In the steering angle maintenance control state, the filter characteristics are set as "the number of samples of relatively large values, a weight for new samples of intermediate values, and a sampling period for relatively large values." For the large, medium, and small levels of time change in the steering angle change control state, the filter characteristics are set as "the number of samples of relatively small values, a weight for new samples of relatively large values, and a sampling period for relatively small values," "the number of samples of intermediate values, a weight for new samples of relatively large values, and a sampling period for relatively small values," and "the number of samples of intermediate values, a weight for new samples of relatively large values, and a sampling period for relatively small values," respectively. It should be noted that even in the steering angle maintenance control state, the level of time change may be determined as large, medium, or small.

[0071] 1-1-3-1. Example of acceleration / deceleration control status and detected vehicle speed An example will be described in which the acceleration / deceleration control state is determined as the type of driving control state, and the detected value of the speed of the host vehicle is used as the detected value to be processed.

[0072] The driving control state determination unit 52 determines whether the driving control state is an acceleration / deceleration control state in which the host vehicle is accelerated or decelerated. The filter processing unit 53 sets the detected value of the host vehicle speed as a detection value to be processed, and changes the filter characteristics for the detected value of the host vehicle speed depending on whether the vehicle is in the acceleration / deceleration control state.

[0073] According to this configuration, it is possible to appropriately change the filter characteristics for the detected value of the speed of the host vehicle depending on whether or not the vehicle is in an acceleration / deceleration control state.

[0074] For example, the driving control state determination unit 52 determines whether the type of driving control state related to the speed of the vehicle is an acceleration / deceleration control state in which the vehicle is accelerated or decelerated, or a constant speed control state in which the vehicle is not accelerated or decelerated.

[0075] When the type of driving control state is an acceleration / deceleration control state in which the detected value of the speed of the host vehicle changes significantly over time, the filter processing unit 53 sets the filter characteristics so that the responsiveness of the filter processing is higher than when the type of driving control state is a constant speed control state in which the detected value of the speed of the host vehicle changes slowly over time. For example, the filter characteristics are set as shown in FIG. 4.

[0076] The driving control state determination unit 52 may determine the level of change over time in the detected value of the speed of the vehicle in addition to the type of driving control state. For example, the acceleration / deceleration control state is set as the type of driving control state for level determination. Then, when the determined type of driving control state is the acceleration / deceleration control state, the filter processing unit 53 may also determine the level of change over time in the detected value of the speed of the vehicle, and set filter characteristics corresponding to the determined acceleration / deceleration control state (acceleration / deceleration control state) and the level of change over time by referring to characteristic setting data in which filter characteristics are set in advance for each level of change over time. For example, the characteristic setting data is set as shown in FIG. 6.

[0077] <Example of judgment based on speed information, etc.> For example, the driving control state determination unit 52 determines whether or not the vehicle is in an acceleration / deceleration control state based on one or both of the detected speed value and acceleration value of the vehicle as driving-related detected values, and one or both of the speed control information or braking control information of the vehicle as vehicle control information of the vehicle.

[0078] For example, the driving control state determination unit 52 determines that the vehicle is in an acceleration / deceleration control state when the absolute value of the change in the detected speed of the vehicle per unit time is equal to or greater than a determination value, and determines that the vehicle is in a constant speed control state when the absolute value of the change in the detected speed is less than the determination value. The driving control state determination unit 52 determines that the vehicle is in an acceleration / deceleration control state when the absolute value of the detected acceleration of the vehicle is equal to or greater than the determination value, and determines that the vehicle is in a constant speed control state when the absolute value of the detected acceleration is less than the determination value. When determining that the vehicle is in an acceleration / deceleration control state, the driving control state determination unit 52 may determine that the time change level of the detected speed of the vehicle increases as the absolute value of the change in the detected speed or the absolute value of the detected acceleration increases. In this determination, speed control may be performed by the vehicle control unit 58, or speed control may be performed by the driver.

[0079] When the vehicle control unit 58 sets a target speed and controls the driving force or braking force of the host vehicle so that the speed of the host vehicle approaches the target speed, the driving control state determination unit 52 determines that the vehicle is in an acceleration / deceleration control state if the absolute value of the deviation between the target vehicle speed and the detected value of the host vehicle speed is equal to or greater than a determination value, and determines that the vehicle is in a constant speed control state if the absolute value of the speed deviation is less than the determination value. Also, the driving control state determination unit 52 determines that the vehicle is in an acceleration / deceleration control state if the absolute value of the amount of change in the target vehicle speed per unit time is equal to or greater than the determination value, and determines that the vehicle is in a constant speed control state if the absolute value of the amount of change in the target vehicle speed is less than the determination value.

[0080] Here, when determining that the vehicle is in an acceleration / deceleration control state, the driving control state determination unit 52 may determine that the time change level of the detection value of the vehicle's speed becomes higher as the absolute value of the deviation between the comparison value and the determination value becomes larger, or may determine that the time change level of the detection value of the vehicle's speed becomes higher as the absolute value of the change in the target vehicle speed per unit time becomes larger.

[0081] When the vehicle control unit 58 is controlling the braking force of the host vehicle to decelerate, the driving control state determination unit 52 determines that the vehicle is in the acceleration / deceleration control state. Here, the driving control state determination unit 52 may determine that the time change level of the detected value of the host vehicle's speed becomes higher as the braking force increases. Note that when the vehicle is not controlling the braking force of the host vehicle to decelerate, another determination method is used to determine whether the vehicle is in the acceleration / deceleration control state.

[0082] <Example of judgment when there is a preceding vehicle> The driving control state determination unit 52 determines whether or not the vehicle is in an acceleration / deceleration control state based on one or both of the driving information of the preceding vehicle traveling ahead of the vehicle as the surrounding state of the vehicle, and the vehicle control information of the vehicle as speed control information for the vehicle to follow the preceding vehicle or automatic braking information for preventing the vehicle from colliding with the preceding vehicle.

[0083] 8 shows an example of a case where the host vehicle is subjected to cruise control to follow a preceding vehicle. Until time t01, the distance between the host vehicle and the preceding vehicle is longer than the start distance of cruise control, constant speed cruise control is performed, and vehicle control unit 58 sets a target speed for constant speed cruise and controls the driving force or braking force of the host vehicle so that the speed of the host vehicle approaches the target speed. Until time t01, the speed of the host vehicle is close to the target speed, and it is determined that the host vehicle is in constant speed control mode.

[0084] At time t01, the inter-vehicle distance between the host vehicle and the preceding vehicle becomes shorter than the start distance of the follow-up cruise control, and the follow-up cruise control for the preceding vehicle is initiated. The vehicle control unit 58 sets a target speed for following the preceding vehicle and controls the driving force or braking force of the host vehicle so that the host vehicle's speed approaches the target speed. The cruise control state determination unit 52 determines that the vehicle is in the acceleration / deceleration control state if the absolute value of the deviation between the target vehicle speed and the detected value of the host vehicle's speed is equal to or greater than a determination value during the execution of the follow-up cruise control, and determines that the vehicle is in the constant speed control state if the absolute value of the deviation is less than the determination value. The cruise control state determination unit 52 determines that the vehicle is in the acceleration / deceleration control state from time t01 to time t02, and determines that the vehicle is in the constant speed control state from time t02 onwards. Note that the cruise control state determination unit 52 may determine that the vehicle is in the acceleration / deceleration control state if the absolute value of the deviation between the target vehicle speed and the detected value of the host vehicle's speed is less than the determination value, but if the absolute value of the change in the target vehicle speed per unit time is equal to or greater than the determination value. Furthermore, when determining that the vehicle is in an acceleration / deceleration control state, the driving control state determination unit 52 may determine that the level of change over time in the detected value of the vehicle's speed increases as the absolute value of the deviation between the target vehicle speed and the detected value of the vehicle's speed increases, or may determine that the level of change over time in the detected value of the vehicle's speed increases as the absolute value of the change in the target vehicle speed per unit time increases.

[0085] Next, a case where automatic braking is performed to prevent the host vehicle from colliding with the preceding vehicle will be described. The vehicle control unit 58 sets a target braking force to prevent the host vehicle from colliding with the preceding vehicle, and controls the braking force of the host vehicle so that the braking force of the host vehicle approaches the target braking force. The cruise control state determination unit 52 determines that the acceleration / deceleration control state is in effect when automatic braking is being performed to prevent the host vehicle from colliding with the preceding vehicle. Here, the cruise control state determination unit 52 may determine that the time change level of the detected value of the host vehicle's speed increases as the target braking force or the braking force increases. Note that when automatic braking is not being performed, another determination method is used to determine whether the acceleration / deceleration control state is in effect.

[0086] Next, a case where the determination is made using the driving information of the preceding vehicle will be described. When the inter-vehicle distance between the host vehicle and the preceding vehicle becomes less than the determination distance, the vehicle control unit 58 determines that the host vehicle is in the acceleration / deceleration control state because there is a high possibility that the host vehicle will decelerate to maintain the inter-vehicle distance. The determination distance is changed according to the speed of the host vehicle or the preceding vehicle. Here, the driving control state determination unit 52 may determine that the time change level of the detected value of the host vehicle's speed becomes higher as the inter-vehicle distance becomes smaller. Note that when the inter-vehicle distance is equal to or greater than the determination distance, another determination method is used to determine whether the acceleration / deceleration control state is in the state.

[0087] <Example of judgment when there is an intervening vehicle> The driving control state determination unit 52 determines whether or not the vehicle is in an acceleration / deceleration control state based on one or both of the following: driving information of another vehicle (also called a cutting-in vehicle) changing lanes from an adjacent lane to ahead of the vehicle, which is the surrounding state of the vehicle; and vehicle control information of the vehicle, which is speed control information for the vehicle to follow the other vehicle that has changed lanes or automatic braking information for preventing the vehicle from colliding with the other vehicle (cutting-in vehicle).

[0088] A case where speed control is performed so that the host vehicle can follow a cutting-in vehicle will be described. When it is determined that an adjacent vehicle traveling in an adjacent lane to the host vehicle is moving ahead of the host vehicle, the vehicle control unit 58 sets a target speed while the cutting-in vehicle is changing lanes, and controls the driving force or braking force of the host vehicle so that the host vehicle's speed approaches the target speed, so that the host vehicle can follow the cutting-in vehicle while maintaining a sufficient inter-vehicle distance between the other vehicle (cutting-in vehicle) changing lanes. The cruise control state determination unit 52 determines that the vehicle is in an acceleration / deceleration control state when the absolute value of the deviation between the target vehicle speed and the detected value of the host vehicle's speed is equal to or greater than a determination value during execution of cruise control to follow the cutting-in vehicle, and determines that the vehicle is in a constant speed control state when the absolute value of the deviation is less than the determination value. Note that the cruise control state determination unit 52 may also determine that the vehicle is in an acceleration / deceleration control state when the absolute value of the deviation between the target vehicle speed and the detected value of the host vehicle's speed is less than the determination value, but when the absolute value of the change in the target vehicle speed per unit time is equal to or greater than the determination value. Furthermore, when determining that the vehicle is in an acceleration / deceleration control state, the driving control state determination unit 52 may determine that the level of change over time in the detected value of the vehicle's speed increases as the absolute value of the deviation between the target vehicle speed and the detected value of the vehicle's speed increases, or may determine that the level of change over time in the detected value of the vehicle's speed increases as the absolute value of the change in the target vehicle speed per unit time increases.

[0089] Next, a case where automatic braking is performed to prevent the host vehicle from colliding with the cutting-in vehicle will be described. The vehicle control unit 58 sets a target braking force to prevent the host vehicle from colliding with the cutting-in vehicle, and controls the braking force of the host vehicle so that the braking force of the host vehicle approaches the target braking force. The driving control state determination unit 52 determines that the acceleration / deceleration control state is in effect when automatic braking is being performed to prevent the host vehicle from colliding with the cutting-in vehicle. Here, the driving control state determination unit 52 may determine that the time change level of the detected value of the host vehicle's speed increases as the target braking force or the braking force increases. Note that when automatic braking is not being performed, another determination method is used to determine whether the acceleration / deceleration control state is in effect.

[0090] Next, a case where the determination is made using the travel information of the cutting-in vehicle will be described. When the inter-vehicle distance between the host vehicle and the cutting-in vehicle becomes less than the determination distance, the vehicle control unit 58 determines that the host vehicle is in the acceleration / deceleration control state because there is a high possibility that the host vehicle will decelerate to maintain the inter-vehicle distance. The determination distance varies depending on the speed of the host vehicle or the cutting-in vehicle. Here, the travel control state determination unit 52 may determine that the time change level of the detected value of the host vehicle's speed increases as the inter-vehicle distance decreases. Note that when the inter-vehicle distance is equal to or greater than the determination distance, another determination method is used to determine whether the acceleration / deceleration control state is in the state.

[0091] <Example of judgment when there is an intersecting vehicle> The driving control state determination unit 52 determines whether or not the vehicle is in an acceleration / deceleration control state based on one or both of the driving information of an intersecting vehicle traveling in an intersecting lane that intersects with the vehicle's own lane and the automatic braking information for preventing the vehicle's own vehicle from colliding with the intersecting vehicle as vehicle control information of the vehicle.

[0092] When it is determined that an intersecting vehicle traveling in an intersecting lane that intersects the host vehicle may collide with the host vehicle at an intersection, the vehicle control unit 58 sets a target speed or target braking force so that the host vehicle will not collide with the intersecting vehicle at the intersection, and controls the driving force or braking force of the host vehicle so that the speed of the host vehicle approaches the target speed, or controls the braking force of the host vehicle so that the braking force of the host vehicle approaches the target braking force. The cruise control state determination unit 52 determines that the host vehicle is in an acceleration / deceleration control state when speed control or automatic braking is being performed to prevent the host vehicle from colliding with the intersecting vehicle. Here, the cruise control state determination unit 52 may determine that the time change level of the detected speed of the host vehicle increases as the absolute value of the deviation between the target vehicle speed and the detected speed of the host vehicle increases, or as the target braking force or braking force increases. Note that when speed control or automatic braking is not being performed, another determination method is used to determine whether the host vehicle is in an acceleration / deceleration control state.

[0093] Next, a case where the determination is made using the driving information of an intersecting vehicle will be described. If the predicted inter-vehicle distance between the host vehicle and the intersecting vehicle when the host vehicle or the intersecting vehicle reaches the intersection is less than the determination distance, the vehicle control unit 58 determines that the host vehicle is in the acceleration / deceleration control state because there is a high possibility that the host vehicle will decelerate to avoid a collision with the intersecting vehicle. The determination distance is changed according to the speed of the host vehicle or the intersecting vehicle. Here, the driving control state determination unit 52 may determine that the time change level of the detected value of the host vehicle's speed increases as the predicted inter-vehicle distance decreases. Note that if the predicted inter-vehicle distance is equal to or greater than the determination distance, another determination method is used to determine whether the acceleration / deceleration control state is in the state.

[0094] 1-1-3-2. Example of steering angle change control status and detected values ​​of vehicle yaw angular velocity and steering angle An example will be described in which the steering angle change control state is determined as the type of driving control state, and one or both of the detected value of the yaw angular velocity of the host vehicle and the detected value of the steering angle of the host vehicle are used as the detected value to be processed.

[0095] The driving control state determination unit 52 determines whether the vehicle is in a steering angle change control state in which steering is performed to change the traveling direction of the vehicle. The filter processing unit 53 sets one or both of the detected value of the yaw angular velocity of the vehicle and the detected value of the steering angle of the vehicle as detection values ​​to be processed, and changes the filter characteristics for one or both of the detected value of the yaw angular velocity of the vehicle and the detected value of the steering angle of the vehicle depending on whether the vehicle is in the steering angle change control state.

[0096] According to this configuration, it is possible to appropriately change the filter characteristics for one or both of the detected value of the yaw angular velocity and the detected value of the steering angle depending on whether or not the steering angle change control state is in effect.

[0097] For example, the driving control state determination unit 52 determines whether the driving control state related to the yaw angular velocity and steering angle is a steering angle change control state in which steering is performed to change the direction of travel of the vehicle, or a steering angle maintenance control state in which the direction of travel of the vehicle is not changed.

[0098] When the type of driving control state is the steering angle change control state, the filter processing unit 53 sets the filter characteristics so that the responsiveness of the filter processing is higher than when the type of driving control state is the steering angle maintenance control state. For example, the filter characteristics are set as shown in FIG. 5.

[0099] The driving control state determination unit 52 may determine the level of change over time in the detected value of the yaw angular velocity or the detected value of the steering angle of the vehicle in addition to the type of driving control state. For example, the steering angle change control state is set as the type of driving control state for level determination. Then, when the determined type of driving control state is the steering angle change control state, the filter processing unit 53 may also determine the level of change over time in the detected value of the yaw angular velocity or the detected value of the steering angle of the vehicle, and set filter characteristics corresponding to the driving control state (steering angle change control state) and the level of change over time for the determined level determination by referring to characteristic setting data in which filter characteristics are preset for each level of change over time. For example, the characteristic setting data is set as shown in FIG. 7.

[0100] <Example of determination based on yaw angular velocity and steering angle information, etc.> For example, the driving control state determination unit 52 determines whether or not the vehicle is in a steering angle change control state based on one or both of the detection value of the yaw angular velocity of the vehicle and the detection value of the steering angle of the vehicle as driving-related detection values, and the steering control information of the vehicle as vehicle control information of the vehicle.

[0101] For example, the driving control state determination unit 52 determines that the vehicle is in the steering angle change control state when the absolute value of the change in the detected value of the yaw angular velocity of the vehicle per unit time is equal to or greater than a determination value, and determines that the vehicle is in the steering angle maintenance control state when the absolute value of the change in the detected value of the yaw angular velocity of the vehicle per unit time is less than the determination value. The driving control state determination unit 52 determines that the vehicle is in the steering angle change control state when the absolute value of the change in the detected value of the steering angle of the vehicle per unit time is equal to or greater than the determination value, and determines that the vehicle is in the steering angle maintenance control state when the absolute value of the change in the detected value of the steering angle of the vehicle per unit time is less than the determination value. The steering angle and yaw angular velocity are zero when the vehicle is traveling straight, positive values ​​when the vehicle is steering to the left of traveling straight, and negative values ​​when the vehicle is steering to the right of traveling straight.

[0102] Here, when determining that the vehicle is in the steering angle change control state, the driving control state determination unit 52 may determine that the time change levels of the detected yaw angular velocity of the vehicle and the detected steering angle of the vehicle increase as the absolute value of the change in the detected yaw angular velocity per unit time or the absolute value of the change in the detected steering angle per unit time increases. In this determination, steering control may be performed by the vehicle control unit 58 or by the driver.

[0103] When the vehicle control unit 58 sets a target steering angle and controls the steering force using the motor so that the steering angle of the vehicle approaches the target steering angle, the driving control state determination unit 52 determines that the vehicle is in a steering angle change control state if the absolute value of the change in the target steering angle or the detected value of the steering angle per unit time is greater than or equal to the determination value, and determines that the vehicle is in a steering angle maintenance control state if the absolute value of the change in the target steering angle or the detected value of the steering angle per unit time is less than the determination value.

[0104] Here, when determining that the steering angle change control state is in effect, the driving control state determination unit 52 may determine that the time change level of the detected value of the yaw angular velocity of the vehicle and the detected value of the steering angle of the vehicle increases as the absolute value of the amount of change per unit time of the target steering angle or the detected value of the steering angle increases. The filter processing unit 53 may set filter characteristics such that the responsiveness of the filter processing increases as the time change level increases.

[0105] <Example of lane change judgment> The driving control state determination unit 52 determines whether or not the vehicle is in a steering angle change control state based on one or both of the distance of the vehicle to the boundary line of the vehicle's lane, which is a driving-related detection value, and steering control information for maintaining the vehicle in lane or changing lanes, which is vehicle control information for the vehicle.

[0106] FIG. 9 shows an example in which the host vehicle changes lanes to an adjacent lane. Until time t11, the vehicle control unit 58 performs lane keeping control to keep the host vehicle in the host lane (a straight lane in this example) with a small curvature change rate. The vehicle control unit 58 sets a target steering angle for keeping the host vehicle in the host lane and controls the steering force of the host vehicle so that the steering angle of the host vehicle approaches the target steering angle. The target steering angle is set near zero, which is close to straight driving, and the detected value of the yaw angular velocity is near zero. The driving control state determination unit 52 determines that the vehicle is in the steering angle maintenance control state because the vehicle control unit 58 has set a target steering angle for keeping the host vehicle in the host lane with a small curvature change rate. For example, the driving control state determination unit 52 determines that the vehicle is in the steering angle maintenance control state when the vehicle control unit 58 is performing lane keeping control and the absolute value of the curvature change rate of the host lane is equal to or less than a determination value. In addition, the driving control state determination unit 52 may determine that the steering angle change control state is in effect when the vehicle control unit 58 is performing lane keeping control and the absolute value of the curvature change rate of the own lane is greater than the determination value.

[0107] In the steering angle maintenance control state, the filter processing unit 53 sets the filter characteristics so that the responsiveness of the filter processing is lower than in the steering angle change control state. Even if the change in the detected value of the yaw angular velocity is small during lane keeping control for the own lane with a small curvature change rate and the responsiveness of the filter processing is reduced, the output value of the filter processing can be made to follow the time change in the detected value of the yaw angular velocity, thereby improving the noise reduction effect.

[0108] From time t11 to time t13, the vehicle control unit 58 performs lane change control, sets a target steering angle for the host vehicle to change lanes to the adjacent lane on the left, and controls the steering force of the host vehicle so that the steering angle of the host vehicle approaches the target steering angle. From time t11 to time t12, the target steering angle is changed to the left in order to change the traveling direction of the host vehicle to the left, and the detected value of the yaw angular velocity changes from 0 to the positive side. From time t12 to time t13, the target steering angle is changed to the right in order to return the traveling direction of the host vehicle to the right, and the detected value of the yaw angular velocity changes from 0 to the negative side. The driving control state determination unit 52 determines that the vehicle is in the steering angle change control state because the vehicle control unit 58 has set a target steering angle for lane change. In the steering angle change control state, the filter processing unit 53 sets filter characteristics so that the responsiveness of the filter processing is higher than in the steering angle maintenance control state. It may be determined that the time change level increases as the degree of change in the target steering angle increases. Although the change in the detected value of the yaw angular velocity increases during lane change control, the response of the filtering process is improved, so that the change over time in the detected value of the yaw angular velocity can be detected with good response while reducing noise.

[0109] After time t13, the vehicle control unit 58 has completed the lane change, and is again performing lane keeping control to the vehicle's own lane, which has a small curvature change rate, and the driving control state determination unit 52 determines that the steering angle maintenance control state is in effect.

[0110] Furthermore, the cruise control state determination unit 52 determines whether the vehicle is in the steering angle change control state based on the distance of the vehicle to the boundary line of the host lane, which is a cruise-related detection value. The host lane is determined to be the lane on which the representative point of the host vehicle is located. For example, the cruise control state determination unit 52 determines that the vehicle is in the steering angle change control state when the distance of the host vehicle to the boundary line on the left or right side of the host lane is outside the normal distance range corresponding to when the host vehicle is traveling in the center of the host lane. The cruise control state determination unit 52 may determine that the vehicle is in the steering angle maintenance control state when the distance of the host vehicle to the boundary line on the left or right side of the host lane is within the normal distance range, or may determine that the vehicle is in the steering angle maintenance control state or the steering angle change control state using another determination method.

[0111] <Example of judgment taking into account surrounding vehicles> The cruise control state determination unit 52 determines whether or not the vehicle is in a steering angle change control state based on one or both of the following: driving information of one or both of a preceding vehicle and a following vehicle traveling in front and behind the vehicle, and driving information of an adjacent vehicle traveling in an adjacent lane to the vehicle, as the surrounding state of the vehicle; and steering control information for changing lanes in response to the surrounding vehicles, as the vehicle control information of the vehicle. If the vehicle is determined to be in a steering angle change control state, there is a high possibility that normal steering will be performed, and therefore the cruise control state determination unit 52 may determine that the time change levels of the detected value of the yaw angular velocity and the detected value of the steering angle of the vehicle are medium.

[0112] For example, the cruise control state determination unit 52 determines whether there is a possibility that the host vehicle will change lanes to an adjacent lane to avoid the preceding vehicle or the following vehicle, based on the travel information of one or both of the preceding vehicle and the following vehicle, and if there is a possibility, determines that the vehicle is in the steering angle change control state. If there is no possibility, the cruise control state determination unit 52 may determine that the vehicle is in the steering angle maintenance control state, or may determine that the vehicle is in the steering angle maintenance control state or the steering angle change control state using another determination method.

[0113] Further, for example, the driving control state determination unit 52 determines whether or not there is a possibility that the host vehicle will change lanes to avoid the adjacent vehicle based on driving information of an adjacent vehicle traveling in an adjacent lane to the host vehicle, and if there is a possibility, determines that the vehicle is in the steering angle change control state. If there is no possibility, the driving control state determination unit 52 may determine that the vehicle is in the steering angle maintenance control state, or may determine that the vehicle is in the steering angle maintenance control state or the steering angle change control state using another determination method.

[0114] The travel information of other vehicles such as the preceding vehicle, the following vehicle, and the adjacent vehicle includes the speed and acceleration of the other vehicles, as well as the inter-vehicle distance, relative speed, and relative acceleration between the subject vehicle and the other vehicles.

[0115] Further, for example, the driving control state determination unit 52 determines that the vehicle is in the steering angle change control state when the vehicle control unit 58 is performing lane change control to avoid a vehicle around the host vehicle. The driving control state determination unit 52 may determine that the vehicle is in the steering angle maintenance control state when lane change control is not being performed, or may determine that the vehicle is in the steering angle maintenance control state or the steering angle change control state using another determination method. It may also be determined that the time change level increases as the degree of change in the target steering angle increases.

[0116] <Example of judgment that takes into account collision prevention with preceding vehicles> The cruise control state determination unit 52 determines whether or not the vehicle is in a steering angle change control state based on one or both of the following: driving information of a preceding vehicle traveling ahead of the vehicle as the surrounding state of the vehicle; and steering control information for preventing the vehicle from colliding with the preceding vehicle as the vehicle control information of the vehicle. If the vehicle is determined to be in a steering angle change control state based on this determination, there is a possibility that sudden steering will occur, and therefore the cruise control state determination unit 52 may determine that the time change levels of the detected value of the yaw angular velocity and the detected value of the steering angle of the vehicle are large.

[0117] For example, the cruise control state determination unit 52 determines whether or not there is a possibility that the host vehicle will steer to prevent a collision with the preceding vehicle based on the travel information of the preceding vehicle, and if there is a possibility, determines that the vehicle is in the steering angle change control state. If there is no possibility, the cruise control state determination unit 52 may determine that the vehicle is in the steering angle maintenance control state, or may use another determination method to determine that the vehicle is in the steering angle maintenance control state or the steering angle change control state.

[0118] Further, for example, the driving control state determination unit 52 determines that the steering angle change control state is in effect when the vehicle control unit 58 is performing steering control to prevent the host vehicle from colliding with a preceding vehicle. The driving control state determination unit 52 may determine that the steering angle maintenance control state is in effect when steering control to prevent a collision is not being performed, or may use another determination method to determine that the steering angle maintenance control state or the steering angle change control state is in effect. It may also be determined that the time change level increases as the degree of change in the target steering angle increases.

[0119] <Example of judgment that takes into account collision prevention with intersecting vehicles> The cruise control state determination unit 52 determines whether or not the vehicle is in a steering angle change control state based on one or both of the following: travel information of an intersecting vehicle traveling in an intersecting lane that intersects the host vehicle's lane, which is the surrounding state of the host vehicle; and steering control information for preventing the host vehicle from colliding with the intersecting vehicle, which is the vehicle control information of the host vehicle. If the vehicle is determined to be in a steering angle change control state based on this determination, there is a possibility that sudden steering will occur, and therefore the cruise control state determination unit 52 may determine that the time change levels of the detected value of the yaw angular velocity and the detected value of the steering angle of the host vehicle are large.

[0120] For example, the driving control state determination unit 52 determines whether or not there is a possibility that the host vehicle will steer to prevent a collision with the intersecting vehicle based on the driving information of the intersecting vehicle, and if there is a possibility, determines that the vehicle is in the steering angle change control state. If there is no possibility, the driving control state determination unit 52 may determine that the vehicle is in the steering angle maintenance control state, or may use another determination method to determine that the vehicle is in the steering angle maintenance control state or the steering angle change control state.

[0121] Also, for example, the driving control state determination unit 52 determines that the vehicle is in the steering angle change control state when the vehicle control unit 58 is performing steering control to prevent the vehicle from colliding with an intersecting vehicle. The driving control state determination unit 52 may determine that the vehicle is in the steering angle maintenance control state when the vehicle control unit 58 is not performing steering control to prevent the vehicle from colliding with an intersecting vehicle, or may determine that the vehicle is in the steering angle maintenance control state or the steering angle change control state using another determination method. It may also be determined that the time change level increases as the degree of change in the target steering angle increases.

[0122] 1-1-3-3. Example of when both steering angle change control state and steering angle change control state are determined The driving control state determination unit 52 determines whether the driving control state is an acceleration / deceleration control state in which the host vehicle is accelerated or decelerated, and whether the driving control state is a steering angle change control state in which steering is performed to change the traveling direction of the host vehicle. The filter processing unit 53 sets at least one of the detected value of the host vehicle's speed, the detected value of the host vehicle's yaw angular velocity, and the detected value of the host vehicle's steering angle as a detection value to be processed, and changes a filter characteristic for at least one of the detected value of the host vehicle's speed, the detected value of the host vehicle's yaw angular velocity, and the detected value of the steering angle of the host vehicle depending on whether the driving control state is an acceleration / deceleration control state or a steering angle change control state.

[0123] According to this configuration, the filter characteristics for at least one of the detected values ​​of the speed of the vehicle, the detected value of the yaw angular velocity of the vehicle, and the detected value of the steering angle of the vehicle can be appropriately changed depending on whether the vehicle is in an acceleration / deceleration control state or not, and whether the vehicle is in a steering angle change control state or not.

[0124] For example, the driving control state determination unit 52 determines whether the driving control state related to the yaw angular velocity and steering angle is an acceleration / deceleration control state or a constant speed control state, and whether the steering angle change control state or the steering angle maintenance control state.

[0125] When the driving control state type is an acceleration / deceleration control state, the filter processing unit 53 sets the filter characteristics so that the responsiveness of the filter processing is higher than when the driving control state type is a constant speed control state.When the driving control state type is a steering angle change control state, the filter processing unit 53 sets the filter characteristics so that the responsiveness of the filter processing is higher than when the driving control state type is a steering angle maintenance control state.

[0126] In addition to the type of driving control state, the driving control state determination unit 52 may also determine the level of time change of at least one of the detected value of the vehicle's speed, the detected value of the vehicle's yaw angular velocity, and the detected value of the vehicle's steering angle.

[0127] <Example of judgment while driving on a curved road> The driving control state determination unit 52 determines whether the vehicle is in an acceleration / deceleration control state and whether the vehicle is in a steering angle change control state based on one or both of the curve road information of the vehicle's lane as the surrounding state of the vehicle and the speed control information and steering control information for maintaining the lane while driving on a curve road as the vehicle control information of the vehicle.

[0128] For example, the cruise control state determination unit 52 determines whether the vehicle is in the acceleration / deceleration control state and whether the vehicle is in the steering angle change control state based on one or both of the curvature and the curvature change rate of the host lane. The cruise control state determination unit 52 determines whether the vehicle is in the steering angle change control state when the absolute value (maximum value) of the curvature change rate of the host lane within a predetermined distance range from the host vehicle is equal to or greater than a determination value. The cruise control state determination unit 52 may determine whether the vehicle is in the steering angle maintenance control state when the absolute value of the curvature change rate is less than the determination value, or may use another determination method to determine whether the vehicle is in the steering angle maintenance control state or the steering angle change control state. The cruise control state determination unit 52 determines whether the vehicle is in the acceleration / deceleration control state when the absolute value (maximum value) of the curvature of the host lane within a predetermined distance range from the host vehicle is equal to or greater than the determination value. As the curvature increases, deceleration becomes necessary. The cruise control state determination unit 52 may determine whether the vehicle is in the constant speed control state when the absolute value of the curvature is less than the determination value, or may use another determination method to determine whether the vehicle is in the constant speed control state or the acceleration / deceleration control state. It may be determined that the time change level increases as the absolute value of the curvature change rate or the absolute value of the curvature increases.

[0129] Further, for example, the driving control state determination unit 52 determines that the vehicle is in the acceleration / deceleration control state when the vehicle control unit 58 is performing acceleration / deceleration control for lane keeping while traveling on a curved road. The driving control state determination unit 52 may determine that the vehicle is in the constant speed control state when acceleration / deceleration control for lane keeping is not being performed, or may use another determination method to determine that the vehicle is in the constant speed control state or the acceleration / deceleration control state. The driving control state determination unit 52 determines that the vehicle is in the steering angle change control state when the vehicle control unit 58 is changing the target steering angle for lane keeping while traveling on a curved road. The driving control state determination unit 52 may determine that the vehicle is in the steering angle maintenance control state when the target steering angle is not changing for lane keeping, or may use another determination method to determine that the steering angle maintenance control state or the steering angle change control state is in. It may also be determined that the time change level increases as the degree of change in the target speed or the target steering angle increases.

[0130] <Examples of judgment at highway entrances and junctions> The driving control state determination unit 52 determines whether the vehicle is in an acceleration / deceleration control state and whether the vehicle is in a steering angle change control state based on one or both of the following: information on the entrance / exit or merging road information of the expressway on the vehicle's lane as the surrounding state of the vehicle; and information on the speed control and steering control information at the entrance / exit or merging road information of the expressway as the vehicle control information of the vehicle.

[0131] For example, when the host vehicle is traveling within a predetermined distance range that includes an on-ramp or a merging / demerging road of a highway, the cruise control state determination unit 52 determines that the host vehicle is in the acceleration / deceleration control state and that the host vehicle is in the steering angle change control state. When the host vehicle is not traveling within a predetermined distance range that includes an on-ramp or a merging / demerging road of a highway, the cruise control state determination unit 52 may use another determination method to determine that the host vehicle is in the steering angle maintenance control state or the steering angle change control state and that the host vehicle is in the constant speed control state or the acceleration / deceleration control state.

[0132] Further, for example, the driving control state determination unit 52 determines that the vehicle is in the acceleration / deceleration control state when the vehicle control unit 58 is performing acceleration / deceleration control to travel through an expressway entrance / exit or merging / merging road. The driving control state determination unit 52 may use another determination method to determine that the vehicle is in the constant speed control state or the acceleration / deceleration control state when the vehicle control unit 58 is not performing acceleration / deceleration control to travel through an expressway entrance / exit or merging / merging road. The driving control state determination unit 52 determines that the vehicle is in the steering angle change control state when the target steering angle is being changed to travel through an expressway entrance / exit or merging / merging road. The driving control state determination unit 52 may use another determination method to determine that the steering angle maintenance control state or the steering angle change control state when the target steering angle is not being changed to travel through an expressway entrance / exit or merging / merging road. It may also be determined that the time change level increases as the degree of change in the target speed or target steering angle increases.

[0133] <Example of judgment when driver is abnormal> The driving control state determination unit 52 determines whether the vehicle is in an acceleration / deceleration control state and whether the vehicle is in a steering angle change control state based on the driver's state and one or both of the speed control information and steering control information for performing evacuation operation of the vehicle when an abnormality in the driver is detected, which are vehicle control information for the vehicle.

[0134] For example, when the driver monitoring device 38 detects an abnormality in the driver, the driving control state determination unit 52 determines that the vehicle is in the acceleration / deceleration control state and the steering angle change control state. When no abnormality in the driver is detected, the driving control state determination unit 52 may use another determination method to determine that the vehicle is in the steering angle maintenance control state or the steering angle change control state, and the vehicle is in the constant speed control state or the acceleration / deceleration control state. It may also be determined that the time change level increases as the driver's abnormality level, such as the level of drowsiness or loss of consciousness, increases.

[0135] Further, for example, the driving control state determination unit 52 determines that the vehicle is in the acceleration / deceleration control state when the vehicle control unit 58 is performing acceleration / deceleration control for performing an evacuation operation of the host vehicle upon detecting a driver abnormality. The driving control state determination unit 52 may determine that the vehicle is in the constant speed control state or the acceleration / deceleration control state using another determination method when acceleration / deceleration control for an evacuation operation is not being performed. The driving control state determination unit 52 determines that the vehicle is in the steering angle change control state when the vehicle control unit 58 is changing the target steering angle for performing an evacuation operation of the host vehicle upon detecting a driver abnormality. The driving control state determination unit 52 may determine that the vehicle is in the steering angle maintenance control state or the steering angle change control state using another determination method when the target steering angle is not being changed for an evacuation operation. During an evacuation operation, speed control and steering control are performed to stop the host vehicle in a relatively safe place such as a road shoulder. It may be determined that the time change level increases as the degree of change in the target speed or the target steering angle increases.

[0136] <Example of judgment when driving on a slope> The driving control state determination unit 52 determines whether the vehicle is in an acceleration / deceleration control state and whether the vehicle is in a steering angle change control state based on one or both of the inclination angle of the vehicle's lane as the vehicle's surrounding state and the speed control information and steering control information for maintaining the vehicle in its lane while driving on an inclined road as vehicle control information for the vehicle.

[0137] For example, the driving control state determination unit 52 determines whether the vehicle is in the acceleration / deceleration control state and whether the vehicle is in the steering angle change control state based on one or both of the longitudinal inclination angle and the lateral inclination angle of the host lane. The driving control state determination unit 52 determines whether the vehicle is in the acceleration / deceleration control state when the absolute value (maximum value) of the longitudinal inclination angle of the host lane within a predetermined distance range from the host vehicle is equal to or greater than a determination value. The driving control state determination unit 52 may determine whether the vehicle is in the constant speed control state when the absolute value of the longitudinal inclination angle is less than the determination value, or may use another determination method to determine whether the vehicle is in the constant speed control state or the acceleration / deceleration control state. The driving control state determination unit 52 determines whether the vehicle is in the steering angle change control state when the absolute value (maximum value) of the lateral inclination angle of the host lane within a predetermined distance range from the host vehicle is equal to or greater than a determination value. The driving control state determination unit 52 may determine whether the vehicle is in the steering angle maintenance control state when the absolute value of the lateral inclination angle is less than the determination value, or may use another determination method to determine whether the vehicle is in the steering angle maintenance control state or the steering angle change control state. It may be determined that the time change level increases as the absolute value of the tilt angle in the vertical direction or the absolute value of the tilt angle in the horizontal direction increases.

[0138] Further, for example, the driving control state determination unit 52 determines that the vehicle is in the acceleration / deceleration control state when the vehicle control unit 58 is performing acceleration / deceleration control for lane keeping while traveling on a slope. The driving control state determination unit 52 may determine that the vehicle is in the constant speed control state when acceleration / deceleration control for lane keeping is not being performed, or may use another determination method to determine that the vehicle is in the constant speed control state or the acceleration / deceleration control state. The driving control state determination unit 52 determines that the vehicle is in the steering angle change control state when the vehicle control unit 58 is changing the target steering angle for lane keeping while traveling on a slope. The driving control state determination unit 52 may determine that the vehicle is in the steering angle maintenance control state when the target steering angle is not changing for lane keeping, or may use another determination method to determine that the vehicle is in the steering angle maintenance control state or the steering angle change control state. It may also be determined that the time change level increases as the degree of change in the target speed or the target steering angle increases.

[0139] 1-1-4. Vehicle movement prediction unit 54 As shown in FIG. 11 , the host vehicle motion prediction unit 54 predicts the host vehicle's movement amount ΔLe and the host vehicle's yaw angle change amount Δθe from the previous target time t(k-1) to the current target time t(k) based on the host vehicle's speed detection value Ve_det(k-1) and the host vehicle's yaw angular velocity detection value ωe_det(k-1) acquired at the previous target time t(k-1). The current target time is set to a time different from the previous target time. In this embodiment, the current target time t(k) is set to a time later than the previous target time t(k-1). Note that the current target time may also be set to a time earlier than the previous target time. The time can be acquired using a timer function of the vehicle control device 1 (CPU, etc.).

[0140] When the filter processing unit 53 has performed filtering on one or both of the detected value Ve_det of the speed of the host vehicle and the detected value ωe_det of the yaw angular velocity of the host vehicle, the filtered detected value Ve_det of the speed of the host vehicle and the detected value ωe_det of the yaw angular velocity of the host vehicle are used. In the following description, regardless of whether filtering has been performed or not, they will simply be referred to as the detected value Ve_det of the speed of the host vehicle and the detected value ωe_det of the yaw angular velocity of the host vehicle.

[0141] In this embodiment, the host vehicle movement prediction unit 54 predicts the movement amount ΔLe of the host vehicle based on the detected value Ve_det(k-1) of the host vehicle speed acquired at the previous target time t(k-1), as shown in the following equation: Here, ΔT is the time interval from the previous target time t(k-1) to the current target time t(k), as will be described later.

number

[0142] Alternatively, the vehicle movement prediction unit 54 may predict the movement amount ΔLe of the vehicle based on the detection value Ve_det(k-1) of the vehicle speed obtained at the previous target time t(k-1) and the detection value αe_det(k-1) of the vehicle speed obtained at the previous target time t(k-1), as shown in the following equation.

number

[0143] In this embodiment, the host vehicle movement prediction unit 54 predicts the yaw angle change amount Δθe of the host vehicle based on the detected value ωe_det(k-1) of the yaw angular velocity of the host vehicle acquired at the previous target time t(k-1) as shown in the following equation: Note that the yaw angular acceleration may be taken into consideration, as in the prediction of the movement amount ΔLe in equation (2).

number

[0144] 1-1-5. Object motion prediction unit 55 <Pre-conversion predicted value of relative position RPs_tmp(k) and pre-conversion predicted value of relative yaw angle θs_tmp(k)> As shown in FIG. 12 , the object motion prediction unit 55 predicts a pre-conversion predicted value RPs_tmp(k) of the relative position of the peripheral object, a predicted value Vs_est(k) of the velocity of the peripheral object, a pre-conversion predicted value θs_tmp(k) of the relative yaw angle of the peripheral object, and a predicted value ωs_est(k) of the yaw angular velocity of the peripheral object at the current target time t(k) based on the position of the host vehicle at the previous target time t(k-1) based on the predicted value RPs_est(k-1) of the relative position of the peripheral object, a predicted value Vs_est(k-1) of the velocity of the peripheral object, a predicted value θs_est(k-1) of the relative yaw angle of the peripheral object, and a predicted value ωs_est(k-1) of the yaw angular velocity of the peripheral object at the current target time t(k).

[0145] According to this configuration, the predicted value Vs_est of the velocity of the peripheral object is converted into a predicted value of the relative velocity and used as is without being reconverted into a predicted velocity value. This makes it possible to suppress deterioration in accuracy due to conversion and reconversion. Furthermore, the pre-conversion predicted value RPs_tmp(k) of the relative position of the peripheral object at the current target time t(k) and the pre-conversion predicted value θs_tmp(k) of the relative yaw angle of the peripheral object are predicted based on the position of the host vehicle at the previous target time t(k-1). This makes it possible to accurately predict the rotation and movement of the yaw angle of the peripheral object, separate from the motion of the host vehicle.

[0146] The target time corresponds to the detection time of each detection value. The target time is set corresponding to the information acquisition unit 51 and the detection time of the information acquisition unit 51. The previous target time t(k-1) is the target time immediately preceding the current target time t(k). The current target time t(k) does not have to be the current target time t(k), and may be any target time in the past, as long as the target time is changed by one from the past to the present.

[0147] The time interval between the previous target time t(k-1) and the current target time t(k) is defined as ΔT. The time delay from the actual detection time to the target time may be taken into consideration when setting the time interval ΔT for each parameter type. If the previous target time t(k-1), the current target time t(k), and the time interval ΔT are different for each parameter type, the previous target time t(k-1), the current target time t(k), and the time interval ΔT may be changed for each parameter type.

[0148] The object motion prediction unit 55 uses equations (4) and (5) to predict the pre-conversion predicted value RPs_tmp(k) [RPsX_tmp(k), RPsY_tmp(k)] of the relative position of the peripheral object at the current target time t(k), based on the position of the host vehicle at the previous target time t(k-1), based on the predicted value RPs_est(k-1) [RPsX_est(k-1), RPsY_est(k-1)] of the relative position of the peripheral object at the previous target time t(k-1), the predicted value θs_est(k-1) of the relative yaw angle of the peripheral object, the predicted value Vs_est(k-1) of the velocity of the peripheral object, and the predicted value ωs_est(k-1) of the yaw angular velocity of the peripheral object. Here, if the predicted value ωs_est(k-1) of the yaw angular velocity of the peripheral object at the previous target time t(k-1) is not 0, then equation (4) is used, and if the predicted value ωs_est(k-1) of the yaw angular velocity of the peripheral object at the previous target time t(k-1) is 0, then equation (5) is used. Equation (5) is used to prevent ωs_est(k-1) from being divided by 0, and is the destination of convergence when ωs_est(k-1) is changed to 0. Note that the predicted values ​​at the previous target time t(k-1) are updated by the predicted value comparison and update unit 57 and are used as the predicted values ​​at the previous target time t(k-1).

number

number

[0149] Here, RPsX_tmp is the vertical X component of the pre-conversion predicted value of the relative position, RPsY_tmp is the horizontal Y component of the pre-conversion predicted value of the relative position, RPsX_est is the vertical X component of the pre-conversion predicted value of the relative position, and RPsY_est is the horizontal Y component of the pre-conversion predicted value of the relative position.

[0150] The object motion prediction unit 55 uses the following equation to predict a pre-conversion predicted value θs_tmp(k) of the relative yaw angle of a peripheral object relative to the position of the host vehicle at the previous target time t(k-1) based on the predicted value θs_est(k-1) of the relative yaw angle of the peripheral object at the previous target time t(k-1) and the predicted value ωs_est(k-1) of the yaw angular velocity of the peripheral object.

number

[0151] <Predicted velocity of surrounding objects Vs_est(k)> In this embodiment, the object motion prediction unit 55 predicts the predicted value Vs_est(k) of the speed of the peripheral object at the current target time t(k) based on at least the predicted value Vs_est(k-1) of the speed of the peripheral object predicted at the previous target time t(k-1). In this embodiment, as shown in the following equation, the object motion prediction unit 55 sets the predicted value Vs_est(k-1) of the speed of the peripheral object predicted at the previous target time t(k-1) as the predicted value Vs_est(k) of the speed of the peripheral object at the current target time t(k).

number

[0152] <Predicted value of yaw angular velocity of surrounding object ωs_est(k)> In this embodiment, the object motion prediction unit 55 predicts the predicted value ωs_est(k) of the yaw angular velocity of the peripheral object at the current target time t(k) based on at least the predicted value ωs_est(k-1) of the yaw angular velocity of the peripheral object predicted at the previous target time t(k-1). In this embodiment, as shown in the following equation, the object motion prediction unit 55 sets the predicted value ωs_est(k-1) of the yaw angular velocity of the peripheral object predicted at the previous target time t(k-1) as the predicted value ωs_est(k) of the yaw angular velocity of the peripheral object at the current target time t(k).

number

[0153] 1-1-6. Object motion conversion unit 56 <Predicted value of relative position RPs_est(k) and predicted value of relative yaw angle θs_est(k)> As shown in FIG. 13, based on the movement amount ΔLe of the host vehicle and the change amount Δθe in the yaw angle of the host vehicle, the object motion conversion unit 56 converts the pre-conversion predicted value RPs_tmp(k) of the relative position of the peripheral object and the pre-conversion predicted value θs_tmp(k) of the relative yaw angle of the peripheral object at the current target time t(k), which are based on the position of the host vehicle at the previous target time t(k−1), into the predicted value RPs_est(k) of the relative position of the peripheral object and the predicted value θs_est(k) of the relative yaw angle of the peripheral object at the current target time t(k), which are based on the position of the host vehicle at the current target time t(k).

[0154] According to this configuration, the pre-conversion predicted value RPs_tmp(k) of the relative position of the peripheral object and the pre-conversion predicted value θs_tmp(k) of the relative yaw angle of the peripheral object are converted into the predicted value RPs_est(k) of the relative position of the peripheral object and the predicted value θs_est(k) of the relative yaw angle of the peripheral object at the current target time t(k) based on the position of the host vehicle at the current target time t(k). Therefore, the predicted value RPs_est of the relative position of the peripheral object and the predicted value θs_est of the relative yaw angle of the peripheral object can be accurately predicted, taking into account the rotation and movement of the yaw angle of the peripheral object and the rotation and movement of the yaw angle of the host vehicle. The predicted value θs_est of the relative yaw angle represents the relative traveling direction of the peripheral vehicle relative to the traveling direction of the host vehicle, and is therefore important information for predicting the movement of the peripheral vehicle and for vehicle control, as described below.

[0155] In this embodiment, the object motion transformation unit 56 uses the following equation to transform the pre-transformation predicted value RPs_tmp(k) [RPsX_tmp(k), RPsY_tmp(k)] of the relative position of the peripheral object into the predicted value RPs_est(k) [RPsX_est(k), RPsY_est(k)] of the relative position of the peripheral object at the current target time t(k), based on the position of the host vehicle at the current target time t(k). Various other well-known affine transformations may also be used.

number

[0156] The object motion conversion unit 56 uses the following equation based on the yaw angle change amount Δθe of the host vehicle to convert the pre-conversion predicted value θs_tmp(k) of the relative yaw angle of the peripheral object at the current target time t(k), which is based on the position of the host vehicle at the previous target time t(k-1), into a predicted value θs_est(k) of the relative yaw angle of the peripheral object at the current target time t(k), which is based on the position of the host vehicle at the current target time t(k).

number

[0157] <Predicted relative velocity of surrounding objects RVs_est(k)> The object motion conversion unit 56 predicts the predicted value RVs_est(k) [RVsX_est(k), RVsY_est(k)] of the relative velocity of the peripheral object at the current target time t(k) based on the position of the host vehicle at the current target time t(k) based on the detected value Ve_det(k) of the host vehicle's velocity, the predicted value Vs_est(k) of the peripheral object's velocity, and the predicted value θs_est(k) of the peripheral object's relative yaw angle at the current target time t(k). Here, RVsX_est is the vertical X component of the predicted relative velocity, and RVsY_est is the horizontal Y component of the predicted relative velocity.

[0158] In this embodiment, the object motion conversion unit 56 makes the prediction using the following equation.

number

[0159] 1-1-7. Forecast value comparison and update unit 57 The predicted value comparison and update unit 57 compares the predicted data for the current target time t(k), which includes the predicted value RPs_est(k) of the relative position of the peripheral object, the predicted value Vs_est(k) of the velocity of the peripheral object, the predicted value θs_est(k) of the relative yaw angle of the peripheral object, and the predicted value ωs_est(k) of the yaw angular velocity of the peripheral object, with the detection data for the current target time t(k), which includes the detected value RPs_det(k) of the relative position of the peripheral object, the detected value Vs_det(k) of the velocity of the peripheral object, and the detected value θs_det(k) of the relative yaw angle of the peripheral object, acquired at the current target time t(k), to determine whether the predicted data for the current target time t(k) and the detection data for the current target time t(k) correspond to each other, and if it is determined that they correspond, updates the predicted data for the current target time t(k) based on the predicted data for the current target time t(k) and the detection data for the current target time t(k).

[0160] According to this configuration, when it is determined that the predicted data and the detection data correspond to each other, the predicted data is updated, which makes it possible to prevent the predicted data from being updated by detection data of a peripheral object different from the peripheral object of the predicted data. Furthermore, since the predicted data is updated based on the predicted data and the detection data, it is possible to update the predicted data while reducing the influence of error components and noise components contained in the detection data and the predicted data, thereby improving the accuracy of the predicted data.

[0161] The detection data at the current target time t(k) may include a detected value ωs_det(k) of the yaw angular velocity of a peripheral object. This can improve the accuracy of updating the predicted value ωs_est(k) of the yaw angular velocity of the peripheral object. The detection data at the current target time t(k) may also include a detected value αs_det(k) of the acceleration of the peripheral object. This can improve the accuracy of updating the predicted value Vs_est(k) of the velocity of the peripheral object.

[0162] For example, if the deviation (value) between the predicted data at the current target time t(k) and the detected data at the current target time t(k) is less than the deviation threshold, the predicted value comparison update unit 57 determines that the predicted data and the detected data correspond to each other, and if the deviation (value) is greater than or equal to the deviation threshold, the predicted value comparison update unit 57 determines that the predicted data and the detected data do not correspond to each other.

[0163] The predicted value comparing and updating unit 57 calculates the deviation for each type of parameter (physical quantity) included in the predicted data and the detected data, and compares the deviation of each parameter type with a deviation threshold set for each parameter type. For example, if the number of parameter types whose deviations are equal to or greater than the deviation threshold is equal to or greater than a number threshold (e.g., 1), the predicted value comparing and updating unit 57 determines that the predicted data and the detected data do not correspond to each other, and if the number of parameter types is less than the number threshold (e.g., 1), the predicted value comparing and updating unit 57 determines that the predicted data and the detected data correspond to each other. Alternatively, the types of parameters to be compared may be limited.

[0164] For example, when there are multiple pieces of detection data of surrounding objects that can be compared with the predicted data, the predicted value comparison and update unit 57 sets the detection data of the surrounding object that has the smallest deviation from the predicted data as the detection data to be finally compared with the predicted data, and sets it as the detection data to be used to update the predicted data.

[0165] If the prediction value comparison and update unit 57 determines that the predicted data and the detection data do not correspond, it uses the predicted data for the current target time t(k) as is without updating it. Furthermore, if the number of times that the prediction value comparison and update unit 57 determines that a peripheral object corresponding to the predicted data no longer exists, deletes the predicted data for that peripheral object, and does not make any further predictions. If there is detection data for a peripheral object that does not correspond to any of the prediction data for the peripheral objects, the prediction value comparison and update unit 57 determines that the peripheral object has newly appeared, adds new predicted data for that peripheral object, and makes subsequent predictions. The initial value of the predicted data may be set to the detection data.

[0166] If it is determined that the predicted data and the detection data correspond to each other, the predicted value comparison and update unit 57 updates the predicted data for the current target time t(k) based on the predicted data for the current target time t(k) and the detection data for the current target time t(k). The predicted data is updated for each parameter type (physical quantity). For each parameter type, the predicted value comparison and update unit 57 updates the parameter values ​​of the predicted data for the current target time t(k) so that the parameter values ​​of the predicted data for the current target time t(k) approach the parameter values ​​of the detection data whose fluctuations have been smoothed.

[0167] As a simple method, the predicted value comparison and update unit 57 performs a smoothing process on a value obtained by subtracting the parameter value of the predicted data at the current target time t(k) before updating from the parameter value of the detection data at the current target time t(k), for each parameter type, and sets the value obtained by adding the smoothed value to the parameter value of the predicted data at the current target time t(k) before updating as the parameter value of the predicted data at the current target time t(k) after updating. For example, the smoothing process may be a moving average process, a weighted average process, a low-pass filter process, or a filter process using the least squares method.

[0168] For example, one smoothing processor is provided for the vertical X-component RPsX_est of the predicted value of the relative position of a peripheral object and the vertical X-component RPsX_det of the detected value of the relative position of a peripheral object, and the deviation between RPsX_det(k) and RPsX_est(k) before the update is input to the smoothing processor for smoothing processing, and the output value of the smoothing processor is added to RPsX_est(k) before the update, and the result is set as RPsX_est(k) after the update.

[0169] Alternatively, the predicted value comparison and update unit 57 performs filtering using a Kalman filter, a particle filter, or the like on the predicted data for the current target time t(k) and the detected data for the current target time t(k), and sets the filtered data as the updated predicted data for the current target time t(k).

[0170] In each smoothing process and filter process, information on previously input predicted data and detected data is stored as internal variables. In each smoothing process and filter process, the degree to which the predicted data at the current target time and the detected data at the current target time are reflected in the updated predicted data is usually increased.

[0171] 1-1-8. Flowchart Next, a schematic processing procedure (vehicle control method) of the vehicle control device 1 according to this embodiment will be described using the flowchart shown in Fig. 14. The processing of the flowchart in Fig. 14 is executed, for example, at predetermined calculation intervals. Note that processing of steps that are unnecessary at the time of execution may be skipped as appropriate, and the calculation intervals for each processing step may be different.

[0172] In step S01, as described above, the information acquisition unit 51 acquires driving-related detection values, which are detection values ​​related to the driving of the vehicle, the state of the driver of the vehicle, the surrounding state of the vehicle, and vehicle control information of the vehicle.

[0173] In step S02, as described above, the driving control state determination unit 52 determines the type of driving control state that affects the behavior of the driving-related detection value, based on at least one of the driving-related detection value, which is a detection value related to the driving of the vehicle, the state of the driver of the vehicle, and the surrounding state of the vehicle, and one or both of the vehicle control information of the vehicle.

[0174] In step S03, as described above, the filter processing unit 53 sets a target detection value to be processed, which is the driving-related detection value to be processed, from the driving-related detection values, sets filter characteristics for the target detection value to be processed based on the type of driving control state, and performs filter processing on the target detection value using the filter characteristics.

[0175] In step S04, as described above, the host vehicle movement prediction unit 54 predicts the movement amount ΔLe of the host vehicle and the yaw angle change amount Δθe of the host vehicle from the previous target time t(k-1) to the current target time t(k) based on the detected value Ve_det(k-1) of the host vehicle speed and the detected value ωe_det(k-1) of the host vehicle yaw angular velocity acquired at the previous target time t(k-1). If the filter processing unit 53 has performed filtering on one or both of the detected value Ve_det of the host vehicle speed and the detected value ωe_det of the host vehicle yaw angular velocity, one or both of the detected value Ve_det of the host vehicle speed and the detected value ωe_det of the host vehicle after filtering is used.

[0176] In step S05, as described above, the object motion prediction unit 55 predicts the pre-conversion predicted value RPs_tmp(k) of the relative position of the peripheral object, the predicted value Vs_est(k), the pre-conversion predicted value θs_tmp(k) of the relative yaw angle of the peripheral object, and the predicted value ωs_est(k) of the yaw angular velocity of the peripheral object at the current target time t(k) based on the position of the host vehicle at the previous target time t(k-1) based on the predicted value RPs_est(k-1) of the relative position of the peripheral object, the predicted value Vs_est(k-1) of the velocity of the peripheral object, the predicted value θs_est(k-1) of the relative yaw angle of the peripheral object, and the predicted value ωs_est(k-1) of the yaw angular velocity of the peripheral object at the current target time t(k).

[0177] In step S06, as described above, based on the amount of movement ΔLe of the host vehicle and the amount of change in yaw angle Δθe of the host vehicle, the object motion conversion unit 56 converts the pre-conversion predicted value RPs_tmp(k) of the relative position of the peripheral object and the pre-conversion predicted value θs_tmp(k) of the relative yaw angle of the peripheral object at the current target time t(k), which are based on the position of the host vehicle at the previous target time t(k−1), into the predicted value RPs_est(k) of the relative position of the peripheral object and the predicted value θs_est(k) of the relative yaw angle of the peripheral object at the current target time t(k), which are based on the position of the host vehicle at the current target time t(k).

[0178] In step S07, as described above, the prediction value comparison and update unit 57 compares the prediction data for the current target time t(k), which includes the predicted value RPs_est(k) of the relative position of the peripheral object, the predicted value Vs_est(k) of the velocity of the peripheral object, the predicted value θs_est(k) of the relative yaw angle of the peripheral object, and the predicted value ωs_est(k) of the yaw angular velocity of the peripheral object, with the detection data for the current target time t(k), which includes the detected value RPs_det(k) of the relative position of the peripheral object, the detected value Vs_det(k) of the velocity of the peripheral object, and the detected value θs_det(k) of the relative yaw angle of the peripheral object, acquired at the current target time t(k), to determine whether the prediction data for the current target time t(k) and the detection data for the current target time t(k) correspond to each other. If it is determined that they correspond, the prediction value comparison and update unit 57 updates the prediction data for the current target time t(k) based on the prediction data for the current target time t(k) and the detection data for the current target time t(k).

[0179] In step S08, as described above, vehicle control unit 58 controls the host vehicle. Vehicle control unit 58 may use the driving-related detected values ​​after filtering by filter processing unit 53, or may use the driving-related detected values ​​before filtering. Vehicle control unit 58 uses the prediction data of the surrounding objects output from prediction value comparison and update unit 57.

[0180] <Other embodiments> In the above embodiment, the detected values ​​to be processed are the detected values ​​of the speed and the yaw angular velocity of the host vehicle. However, the detected values ​​to be processed may be various detected values ​​related to the running of the host vehicle. For example, the detected value to be processed may be the detected value of the acceleration of the host vehicle.

[0181] Although exemplary embodiments are described in the present disclosure, the various features, aspects, and functions described in the embodiments are not limited to the application of a particular embodiment, but can be applied to the embodiments alone or in various combinations. Therefore, countless variations not illustrated are anticipated within the scope of the technology disclosed in the specification of the present disclosure. For example, this includes cases where at least one component is modified, added, or omitted. [Explanation of symbols]

[0182] 1: Vehicle control device, 51: Information acquisition unit, 52: Driving control state determination unit, 53: Filter processing unit, 54: Vehicle motion prediction unit, 55: Object motion prediction unit, 56: Object motion conversion unit, 57: Prediction value comparison and update unit, 58: Vehicle control unit, ωe_det: Detected value of yaw angular velocity of the vehicle, Ve_det: Detected value of the speed of the vehicle

Claims

1. a driving control state determination unit that determines a type of driving control state that affects the behavior of a driving-related detected value, which is a detected value related to the driving of the host vehicle, based on at least one of a state of a driver of the host vehicle and a state surrounding the host vehicle, and vehicle control information of the host vehicle; and a filter processing unit that sets a processing target detection value, which is the driving-related detection value to be processed, from the driving-related detection values, sets filter characteristics for the processing target detection value based on the type of the driving control state, and performs filter processing on the processing target detection value using the filter characteristics.

2. 2. The vehicle control device according to claim 1, wherein the filter processing unit sets the filter characteristics so that, when the type of driving control state is a type in which the time change of the detection value to be processed is large, the responsiveness of the output value to the input value in the filter processing is higher than when the type of driving control state is a type in which the time change of the detection value to be processed is small.

3. the driving control state determination unit also determines a level of time change of the detection value to be processed, The vehicle control device according to claim 1 , wherein the filter processing unit sets the filter characteristics based on the type of the driving control state and the level of the time change.

4. the driving control state determination unit determines whether the driving control state is a type of acceleration / deceleration control state in which the host vehicle is accelerated or decelerated; 2. The vehicle control device according to claim 1, wherein the filter processing unit sets a detected value of the speed of the host vehicle as the detected value to be processed, and changes the filter characteristics for the detected value of the speed of the host vehicle depending on whether the host vehicle is in the acceleration / deceleration control state.

5. The vehicle control device according to claim 4, wherein the driving control state determination unit determines whether the vehicle is in the acceleration / deceleration control state based on one or both of the detected speed value and the detected acceleration value of the vehicle as the driving-related detected value, and one or both of the speed control information or braking control information of the vehicle as the vehicle control information of the vehicle.

6. 5. The vehicle control device according to claim 4, wherein the driving control state determination unit determines whether the vehicle is in the acceleration / deceleration control state based on one or both of driving information of a preceding vehicle driving in front of the host vehicle as the surrounding state of the host vehicle, and speed control information for the host vehicle to drive following the preceding vehicle or automatic braking information for preventing the host vehicle from colliding with the preceding vehicle as the vehicle control information of the host vehicle.

7. 5. The vehicle control device according to claim 4, wherein the driving control state determination unit determines whether the vehicle is in the acceleration / deceleration control state based on one or both of driving information of another vehicle changing lanes from an adjacent lane to a lane ahead of the vehicle as a surrounding state of the vehicle, and speed control information for the vehicle to follow the other vehicle or automatic braking information for preventing the vehicle from colliding with the other vehicle as vehicle control information of the vehicle.

8. 5. The vehicle control device according to claim 4, wherein the driving control state determination unit determines whether the vehicle is in the acceleration / deceleration control state based on one or both of driving information of other vehicles driving in an intersecting lane that intersects with the vehicle's own lane as the surrounding state of the vehicle, and speed control information or automatic braking information for preventing the vehicle from colliding with the intersecting lane as the vehicle control information of the vehicle.

9. the driving control state determination unit determines whether the driving control state is a steering angle change control state in which steering is performed to change the traveling direction of the host vehicle, as a type of the driving control state; 2. The vehicle control device according to claim 1, wherein the filter processing unit sets one or both of a detection value of a yaw angular velocity of the host vehicle and a detection value of a steering angle of the host vehicle as the detection value to be processed, and changes the filter characteristics for one or both of the detection value of the yaw angular velocity of the host vehicle and the detection value of the steering angle of the host vehicle depending on whether the steering angle change control state is in effect.

10. 10. The vehicle control device according to claim 9, wherein the driving control state determination unit determines whether the steering angle change control state is in accordance with one or both of the detection value of the yaw angular velocity of the vehicle and the detection value of the steering angle of the vehicle as the driving-related detection value, and the steering control information of the vehicle as the vehicle control information of the vehicle.

11. 10. The vehicle control device according to claim 9, wherein the driving control state determination unit determines whether the vehicle is in the steering angle change control state based on one or both of the distance of the vehicle to the boundary line of the lane as the driving-related detection value and steering control information for lane keeping or lane changing as vehicle control information of the vehicle.

12. The vehicle control device according to claim 9, wherein the driving control state determination unit determines whether the steering angle change control state is in accordance with one or both of the driving information of one or both of a preceding vehicle and a following vehicle traveling in front of and behind the vehicle as the surrounding state of the vehicle, and the driving information of an adjacent vehicle traveling in an adjacent lane of the vehicle, and steering control information for lane changes in accordance with the surrounding vehicles of the vehicle as the vehicle control information of the vehicle.

13. 10. The vehicle control device according to claim 9, wherein the driving control state determination unit determines whether the steering angle change control state is in a state based on one or both of driving information of a preceding vehicle traveling in front of the host vehicle as a surrounding state of the host vehicle, and steering control information for preventing the host vehicle from colliding with the preceding vehicle as vehicle control information of the host vehicle.

14. The vehicle control device according to claim 9, wherein the driving control state determination unit determines whether the steering angle change control state is in accordance with one or both of driving information of an intersecting vehicle traveling in an intersecting lane that intersects with the own vehicle's lane as the surrounding state of the own vehicle, and steering control information for preventing the own vehicle from colliding with the intersecting vehicle as the vehicle control information of the own vehicle.

15. the driving control state determination unit determines, as a type of the driving control state, whether the driving control state is an acceleration / deceleration control state in which the host vehicle is accelerated or decelerated, and whether the driving control state is a steering angle change control state in which steering is performed to change the traveling direction of the host vehicle; 2. The vehicle control device according to claim 1, wherein the filter processing unit sets at least one of a detected value of the speed of the host vehicle, a detected value of the yaw angular velocity of the host vehicle, and a detected value of the steering angle of the host vehicle as the detected value to be processed, and changes the filter characteristic for at least one of the detected value of the speed of the host vehicle, the detected value of the yaw angular velocity of the host vehicle, and the detected value of the steering angle of the host vehicle depending on whether the vehicle is in the acceleration / deceleration control state or not and whether the vehicle is in the steering angle change control state or not.

16. 16. The vehicle control device according to claim 15, wherein the driving control state determination unit determines whether the vehicle is in the acceleration / deceleration control state and whether the vehicle is in the steering angle change control state based on one or both of curve road information of the vehicle's own lane as the surrounding state of the vehicle and speed control information and steering control information for maintaining the vehicle in its lane while traveling on the curve road as vehicle control information of the vehicle.

17. 16. The vehicle control device according to claim 15, wherein the driving control state determination unit determines whether the vehicle is in the acceleration / deceleration control state and whether the vehicle is in the steering angle change control state based on one or both of: information on entrances / exits or merging / merging roads of a highway on the vehicle's lane as the surrounding state of the vehicle; and information on speed control and steering control at entrances / exits or merging / merging roads of a highway as the vehicle control information of the vehicle.

18. 16. The vehicle control device according to claim 15, wherein the driving control state determination unit determines whether the vehicle is in the acceleration / deceleration control state and whether the vehicle is in the steering angle change control state based on one or both of the driver's state and speed control information and steering control information for performing evacuation operation of the vehicle when an abnormality in the driver is detected as vehicle control information of the vehicle.

19. 16. The vehicle control device according to claim 15, wherein the driving control state determination unit determines whether the vehicle is in the acceleration / deceleration control state and whether the vehicle is in the steering angle change control state based on one or both of an inclination angle of the vehicle's lane as the surrounding state of the vehicle and speed control information and steering control information for maintaining the vehicle in its lane while traveling on an incline as the vehicle control information of the vehicle.

20. an object motion prediction unit that predicts, based on a predicted value of a relative position of a peripheral object present around the host vehicle relative to the position of the host vehicle, a predicted value of the velocity of the peripheral object, a predicted value of a relative yaw angle of the peripheral object relative to the position of the host vehicle, and a predicted value of a yaw angular velocity of the peripheral object at a current target time that is different from the previous target time and based on the position of the host vehicle at the previous target time; a host vehicle movement prediction unit that predicts a movement amount and a change amount of a yaw angle of the host vehicle from the previous target time to the current target time based on a detection value of the host vehicle's speed and a detection value of the host vehicle's yaw angular velocity acquired at the previous target time; an object motion conversion unit that converts the pre-conversion predicted value of the relative position of the peripheral object and the pre-conversion predicted value of the relative yaw angle of the peripheral object into a predicted value of the relative position of the peripheral object and a predicted value of the relative yaw angle of the peripheral object at the current target time, based on the position of the host vehicle at the current target time, The vehicle control device according to claim 1 , wherein the filter processing unit sets one or both of the detected value of the speed of the host vehicle and the detected value of the yaw angular velocity of the host vehicle as the detected value to be processed.

21. a driving control state determination step of determining a type of driving control state that affects the behavior of the driving-related detected value, which is a detected value related to the driving of the host vehicle, based on at least one of a state of the driver of the host vehicle and a state surrounding the host vehicle, and vehicle control information of the host vehicle; a filter processing step of setting a processing target detection value, which is the driving-related detection value to be processed, from the driving-related detection values, setting a filter characteristic for the processing target detection value based on the type of the driving control state, and performing filter processing on the processing target detection value using the filter characteristic.

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