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

Abstract

To perform more appropriate vehicle control.SOLUTION: This vehicle control program causes a computer to recognize a surrounding state of an own vehicle, detect an acceleration operation of the own vehicle by a driver of the own vehicle, detect contact of the driver with a steering operator, generate a target track and a target speed of the own vehicle on the basis of the surrounding state, and execute driving control based on steering control of the own vehicle with respect to the target track and speed control of the own vehicle with respect to the target speed. The driving control includes a driving state where the contact of the driver with the steering operator is necessary and a driving state where the contact is not necessary. In the driving state where the contact with the steering operator is not necessary, if the speed of the own vehicle is equal to or lower than a speed threshold value when the acceleration operation of the driver is detected, acceleration of the own vehicle in a driving state until the speed is higher than the speed threshold value is permitted. If it is higher than the speed threshold value, the acceleration of the own vehicle until the contact of the driver with the steering operator is detected is suppressed, and the driver is requested to contact with the steering operator.SELECTED DRAWING: Figure 7

Description

[Technical Field]

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

[0002] In recent years, efforts to provide access to sustainable transportation systems that take into consideration vulnerable traffic participants have been gaining momentum. To achieve this, efforts are being focused on research and development to further improve traffic safety and convenience through research and development of driving assistance technologies. In relation to this, a technology has been disclosed in recent years in which driving control is performed by imposing a limit on the user-requested driving force when the user-requested driving force exceeds the system-requested driving force while the user is not touching the operator, and driving control is performed without imposing a limit when the user-requested driving force exceeds the system-requested driving force while the user is touching the operator (see, for example, Patent Document 1). [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Japanese Patent Application Publication No. 2020-104759 Summary of the Invention [Problem to be solved by the invention]

[0004] However, in driving assistance technology, the details of driving control according to the driver's driving situation and the vehicle's situation have not been considered, and there has been a problem in that appropriate driving control according to the situation, etc. may not be possible.

[0005] In order to solve the above-mentioned problems, one of the objects of the present application is to provide a vehicle control program, a vehicle control device, and a vehicle control method that can perform more appropriate driving control in accordance with the driving situation of the driver and the situation of the vehicle, thereby contributing to the development of a sustainable transportation system. [Means for solving the problem]

[0006] The vehicle control program, the vehicle control device, and the vehicle control method according to the present invention employ the following configuration. (1) A vehicle control program according to one aspect of the present invention causes a computer to recognize a surrounding situation of a host vehicle, detect an acceleration operation of the host vehicle by a driver of the host vehicle, detect contact of the driver with a steering operator that steers the host vehicle, generate a target trajectory and a target speed of the host vehicle based on the surrounding situation, and execute driving control based on steering control of the host vehicle relative to the generated target trajectory and speed control of the host vehicle relative to the target speed, and the driving control includes determining a driving state requiring contact of the driver with the steering operator and a predetermined driving state. and a driving state in which contact by the driver with the steering operator is not required. In the driving state in which contact by the driver with the steering operator is not required, when an acceleration operation by the driver is detected, if the speed of the vehicle is equal to or less than a speed threshold, the vehicle is allowed to accelerate in the driving state until the speed of the vehicle becomes greater than the speed threshold, and if the speed of the vehicle is greater than the speed threshold, the acceleration of the vehicle is suppressed until contact by the driver with the steering operator is detected, and the driver is requested to contact the steering operator.

[0007] (2): In the above aspect (1), if the driver's contact with the steering operator is detected within a predetermined time after the driver is requested to contact the steering operator, the driving control is executed in a driving state in which the driver needs to contact the steering operator.

[0008] (3) In the above aspect (2), when contact of the driver with the steering operator is detected after the predetermined time has elapsed, the driving control is terminated.

[0009] (4): In the above aspect (1), if the acceleration of the vehicle due to the driver's acceleration operation is equal to or less than an acceleration threshold, the acceleration of the vehicle due to the driver's acceleration operation is permitted, and if the acceleration is not equal to or less than the acceleration threshold, the acceleration of the vehicle due to the driver's acceleration operation is suppressed and the driver is requested to contact the steering operator.

[0010] (5) In the above aspect (4), the acceleration threshold value is set to a smaller value as the speed of the host vehicle increases.

[0011] (6) In the above aspect (4), the acceleration threshold is set to a constant value when the speed of the host vehicle is greater than a predetermined speed.

[0012] (7) In the above aspect (1), the speed threshold is set to be different when the host vehicle is traveling on a curved road and when the host vehicle is not traveling on a curved road.

[0013] (8) In the aspect (7) above, when the host vehicle is traveling on the curved road, the speed threshold is set to a speed that does not exceed an upper limit value of lateral acceleration.

[0014] (9): In the above aspect (1), when the driver's contact with the steering operator is detected, the vehicle accelerates due to the driver's acceleration operation, and the acceleration of the vehicle is not suppressed even if the speed of the vehicle becomes greater than the speed threshold.

[0015] (10): In the above aspect (7), when the vehicle is traveling at a position more than a predetermined distance before the curved road, the target speed is generated based on information about the curved road obtained from map information.

[0016] (11): In the above aspect (7), when the vehicle is traveling on the curved road, the target speed is generated based on information about the curved road obtained from output information from an external environment detection device mounted on the vehicle.

[0017] (12): In the above aspect (1), the speed threshold includes a first speed threshold when the driver is in contact with the steering operator and a second speed threshold when the driver is not in contact with the steering operator, and when an acceleration operation by the driver is detected in a driving state in which contact with the steering operator by the driver is not required, if the speed of the vehicle is equal to or less than the second speed threshold, acceleration of the vehicle in the driving state is permitted until the speed of the vehicle becomes greater than the second speed threshold, and if the speed of the vehicle is greater than the second speed threshold, acceleration of the vehicle is suppressed until contact of the driver with the steering operator is detected, and the driver is requested to contact the steering operator.

[0018] (13) A vehicle control device according to another aspect of the present invention includes a recognition unit that recognizes a surrounding situation of a host vehicle, an acceleration detection unit that detects an acceleration operation of the host vehicle by a driver of the host vehicle, a steering detection unit that detects contact of the driver with a steering operator that performs steering operation of the host vehicle, and a driving control unit that generates a target trajectory and a target speed of the host vehicle based on the surrounding situation, and executes driving control based on steering control of the host vehicle relative to the generated target trajectory and speed control of the host vehicle relative to the target speed, and the driving control is performed based on a driving state that requires contact of the steering operator by the driver and and a driving state in which contact by the driver with the steering operator is not required, wherein the driving control unit, when the acceleration detection unit detects an acceleration operation by the driver in a driving state in which contact by the driver with the steering operator by the driver, allows the vehicle to accelerate in the driving state until the speed of the vehicle becomes greater than the speed threshold if the speed of the vehicle is equal to or less than a speed threshold, and suppresses acceleration of the vehicle until contact by the driver with the steering operator is detected if the speed of the vehicle is greater than the speed threshold, and requests the driver to contact the steering operator.

[0019] (14): In another aspect of the present invention, a vehicle control method includes a computer recognizing a surrounding situation of a host vehicle, detecting an acceleration operation of the host vehicle by a driver of the host vehicle, detecting contact of the driver with a steering operator that steers the host vehicle, generating a target trajectory and a target speed of the host vehicle based on the surrounding situation, and executing driving control based on steering control of the host vehicle relative to the generated target trajectory and speed control of the host vehicle relative to the target speed, and the driving control is performed based on a driving state that requires contact of the driver with the steering operator and and a driving state in which contact by the driver with the steering operator is not required, and when an acceleration operation by the driver is detected in a driving state in which contact by the driver with the steering operator is not required, if the speed of the vehicle is equal to or less than a speed threshold, the vehicle is allowed to accelerate in the driving state until the speed of the vehicle becomes greater than the speed threshold, and if the speed of the vehicle is greater than the speed threshold, the acceleration of the vehicle is suppressed until contact by the driver with the steering operator is detected, and the driver is requested to contact the steering operator. [Effects of the Invention]

[0020] According to the above aspects (1) to (14), more appropriate driving control can be performed in accordance with the driving conditions of the driver and the conditions of the vehicle. [Brief explanation of the drawings]

[0021] [Figure 1] 1 is a configuration diagram of a host vehicle M equipped with a vehicle control device according to an embodiment. [Figure 2] FIG. 1 is a diagram illustrating an example of conventional operation control. [Figure 3] FIG. 2 is a diagram for explaining transitions of an operating state in the embodiment. [Figure 4] FIG. 4 is a diagram illustrating an example of a transition condition of an operating state. [Figure 5] FIG. 10 is a diagram for explaining acceleration control in a hands-off state. [Figure 6] FIG. 10 is a diagram for explaining the transition of driving conditions when traveling near a curved road. [Figure 7] 3 is a flowchart showing an example of processing executed by the driving assistance device 100 in the embodiment. DETAILED DESCRIPTION OF THE INVENTION

[0022] DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS Hereinafter, embodiments of a vehicle control program, a vehicle control device, and a vehicle control method according to the present invention will be described with reference to the accompanying drawings.

[0023] [Overall configuration] 1 is a configuration diagram of a host vehicle M equipped with a vehicle control device according to an embodiment. The host vehicle M may be, for example, a two-wheeled, three-wheeled, or four-wheeled vehicle, and its drive source may be an internal combustion engine such as a diesel engine or a gasoline engine, an electric motor, or a combination of these. The electric motor operates using power generated by a generator connected to the internal combustion engine, or discharged power from a secondary battery or a fuel cell.

[0024] The host vehicle M is equipped with, for example, a camera 10, a radar device 12, a LIDAR (Light Detection and Ranging) 14, an object recognition device 16, a communication device 20, an HMI (Human Machine Interface) 30, vehicle sensors 40, a navigation device 50, an MPU (Map Positioning Unit) 60, a driver monitor camera 70, a driving operator 80, a driving assistance device 100, a driving force output device 200, a braking device 210, and a steering device 220. These devices and equipment are connected to each other via multiplex communication lines such as a CAN (Controller Area Network) communication line, serial communication lines, a wireless communication network, etc. Note that the configuration shown in FIG. 1 is merely an example, and some of the configuration may be omitted, or other configurations may be added. The HMI 30 is an example of a "notification unit." The driving assistance device 100 is an example of a "vehicle control device."

[0025] The camera 10 is, for example, a digital camera that uses a solid-state imaging element such as a CCD (Charge Coupled Device) or a CMOS (Complementary Metal Oxide Semiconductor). The camera 10 is attached to any location on the vehicle M. When capturing an image of the front, the camera 10 is attached to the top of the front windshield, the back of the rearview mirror, or the like. The camera 10, for example, periodically and repeatedly captures images of the surroundings of the vehicle M. The camera 10 may be a stereo camera.

[0026] The radar device 12 emits radio waves such as millimeter waves around the vehicle M and detects radio waves reflected by an object (reflected waves) to detect at least the position (distance and direction) of the object. The radar device 12 is attached to any location on the vehicle M. The radar device 12 may detect the position and speed of an object using an FM-CW (Frequency Modulated Continuous Wave) method.

[0027] The LIDAR 14 irradiates the surroundings of the vehicle M with light (or electromagnetic waves with wavelengths similar to light) and measures the scattered light. The LIDAR 14 detects the distance to the target based on the time between light emission and light reception. The irradiated light is, for example, pulsed laser light. The LIDAR 14 is attached to any location on the vehicle M.

[0028] The object recognition device 16 performs sensor fusion processing on the detection results from some or all of the camera 10, the radar device 12, and the LIDAR 14 to recognize the position, type, speed, etc. of the object. The object recognition device 16 outputs the recognition results to the driving assistance device 100. The object recognition device 16 may output the detection results from the camera 10, the radar device 12, and the LIDAR 14 directly to the driving assistance device 100. The object recognition device 16 may be omitted from the host vehicle M. Some or all of the camera 10, the radar device 12, the LIDAR 14, and the object recognition device 16 are examples of "external environment detection devices."

[0029] The communication device 20 communicates with other vehicles in the vicinity of the vehicle M, or with various server devices via a wireless base station, using networks such as a cellular network, a Wi-Fi network, Bluetooth (registered trademark), or DSRC (Dedicated Short Range Communication).

[0030] The HMI 30 presents various information to the occupant of the vehicle M and accepts input operations by the occupant. The HMI 30 includes, for example, a display unit 32 and a speaker 34. The display unit 32 is, for example, an LCD (Liquid Crystal Display) or an organic EL (Electro Luminescence) display device. The display unit 32 displays various images (including videos) in the embodiments. The display unit 32 may be integrated with the input unit as a touch panel. The speaker 34 outputs a predetermined sound (e.g., an alarm). Furthermore, the HMI 30 may include, in addition to (or instead of) the display unit 32 and the speaker 34, a microphone, a buzzer, a vibration generator (vibrator), a touch panel, a switch, keys, etc. For example, the HMI 30 may include a switch that switches the driving state of the vehicle M, which will be described later, by operation of the driver (hereinafter referred to as the driver).

[0031] The vehicle sensor 40 includes a vehicle speed sensor that detects the speed of the host vehicle M, an acceleration sensor that detects acceleration, a yaw rate sensor that detects the yaw rate (for example, the rotational angular velocity around a vertical axis passing through the center of gravity of the host vehicle M), a lateral acceleration sensor (lateral G sensor) that detects the lateral acceleration (lateral G) of the host vehicle M, a direction sensor that detects the orientation of the host vehicle M, and a steering angle sensor that detects the steering angle of the host vehicle M (which may be the angle of the steering wheels or the operating angle of the steering wheel). The vehicle sensor 40 may also be provided with a position sensor that detects the position of the host vehicle M. The position sensor is, for example, a sensor that acquires position information (longitude and latitude information) from a GPS (Global Positioning System) device. The position sensor may also be a sensor that acquires position information using a GNSS (Global Navigation Satellite System) receiver 51 of the navigation device 50.

[0032] The navigation device 50 includes, for example, a GNSS receiver 51, a navigation HMI 52, and a route determination unit 53. The navigation device 50 stores first map information 54 in a storage device such as a hard disk drive (HDD) or flash memory. The GNSS receiver 51 identifies the position of the vehicle M based on signals received from GNSS satellites. The position of the vehicle M may be identified or supplemented by an inertial navigation system (INS) that uses the output of the vehicle sensors 40. The navigation HMI 52 includes a display device, a speaker, a touch panel, keys, etc. The navigation HMI 52 may share some or all of the components with the HMI 30 described above. The route determination unit 53 determines, for example, a route (hereinafter, a route on a map) from the position of the vehicle M identified by the GNSS receiver 51 (or any input position) to a destination input by the occupant using the navigation HMI 52, with reference to the first map information 54. The first map information 54 is information in which road shapes are expressed by, for example, links indicating roads and nodes connected by the links. The first map information 54 may also include POI (Point Of Interest) information and the like. The route on the map is output to the MPU 60. The navigation device 50 may provide route guidance using the navigation HMI 52 based on the route on the map. The navigation device 50 may be realized by, for example, the functions of a terminal device such as a smartphone or tablet device carried by the occupant. The navigation device 50 may transmit the current position and destination to a navigation server via the communication device 20 and obtain a route equivalent to the route on the map from the navigation server.

[0033] The MPU 60 includes, for example, a recommended lane determination unit 61, and stores second map information 62 in a storage device such as an HDD or flash memory. The recommended lane determination unit 61 divides the route on the map provided by the navigation device 50 into a plurality of blocks (for example, every 100 m in the vehicle travel direction), and determines a recommended lane for each block by referring to the second map information 62. The recommended lane determination unit 61 determines, for example, which lane from the left the vehicle should travel in. Furthermore, when there is a branch point on the route on the map, the recommended lane determination unit 61 determines the recommended lane so that the vehicle M can travel on a reasonable route to the branch point. The second map information 62 is map information with higher accuracy than the first map information 54. The second map information 62 includes, for example, information on the centers of lanes, lane boundary information such as road dividing lines (hereinafter referred to as dividing lines) that divide lanes, etc. The second map information 62 may include road information such as the radius of curvature (or curvature), gradient, and width of the road (or each lane included in the road), traffic regulation information, address information (address and postal code), facility information, telephone number information, etc. The second map information 62 may be updated as needed by the communication device 20 communicating with another device. The first map information 54 and the second map information 62 may be stored in a memory unit within the driving assistance device 100.

[0034] The driver monitor camera 70 is, for example, a digital camera that uses a solid-state imaging element such as a CCD or CMOS. The driver monitor camera 70 is attached to any location on the vehicle M in a position and orientation that allows it to capture an image of the head and upper body (including the position of the hands) of the driver seated in the driver's seat of the vehicle M from the front (in an orientation that captures the face). For example, the driver monitor camera 70 is attached to the top of a display device provided in the center of the instrument panel of the vehicle M. The driver monitor camera 70 outputs an image of the interior of the vehicle, including the driver of the vehicle M, captured from its installed position to the driving assistance device 100.

[0035] The driving operators 80 include, for example, a steering wheel 82, an accelerator pedal 84, a brake pedal 86, a turn signal switch, a shift lever, and other operators. The driving operators 80 are fitted with sensors that detect the amount of operation or the presence or absence of operation, and the detection results are output to the driving assistance device 100 or some or all of the driving force output device 200, the brake device 210, and the steering device 220. The steering wheel 82 is an example of a "steering operator."

[0036] For example, the steering wheel 82 is provided with a steering wheel sensor (SW sensor) 82A. The SW sensor 82A detects whether the driver is in contact with the steering wheel 82. The SW sensor 82A may also detect whether the driver is gripping the steering wheel 82, or detect the amount of operation of the steering wheel 82 by the driver (amount of steering torque, amount of steering). The steering wheel 82 does not necessarily have to be annular, and may be in the form of an irregularly shaped steering wheel, a joystick, buttons, or the like. In this case, the SW sensor 82A detects the amount of operation according to the respective form.

[0037] An accelerator pedal sensor (AP sensor) 84A is attached to the accelerator pedal 84. The AP sensor 84A detects the amount of operation (opening) of the accelerator pedal 84, which changes in response to the driver's operation of the accelerator pedal 84 (hereinafter referred to as the AP operation). The brake pedal 86 is provided with a brake pedal sensor (BP sensor) 86A. The BP sensor 86A detects the amount of operation (opening) of the brake pedal 86, which changes in response to the driver's operation of the brake pedal 86 (hereinafter referred to as the BP operation).

[0038] The driving force output device 200 outputs a driving force (torque) to the driving wheels for driving the host vehicle M. The driving force output device 200 includes, for example, a combination of an internal combustion engine, an electric motor, a transmission, etc., and an ECU (Electronic Control Unit) that controls these. The ECU controls the above components in accordance with information input from the driving assistance device 100 or information input from the driving operator 80.

[0039] Braking device 210 includes, for example, a brake caliper, a cylinder that transmits hydraulic pressure to the brake caliper, an electric motor that generates hydraulic pressure in the cylinder, and an ECU. The ECU controls the electric motor according to information input from driving assistance device 100 or information input from driving operator 80, so that a brake torque corresponding to the braking operation is output to each wheel. Braking device 210 may include a backup mechanism that transmits hydraulic pressure generated by operation of a brake pedal included in driving operator 80 to the cylinder via a master cylinder. Note that braking device 210 is not limited to the configuration described above, and may also be an electronically controlled hydraulic brake device that controls an actuator according to information input from driving assistance device 100 to transmit hydraulic pressure from a master cylinder to the cylinder.

[0040] The steering device 220 includes, for example, a steering ECU and an electric motor. The electric motor applies force to a rack and pinion mechanism to change the direction of the steered wheels. The steering ECU drives the electric motor to change the direction of the steered wheels in accordance with information input from the driving assistance device 100 or information input from the driving operator 80.

[0041] [Driving assistance devices] The driving assistance device 100 includes, for example, a recognition unit 110, a driving state detection unit 120, a road condition determination unit 130, a driving control unit 140, an HMI control unit 150, and a storage unit 160. The recognition unit 110, the driving state detection unit 120, the road condition determination unit 130, the driving control unit 140, and the HMI control unit 150 are realized by, for example, a hardware processor such as a CPU (Central Processing Unit) executing a program (software). Furthermore, some or all of these components may be realized by hardware (including circuitry) such as an LSI (Large Scale Integration), an ASIC (Application Specific Integrated Circuit), an FPGA (Field-Programmable Gate Array), a GPU (Graphics Processing Unit), or an SOC (System On Chip), or may be realized by a combination of software and hardware. The program may be stored in advance in a storage device (a storage device having a non-transitory storage medium) such as an HDD or flash memory of the driving assistance device 100, or may be stored in a removable storage medium such as a DVD or CD-ROM, and installed in the HDD or flash memory of the driving assistance device 100 by inserting the storage medium (non-transitory storage medium) into a drive device. The HMI control unit 150 is an example of a "notification control unit."

[0042] For example, settings are made within the driving force output device 200, the braking device 210, and the steering device 220 so that instructions from the driving support device 100 to the driving force output device 200, the braking device 210, and the steering device 220 are executed with priority over detection results from the driving operator 80. Regarding braking, if the braking force based on the operation amount of the brake pedal 86 is greater than the instruction from the driving support device 100, the latter may be set to be executed with priority. Furthermore, communication priority in an in-vehicle local area network (LAN) may be used as a mechanism for executing instructions from the driving support device 100 with priority.

[0043] The storage unit 160 may be realized by the various storage devices described above, or a solid state drive (SSD), an electrically erasable programmable read only memory (EEPROM), a read only memory (ROM), or a random access memory (RAM). The storage unit 160 stores, for example, programs and various other information. The storage unit 160 may also store the map information described above (first map information 54, second map information 62).

[0044] The recognition unit 110 recognizes the surrounding conditions of the host vehicle M based on information input from an external environment detection device. For example, the recognition unit 110 recognizes the position, speed, acceleration, and other status of objects present in the vicinity (e.g., within a predetermined distance from the host vehicle M). Examples of objects include other vehicles, bicycles, pedestrians, etc. The position of an object is recognized as a position on an absolute coordinate system with a representative point of the host vehicle M (e.g., the center of gravity or the center of the drive shaft) as the origin, and is used for control. The position of an object may be represented by a representative point such as the center of gravity or a corner of the object, or may be represented by an area. The "state" of an object may include the acceleration or jerk of the object, or the "behavior state" (e.g., whether or not the object is changing lanes or is about to change lanes). The recognition unit 110 also recognizes the relative position and relative speed of the object.

[0045] The recognition unit 110 also recognizes, for example, the lane in which the host vehicle M is traveling (driving lane). For example, the recognition unit 110 performs known analysis processing (e.g., edge extraction, feature extraction, pattern matching processing, etc.) on an image captured by the camera 10 (hereinafter, referred to as a camera image), and recognizes the position and pattern of marking lines around the host vehicle M (e.g., an arrangement of solid and dashed lines) from the analysis results. The recognition unit 110 may also refer to map information (second map information 62) based on the position information of the host vehicle M to recognize the position and pattern of marking lines around the host vehicle M. The recognition unit 110 may also recognize the driving lane using at least one of the positions and patterns of marking lines obtained from the camera image and the positions and patterns of marking lines obtained from the map information. The recognition unit 110 may recognize the driving lane by recognizing road boundaries (road boundaries) including not only marking lines but also shoulders, curbs, medians, guardrails, etc. In this recognition, the position of the host vehicle M obtained from the navigation device 50 and the processing results from the INS may be taken into account. The recognition unit 110 may also recognize adjacent lanes adjacent to the driving lane. The recognition unit 110 may also recognize the radius of curvature (or curvature), gradient, width, etc. of the driving lane (or road) from at least one of a camera image and map information. The recognition unit 110 also recognizes obstacles, stop lines, red lights, toll booths, and other road phenomena from the object recognition results. Obstacles are objects that the host vehicle M needs to avoid contacting, and include, for example, other vehicles.

[0046] The recognition unit 110 may also recognize the position and attitude of the host vehicle M with respect to the driving lane. For example, the recognition unit 110 may recognize the deviation of the reference point of the host vehicle M from the center of the lane and the angle it forms with a line connecting the centers of the lanes in the traveling direction of the host vehicle M as the relative position and attitude of the host vehicle M with respect to the driving lane. Alternatively, the recognition unit 110 may recognize the position of the reference point of the host vehicle M with respect to either side edge of the driving lane (a road dividing line or a road boundary) as the relative position of the host vehicle M with respect to the driving lane. The recognition unit 110 may also recognize the position and attitude of other vehicles traveling in the driving lane of the host vehicle M, or recognize whether the other vehicles are located on the center side of the driving lane or on the dividing line side as viewed from the host vehicle M.

[0047] The driving state detection unit 120 detects the driving state of the host vehicle M. The driving state includes the driving state of the host vehicle M due to the driver's operation and the driving state of the host vehicle M due to control by the driving control unit 140 (automatic driving control). The driving state detection unit 120 includes, for example, an acceleration detection unit 122 and a steering detection unit 124. The acceleration detection unit 122 detects the driver's acceleration operation of the host vehicle M. For example, the acceleration detection unit 122 detects the driver's AP operation based on the detection result of the AP sensor 84A, or detects the operation amount (opening degree) of the accelerator pedal 84. The steering detection unit 124 detects whether the driver is in contact with the steering wheel 82 (presence or absence of contact) based on the detection result of the SW sensor 82A, for example. In addition, the steering detection unit 124 detects the steering amount (torque amount of steering torque) due to the driver's operation (steering operation) of the steering wheel 82. The driving state detection unit 120 may detect the driver's BP operation based on the detection result of the BP sensor 86A, or may detect the operation amount (opening degree) of the brake pedal 86. The driving state detection unit 120 may also detect a state in which the driver is not performing a driving operation (a state in which the driver is not touching the driving operation controls 80).

[0048] Furthermore, the driving state detection unit 120 may detect whether the driver is in a predetermined state based on an image captured by the driver monitor camera 70. The predetermined state is a hands-off state or a hands-on state. The hands-off state is a state in which the driver is not in contact with (not gripping) the steering wheel 82, and the hands-on state is a state in which the driver is in contact with (gripping) the steering wheel 82. Whether the driver is in a hands-on state or a hands-off state may be determined, for example, based on a detection result of the SW sensor 82A of the driver's contact with the steering wheel 82. The predetermined state may also be a state in which the driver is monitoring the front (or the surroundings of the host vehicle M), or a state in which the system-side driving control (automated driving) of the host vehicle M can be quickly handed over to manual driving by the driver. The driver monitoring the front means, for example, that the driver's eyes are facing forward.

[0049] Furthermore, the driving state detection unit 120 may detect the speed, lateral G, and acceleration caused by the driver's steering operation or AP operation based on the detection results from the vehicle sensor 40.

[0050] The road condition determination unit 130 determines the conditions of the road on which the host vehicle M is traveling. For example, the road condition determination unit 130 determines whether a curved road exists within a predetermined distance in the traveling direction of the host vehicle M based on the surrounding conditions recognized by the recognition unit 110 from an external environment detection device such as the camera 10. For example, the road condition determination unit 130 determines that a curved road exists when the radius of curvature of the traveling lane within a predetermined distance in the traveling direction is less than a threshold. Furthermore, instead of (or in addition to) determining a curved road using an external environment detection device, the road condition determination unit 130 may acquire the road conditions (curvature radius) of the host vehicle M by referring to map information based on the position information of the host vehicle M acquired by the vehicle sensor 40, and determine whether a curved road exists within a predetermined distance in the traveling direction of the host vehicle M. Furthermore, the road condition determination unit 130 may use a curvature instead of a radius of curvature in determining a curved road. Furthermore, the road condition determination unit 130 may determine whether the traveling lane in the traveling direction of the host vehicle M is straight based on the curvature radius or the curvature.

[0051] The driving control unit 140 executes driving control (autonomous driving) that controls at least one of the steering and speed of the host vehicle M based on the surrounding conditions of the host vehicle M recognized by the recognition unit 110. For example, the driving control unit 140 performs lane keeping control (LKAS: Lane Keeping Assistance System) of the host vehicle M so that a reference point (e.g., center of gravity or center) of the host vehicle M is positioned in the center of the lane of which the host vehicle M is traveling, based on the surrounding conditions recognized by the recognition unit 110, driver instructions, etc. In the LKAS control, for example, when the steering direction based on the steering torque applied to the steering wheel 82 while the driver is in a hands-on state is a direction in which the host vehicle M deviates from the center of the lane (or the traveling lane), control may be performed to suppress deviation from the center of the lane (or the traveling lane) by applying a reaction force to the steering operation in that direction.

[0052] Furthermore, the driving control unit 140 may perform ACC (Adaptive Cruise Control System) control, which causes the host vehicle M to travel at a constant speed (set vehicle speed) in the driving lane based on the surrounding conditions. ACC control, for example, performs control such as automatically accelerating or decelerating when the distance between the host vehicle M and a preceding vehicle becomes within a predetermined distance, and following the host vehicle M while maintaining a predetermined inter-vehicle distance, or automatically accelerating the host vehicle M to a set speed when the preceding vehicle disappears due to a lane change or the like. The driving control unit 140 may also perform various driving controls, such as ALCA (Auto Lane Change Assist) control, which assists the host vehicle M in changing lanes from the driving lane to an adjacent lane, CMBS (Collision Mitigation Brake System) control, which warns the driver when there is a possibility of contact with an obstacle and performs braking control of the host vehicle M, TJP (Traffic Jam Pilot) control, which maintains an inter-vehicle distance while adapting to changes in the vehicle speed of the preceding vehicle during low-speed driving in a traffic jam or the like, and emergency stop control, which stops the host vehicle M in a safe position.

[0053] The driving control unit 140 also executes driving control to achieve a predetermined driving state according to the detection results by the driving state detection unit 120 and the road conditions determined by the road condition determination unit 130. The driving state may include, for example, at least some of the various driving controls described above, and may also include control related to notifications requesting the driver to perform a predetermined driving operation (for example, a hands-on state) and control to suppress acceleration due to AP operation. The driving state may also include terminating driving control and causing the driver to perform manual driving. The driving state may also include a driving state that requires the driver to contact the steering wheel 82 and a driving state that does not require contact.

[0054] For example, the driving control unit 140 generates a target trajectory and a target speed of the vehicle M according to the driving state based on the content of the driving state to be executed and the surrounding circumstances of the vehicle M, and executes steering control of the vehicle M according to the generated target trajectory and speed control of the vehicle M according to the generated target speed. In addition, the driving control unit 140 outputs a notification instruction to the HMI control unit 150 to request the driver to perform a predetermined driving operation according to the driving state. The functions of the driving control unit 140 will be described in detail later.

[0055] The HMI control unit 150 notifies the occupants (including the driver) of predetermined information via the HMI 30. The predetermined information includes, for example, information related to the driving of the vehicle M, such as information related to the state of the vehicle M and information related to driving control. The information related to the state of the vehicle M includes, for example, the speed of the vehicle M, engine speed, and shift position. The information related to driving control includes, for example, the type of driving control (driving state) currently being executed, the reason for the driving control being activated, the status of the driving control, and information indicating that driving control has started or ended. The information related to driving control may include information requesting a predetermined driving operation (e.g., hands-on), a warning, or an alarm to the driver. The predetermined information may include, for example, information related to the current location or destination of the vehicle M, the remaining amount of fuel, and information unrelated to driving control of the vehicle M, such as television programs and content (e.g., movies) stored on a storage medium such as a DVD.

[0056] For example, the HMI control unit 150 may generate an image including the predetermined information described above and display the generated image on the display unit 32 of the HMI 30, or may generate sound indicating the predetermined information and output the generated sound from the speaker 34 of the HMI 30. The timing at which the sound is output may be, for example, when driving control is started or stopped, when a call is received, when the image to be displayed is switched, or when the host vehicle M has entered a predetermined state. The HMI control unit 150 may also output information received by the HMI 30 to the driving control unit 140 or the like. The HMI control unit 150 may also cause the HMI 30 to output information requesting the driver to perform a predetermined driving operation, based on instruction information from the driving control unit 140 or the like, and control the timing at which the HMI 30 starts and stops outputting the information to be output.

[0057] [Operation control] Before describing the details of the driving control according to the embodiment, an example of conventional driving control will be described. FIG. 2 is a diagram showing an example of conventional driving control. In the example of FIG. 2, there are two lanes L1 and L2 that can travel in the same direction (X-axis direction in the figure), and the host vehicle M travels on lane L1 at a speed VM, while another vehicle m1 travels on lane L2, an adjacent lane to lane L1, at a speed Vm1. Note that in the example of FIG. 2, the other vehicle m1 is shown as a truck, but the vehicle type is not limited to this. Also, in the example of FIG. 2, the reference position (e.g., center of gravity position) of the host vehicle M at time T* is represented as M(T*), and the speed is represented as VM(T*), and the reference position of the other vehicle m1 is represented as m1(T*), and the speed is represented as Vm1(T*). In the following description, it is assumed that time T1 is the earliest, followed by times T2, T3, T4, T5, and T6 in that order. In addition, the example of FIG. 2 shows the accelerator pedal state (AP state) and steering state (hands off / hands on) over time.

[0058] In the example of Fig. 2, the host vehicle M performs ACC control during the period from time T1 to time T3, and travels at a constant speed based on a preset set speed with the driver not operating the accelerator pedal 84 (AP off state) and with the hands off the vehicle. During the period from time T1 to time T3, the speed difference between the speed VM of the host vehicle M and the speed Vm1 of the other vehicle m1 is small, and the host vehicle M and the other vehicle m1 are traveling side by side (traveling with their lateral positions overlapping). In this situation, the driver of the host vehicle M performs AP operation to temporarily accelerate the host vehicle M in order to move the host vehicle M away from the other vehicle m1.

[0059] For example, if the driver performs AP operation at time T3 (when the AP is on), conventional driving control executes acceleration control on the condition that the hands-off state is changed to the hands-on state. Therefore, acceleration is executed in the hands-on state during the period from time T3 to time T5. If the driver switches the AP off at time T5, when the lateral positions of the host vehicle M and the other vehicle m1 shift, constant-speed driving based on the set speed is executed from that point onward (for example, time T6), and the host vehicle m is allowed to switch to the hands-off state. Thus, conventional driving control requires the driver to switch to the hands-on state even when temporarily accelerating the host vehicle M, which places an operational burden on the driver. On the other hand, allowing acceleration unconditionally in the hands-off state could result in speeds and accelerations that are unacceptable in the hands-off state, potentially making it impossible to ensure safety. Therefore, in this embodiment, even when the AP is operated in the hands-off state, a certain degree of acceleration is permitted depending on the conditions, thereby maintaining safety and reducing the operational burden and improving operability. Therefore, this embodiment enables more appropriate driving control to be performed depending on the driver's driving situation and the vehicle situation.

[0060] Next, details of the driving control according to the embodiment will be described. For example, the driving control unit 140 executes driving control on the host vehicle M so that the host vehicle M is in a driving state that is set based on the driving situation of the driver and the situation of the host vehicle M, among a plurality of predetermined driving states. In addition, the driving control unit 140 transitions the currently executed driving state to another transition state according to a predetermined transition condition, or maintains (continues) the current driving state.

[0061] FIG. 3 is a diagram illustrating a transition of a driving state in an embodiment. FIG. 4 is a diagram illustrating an example of a transition condition of a driving state. In the example of FIG. 4, a driving state before the transition, the content of the transition condition, and a driving state after the transition are associated with each transition condition in accordance with the content of FIG. 3. The content of the transition condition includes, for example, information such as whether or not an AP operation is performed, the speed condition of the host vehicle M, whether or not the driver is hands-on, the passage of time, and suppression release. The speed condition includes whether or not the speed based on the AP operation exceeds a speed threshold (whether or not the speed threshold is exceeded), whether or not the lateral G (lateral acceleration) of the host vehicle M (or an occupant) due to the AP operation exceeds a threshold (lateral G threshold) (whether or not the lateral G threshold is exceeded), and whether or not the acceleration due to the AP operation amount (opening amount) exceeds an acceleration threshold (whether or not the acceleration threshold is exceeded). The speed condition may also include information such as whether an AND condition or an OR condition of the various speed conditions described above is satisfied. In the AP Operation Status column in FIG. 4, "o" indicates that AP operation has been performed, and "-" indicates that AP operation is not required. In the Hands-On column, "o" indicates that a hands-on state is being performed, "x" indicates that a hands-on state is not being performed (a hands-off state), and "-" indicates that hands-on operation is not required. In the Suppression Release column, "o" indicates that suppression release has been performed, and "-" indicates that it is not required. The information shown in FIG. 4 may be stored in the storage unit 160, for example, or may be acquired from an external device via the communication device 20. Hereinafter, the contents of each transition condition and the operating state when the condition is satisfied will be specifically described with reference to FIGS. 3 and 4.

[0062] <In the case of transition condition 1> The driving state before the transition due to transition condition 1 is the first driving state. The first driving state is, for example, a state in which the driver is in a hands-off state and LKAS control and ACC control can be executed by the driving control (automatic driving) of the driving control unit 140. The driving control in the first driving state is executed, for example, based on an instruction from the driver or the surrounding conditions. Hereinafter, it is assumed that both LKAS control and ACC control are executed as the first driving state. In the first driving state, the driving control unit 140 generates, for example, a future target trajectory for the host vehicle M to travel in the recommended lane determined by the recommended lane determination unit 61 and a target speed based on a preset set speed (for example, a speed whose error from the set speed is within a threshold), based on the surrounding conditions of the host vehicle M, and executes steering control of the host vehicle M according to the generated target trajectory and speed control of the host vehicle M according to the target speed, thereby performing LKAS control and ACC control. Note that the target trajectory and target speed are updated, for example, in response to changes in the surrounding conditions (for example, other vehicles present in the vicinity or road shape). The set speed may be set depending on the type of driving control or driving state, or the surrounding circumstances, and may be adjustable by the driver's operation.

[0063] Here, the condition for transition condition 1 is that, when the host vehicle M is in the first driving state, an AP operation (acceleration operation) by the driver is detected in a hands-off state, and all of the speed conditions, that is, the speed VM of the host vehicle M due to the AP operation, the lateral G, and the acceleration, do not exceed the thresholds (AND condition). When the condition for transition condition 1 is satisfied, the driving control unit 140 performs control to maintain (continue) the current state (first driving state) of the host vehicle M (does not transition to another driving state). By maintaining the first driving state, for example, acceleration of the host vehicle M is permitted due to the AP operation until the speed VM of the host vehicle M becomes greater than the speed threshold.

[0064] <In the case of transition condition 2> Transition condition 2 is when, when the host vehicle M is in the first driving state, an AP operation by the driver is detected and the driver is in a hands-on state. Transition condition 2 does not include a speed condition. When the condition of transition condition 2 is satisfied, the driving control unit 140 transitions the host vehicle M from the first driving state to the second driving state. The second driving state is, for example, a state in which the driver is in a hands-on state and LKAS control or the like is executed by the driving control unit 140. Furthermore, in the second driving state, the driving control unit 140 does not suppress the acceleration of the host vehicle M due to the AP operation by the driver, even if, for example, the speed VM of the host vehicle M exceeds a speed threshold (becomes greater than the speed threshold). Similarly, even if the lateral G or acceleration exceeds a threshold, the driving control unit 140 does not suppress the acceleration of the host vehicle M. As a result, when the host vehicle M is in a hands-on state, acceleration according to the driver's intention (AP operation) can be performed while executing LKAS control. The driving control unit 140 may control the HMI control unit 150 to notify and warn the driver when the speed VM, lateral G, or acceleration of the vehicle M exceeds a threshold value due to the driver's AP operation in the second driving state. Furthermore, the driving control unit 140 may be configured to be able to transition from the second driving state to the first driving state again when the various speed conditions of the first driving state are satisfied.

[0065] <In the case of transition condition 3> The condition for transition condition 3 is that, in the first driving state, an AP operation by the driver is detected, the driver is in a hands-off state, and at least one (OR condition) of the conditions (speed, lateral G, acceleration) set in the speed conditions shown in FIG. 4 for the speed VM of the host vehicle M exceeds a threshold. When the condition for transition condition 3 is satisfied, the driving control unit 140 transitions the driving state of the host vehicle M from the first driving state to the third driving state. In the third driving state, the driving control unit 140 causes the HMI control unit 150 to output information (hands-on request information) requesting the driver to touch (grip) the steering wheel 82. The HMI control unit 150 generates hands-on request information for the driver based on an instruction from the driving control unit 140 and causes the generated information to be output from the HMI 30. Furthermore, in the third driving state, the driving control unit 140 suppresses acceleration control of the host vehicle M in response to the AP operation by the driver. The details of the suppression of acceleration control will be described later.

[0066] <In the case of transition condition 4> The condition of transition condition 4 is that the hands-on state is reached within a first predetermined time after the start of the third driving state. If the condition of transition condition 4 is met, the driving control unit 140 transitions from the third driving state to the fourth driving state. In the fourth driving state, for example, the driving control unit 140 executes LKAS control with the driver's hands on the vehicle and gradually releases the suppression of acceleration control executed in the third driving state.

[0067] <In the case of transition condition 5> The condition of transition condition 5 is that the suppression of acceleration control executed in the third driving state is released in the fourth driving state. The suppression of acceleration control is released, for example, when the speed of the host vehicle M reaches the speed required by the AP operation (opening degree) of the driver. When the condition of transition condition 5 is satisfied, the driving control unit 140 transitions from the fourth driving state to the second driving state and executes driving control.

[0068] <In the case of transition condition 6> The condition of transition condition 6 is that the content of the transition condition remains unchanged even after a first predetermined time has elapsed since the start of the third driving state. "No change" means, for example, that the driver does not assume a hands-on state. When the condition of transition condition 6 is satisfied, the driving control unit 140 transitions the third driving state to the fifth driving state and executes driving control. In the fifth driving state, the driving control unit 140 controls the HMI control unit 150 to request the driver to assume a hands-on state more strongly than in the third driving state. "Strongly requesting" means increasing the degree of the request, for example, outputting an additional warning sound if a notification (request) was made by image display in the third driving state. Furthermore, "strongly requesting" may include displaying an image that is more emphasized than the image displayed in the third driving state (e.g., an image displayed in an emphasized color or a flashing image), outputting a different warning from the warning output in the third driving state, or outputting a voice that is louder or has a stronger tone than the voice output in the third driving state. In addition, in the fifth driving state, the driving control unit 140 suppresses acceleration control of the host vehicle M in response to AP operation by the driver.

[0069] <In the case of transition condition 7> The condition of transition condition 7 is that the driver enters a hands-on state within a second predetermined time from the start of the fifth driving state. The second predetermined time is, for example, a time shorter than the first predetermined time. When the condition of transition condition 7 is satisfied, the driving control unit 140 executes driving control by transitioning from the fifth driving state to a sixth driving state. In the sixth driving state, the driving control unit 140 executes driving control to switch to manual driving by the driver while gradually releasing the acceleration suppression of the fifth driving state. In other words, if the hands-on state is entered after a predetermined time has elapsed since the start of the fifth driving state, control is executed to terminate driving control by the driving control unit 140.

[0070] <In the case of transition condition 8> The condition of transition condition 8 is that the suppression of acceleration control is released in the sixth driving state. When the condition of transition condition 8 is satisfied, the driving control unit 140 transitions the host vehicle M from the sixth driving state to the seventh driving state. In the seventh driving state, the driving control by the driving control unit 140 ends, and the host vehicle M travels based on manual driving by the driver.

[0071] <In the case of transition condition 9> The condition of transition condition 9 is that the content of the transition condition does not change even after a second predetermined time has elapsed since the start of the fifth driving state (for example, the driver does not enter a hands-on state). If the condition of transition condition 9 is met, the driving control unit 140 transitions from the fifth driving state to the eighth driving state and executes driving control. In the eighth driving state, the driving control unit 140 moves the vehicle M to a safe position (for example, a road shoulder, etc.) based on the surrounding conditions of the vehicle M and stops the vehicle M.

[0072] [Hands-off acceleration control] Next, acceleration control in a hands-off state according to the embodiment will be described in detail. FIG. 5 is a diagram for explaining acceleration control in a hands-off state. The example of FIG. 5 illustrates acceleration control in a first driving state. In the example of FIG. 5, the horizontal axis represents time (hour), and the vertical axis represents the driving force and speed VM of the host vehicle M, respectively. The diagram illustrating the relationship between time and driving force shows the final requested driving force for the host vehicle M and the driving force requested by the driver through AP operation (driver-requested driving force). Furthermore, the diagram illustrating the relationship between time and speed shows, as the first driving state, an upper limit speed and a set speed when performing predetermined driving control (e.g., ACC control) in a hands-off state, a speed threshold corresponding to the speed condition for transitioning from the first driving state to a third driving state, and the speed VM of the host vehicle M. The speed threshold is, for example, an acceleration suppression start speed at which the host vehicle M transitions from the first driving state to the third driving state and starts suppressing acceleration through AP operation. In addition, the example in Figure 5 shows the changes in the driver's requested driving force, final requested driving force, and speed VM when the AP operation is switched from the AP off state to the AP on state in the hands-off state and then back to the AP off state.

[0073] 5, during the period from time T10 to time T11, the driver does not perform AP operation (AP off state). Therefore, the driving control unit 140 generates a target speed based on a set speed in accordance with the surrounding conditions, etc., controls the final required driving force so that the speed VM of the host vehicle M approaches the generated target speed, and executes speed control based on that driving force. Note that the driving control unit 140 generates a target trajectory in accordance with the surrounding conditions, etc., and executes steering control of the host vehicle so that the host vehicle travels on the generated target trajectory, but the following mainly describes the portion related to speed control.

[0074] When the AP is turned on by the driver's AP operation at time T11, the driving control unit 140 maintains the current speed VM until the driver requested driving force due to the AP operation reaches the current final requested driving force, and after the driver requested driving force exceeds the current final requested driving force, the final requested driving force also increases in accordance with the increase in the driver requested driving force as acceleration control, so that the speed VM increases.

[0075] Here, the range from the set speed to the speed threshold shown in FIG. 5 is a range in which acceleration in a hands-off state is permitted (acceleration tolerance range). The driving control unit 140 can increase the speed VM according to an increase in the driver's requested driving force within the acceleration tolerance range. Furthermore, if the driver's requested driving force decreases (if the accelerator pedal position decreases) between times T12 and T13, the driving control unit 140 adjusts the amount of decrease in the final requested driving force so that the deceleration rate of the host vehicle M does not exceed a predetermined amount. Furthermore, if the AP-off state is entered at time T13, the driving control unit 140 controls the speed VM of the host vehicle M so that it gradually approaches a target speed based on the set speed. As shown in FIG. 5, by permitting acceleration within a range that does not exceed the speed threshold even in a hands-off state, driving assistance in the first driving state can be continued. Therefore, when it is desired to temporarily accelerate to shift the position of a parallel vehicle as shown in FIG. 2, there is no need to enter a hands-on state, and appropriate driving control can be executed while improving driver operability.

[0076] [Suppression of acceleration control] In the example of FIG. 5, if the speed VM of the host vehicle M exceeds the speed threshold due to the driver's AP operation (acceleration operation), the driving control unit 140 transitions the driving state of the host vehicle M from the first driving state to the third driving state. When transitioning to the third driving state, the driving control unit 140 suppresses acceleration control due to the driver's AP operation. In this case, the driving control unit 140 prevents the speed VM from increasing even if the driver's requested driving force increases due to the AP operation. This makes it possible to suppress excessive acceleration in a hands-off state. Furthermore, in the third driving state, by notifying the driver of a hands-on request, it is possible to transition to the second driving state and permit further acceleration on the condition that the hands are on. This makes it possible to perform more appropriate driving control according to the driving situation. In addition, if the driving state does not become a hands-on state even after a first predetermined time has elapsed from the third driving state, the driving control unit 140 transitions the driving state of the vehicle M from the third driving state to the fifth driving state, and acceleration control in a hands-off state is similarly suppressed in the fifth driving state as well.

[0077] Here, the speed threshold, lateral G threshold, and acceleration threshold included in the speed conditions may be variably set depending on, for example, the set speed (or target speed) when executing driving control such as ACC and the road shape. For example, when the road shape on which the host vehicle M is traveling is straight, the driving control unit 140 allows acceleration in the first driving state until the speed VM of the host vehicle M becomes equal to or less than the maximum speed threshold, up to the maximum speed threshold for which the first driving state can be continued. If the speed VM exceeds the maximum speed threshold, the driving control unit 140 transitions the host vehicle M to the third driving state, suppresses acceleration control, and outputs a hands-on request. Note that if the set speed (or target speed) is lower than the maximum speed threshold by a certain amount or more, the speed threshold may be changed to a smaller value. In this case, the speed threshold is, for example, a value obtained by adding a predetermined additional speed to the set speed as a reference. In this way, by adjusting the speed threshold depending on the set speed, excessive acceleration in a hands-off state can be suppressed, thereby achieving safer driving control.

[0078] Furthermore, if the road shape on which the host vehicle M is traveling is a curved road, the speed threshold may be adjusted, for example, according to the set speed and the magnitude of the curvature radius (or curvature itself). In this case, when traveling on a curved road, the speed threshold is set to a speed that does not exceed the lateral G threshold (upper lateral acceleration limit) (e.g., 0.1 to 0.15 [G]) at which driving control in the first driving state is permitted. For example, the smaller the curvature radius, the smaller the speed threshold corresponding to the set speed is set so as not to exceed the lateral G threshold. In this way, by adjusting the speed threshold based on the set speed and road shape, the driving state can be transitioned at a more appropriate time depending on the vehicle situation and surrounding conditions. Therefore, more appropriate driving control can be achieved in a hands-off state.

[0079] Furthermore, in order to prevent the behavior of the host vehicle M from becoming unstable due to sudden acceleration, the driving control unit 140 may adjust the acceleration threshold (allowable acceleration) according to the speed VM of the host vehicle M. The acceleration threshold may be stored in the storage unit 160, for example, or may be acquired from an external device via the communication device 20.

[0080] For example, a first acceleration threshold is set when the speed VM of the host vehicle M is in a low speed range, a second acceleration threshold smaller than the first acceleration threshold is set when the speed VM is in a medium speed range, and a third acceleration threshold smaller than the first acceleration threshold is set when the speed VM is in a high speed range. The third acceleration threshold may be set to a value that gradually decreases as the speed VM increases. In this case, a constant acceleration threshold may be set as the predetermined speed in the high speed range. In this way, by setting the acceleration threshold to a constant value when the speed of the host vehicle M is higher than the predetermined speed, it is possible to allow a certain degree of acceleration even when the speed increases.

[0081] The acceleration threshold indicates a different condition from the speed threshold, but may be adjusted to match the speed threshold. In this way, by making it possible to adjust the conditions (speed threshold, lateral G threshold, acceleration threshold) for transitioning the driving state according to the situation of the host vehicle M and the surrounding situation, more appropriate driving control can be achieved.

[0082] The acceleration threshold is set to a higher allowable acceleration value as the speed of the host vehicle M decreases, thereby expanding the region in which driving assistance can continue during AP operation within an appropriate range. In this way, adjusting the allowable acceleration according to the margin value for driving assistance enables speed control according to the driver's intention even in a hands-off state, thereby improving driver operability.

[0083] [Driving state transition before and after driving on a curved road] Next, an example of the transition of the driving state before and after the host vehicle M travels on a curved road will be described. FIG. 6 is a diagram for explaining the transition of the driving state when traveling near a curved road. FIG. 6 shows an example in which the host vehicle M travels on two lanes L1 and L2 that can travel in the same direction at a speed VM on lane L2. In the example of FIG. 6, the reference position (e.g., center of gravity position) of the host vehicle M at time T* is represented as M(T*), the speed is represented as VM(T*), and time Ta is represented as the earliest, followed by times Tb, Tc, Td, Te, and Tf in that order. In addition, the example of FIG. 6 shows how the speed VM, driving state, steering state, and acceleration suppression (on / off) of the host vehicle M change over time.

[0084] In the example of FIG. 6, the recognition unit 110 recognizes the radius of curvature (or curvature) of the road in the traveling direction of the host vehicle M from map information or the like. Furthermore, instead of (or in addition to) map information, the recognition unit 110 may recognize the radius of curvature (or curvature) of the lane L2 (or road) on which the host vehicle M is traveling, based on output information from an external environment detection device such as the camera 10. For example, when the host vehicle M is traveling at a position that is a predetermined distance or more before the curved road, the recognition unit 110 recognizes information about the curved road ahead (for example, the radius of curvature) from map information. Furthermore, when the host vehicle M is traveling on a curved road, the recognition unit 110 recognizes information about the curved road ahead obtained from output information from an external environment detection device mounted on the host vehicle M. The driving control unit 140 generates a target speed based on the recognized information about the curved road. In this way, before entering a curved road, the recognition accuracy of the external environment detection device decreases, so the target vehicle speed is generated using information about the curved road obtained from map information, and after entering the curved road, the target vehicle speed is set based on the driving state obtained from the external environment detection device of the host vehicle M, thereby making it possible to perform more appropriate driving control in accordance with the driving state perceived by the occupants. Furthermore, the driving control unit 140 may generate a target trajectory in addition to the target speed.

[0085] At time Ta, the host vehicle M is assumed to be in a driving control state based on a first driving state (e.g., ACC control in a hands-off state). In this case, since the driver's AP operation is not detected, the driving control unit 140 performs constant-speed driving at a target speed (and target trajectory) according to a preset vehicle speed for straight-line driving. Here, it is assumed that the driver performs AP operation before time Tb, and transition condition 3 is satisfied at time Tb. In this case, the driving control unit 140 transitions the driving state of the host vehicle M from the first driving state to a third driving state. In the third driving state, a request to the driver to keep hands on the vehicle is output, and acceleration control in response to the AP operation is suppressed. At this point, the host vehicle M performs constant-speed driving at a speed at which acceleration is suppressed.

[0086] When a curved road is present ahead of the host vehicle M (within a predetermined distance), the driving control unit 140 may control the vehicle to transition to the third driving state earlier than when the road ahead is straight. In this case, the driving control unit 140 sets the speed threshold to a smaller value than when the road ahead is straight, for example. The driving control unit 140 may also set the lateral G threshold to a smaller value, and may also set the acceleration threshold to a smaller value.

[0087] Next, at time Tc when a first predetermined time has elapsed while the vehicle M remains in the third driving state, the driving control unit 140 transitions the driving state of the vehicle M from the third driving state to the fifth driving state. In the fifth driving state, a stronger hands-on request is output, and the suppression of acceleration control continues. At time Tc, the vehicle M begins to travel on a curved road, so it travels at a speed set for the curved road, slowing it down more than when traveling on a straight road.

[0088] Next, when the driver enters a hands-on state at time Td before the second predetermined time has elapsed since the start of the fifth driving state, the driving control unit 140 transitions the driving state of the host vehicle M from the fifth driving state to the sixth driving state. In the sixth driving state, the acceleration suppression is gradually released and driving control by manual driving operation is reflected, so that when deceleration driving is performed by braking operation, the speed VM of the host vehicle M will decelerate as shown in FIG.

[0089] Furthermore, at time Te when the suppression of acceleration control is completed (released), the driving control unit 140 transitions the driving state of the host vehicle M from the sixth driving state to the seventh driving state. In the seventh driving state, only manual driving is performed, so the steering and speed of the host vehicle M are controlled according to the driving operation of the driver. Note that the driving control unit 140 can transition from the seventh driving state to the first driving state again by receiving a driving state switching instruction from the driver or the like in the seventh driving state.

[0090] In this way, even when traveling near a curved road, by transitioning the driving state based on the transition conditions described above, more appropriate driving control can be performed depending on the surrounding conditions.

[0091] [Processing flow] Fig. 7 is a flowchart showing an example of processing executed by the driving assistance device 100 in the embodiment. In the example of Fig. 7, the description will focus on driving control processing including acceleration control processing by AP operation, mainly in driving control in a hands-off state, among the processing executed by the driving assistance device 100. In addition, the following processing may be repeatedly executed at a predetermined cycle or at a predetermined timing.

[0092] In the example of FIG. 7, the recognition unit 110 recognizes the surrounding conditions of the host vehicle M (step S100). Next, the driving state detection unit 120 detects the driving state of the host vehicle M and the driver (step S110). The driving state includes, for example, a hands-on state, a hands-off state, and acceleration and steering operations of the host vehicle M by the driver. Next, the road condition determination unit 130 determines the road conditions in the traveling direction of the host vehicle M (step S120). In the processing of step S120, the road condition determination unit 130 determines, for example, whether the road in the traveling direction of the host vehicle M is a curved road (a straight road).

[0093] Next, the driving control unit 140 generates a target trajectory and a target speed for the host vehicle M based on the surrounding conditions and road conditions (step S130), and executes driving control based on the generated target trajectory and target speed (step S140). Next, the driving control unit 140 determines whether an acceleration operation (AP operation) has been detected in a hands-off state (a state in which the driver is not in contact with the steering operator (steering wheel 82)) (step S150). If it is determined that an acceleration operation has been detected, the driving control unit 140 determines whether the speed VM of the host vehicle M is equal to or less than a speed threshold in a hands-off state (step S160).

[0094] If it is determined that the speed of the host vehicle M is equal to or less than the speed threshold for the hands-off state, the driving control unit 140 allows acceleration by an acceleration operation until the speed of the host vehicle M becomes greater than the speed threshold (step S170). Also, if it is determined in the processing of step S160 that the speed of the host vehicle M is not equal to or less than the speed threshold for the hands-off state, the driving control unit 140 requests the driver to put their hands on (step S180) and suppresses acceleration until the driver puts their hands on (step S190). This ends the instructions in this flowchart. Also, if it is determined in the processing of step S150 that the driver's hands are off and an acceleration operation is not detected, the processing in this flowchart ends.

[0095] 7, instead of (or in addition to) the speed threshold, it may be determined whether the lateral G of the host vehicle M is equal to or less than a lateral G threshold, or whether the acceleration of the host vehicle M is equal to or less than an acceleration threshold. In this case, in the process of step S170, the driving control unit 140 allows acceleration until the lateral G or acceleration of the host vehicle M becomes greater than the corresponding threshold.

[0096] [Variations] In an embodiment, instead of (or in addition to) a speed threshold, an acceleration threshold or a lateral G threshold may be used to permit or suppress acceleration of the host vehicle M due to an acceleration operation by the driver. For example, the driving control unit 140 permits acceleration of the host vehicle M due to an acceleration operation by the driver when the acceleration of the host vehicle M due to the acceleration operation by the driver is equal to or less than the acceleration threshold, and suppresses acceleration of the host vehicle M due to the acceleration operation by the driver when the acceleration is not equal to or less than the acceleration threshold, and requests the driver to put their hands on the road. Furthermore, the driving control unit 140 permits acceleration of the host vehicle M due to an acceleration operation by the driver when the lateral G of the host vehicle M due to the acceleration operation by the driver is equal to or less than the lateral G acceleration, and suppresses acceleration of the host vehicle M due to the acceleration operation by the driver when the lateral G is not equal to or less than the lateral G acceleration threshold, and requests the driver to put their hands on the road.

[0097] In addition, the speed condition included in the condition for determining whether to transition the driving state in the embodiment may be different depending on whether the driver is in a hands-on state or a hands-off state. For example, in a case where the speed threshold included in the speed condition includes a first speed threshold for the hands-on state and a second speed threshold for the hands-off state, and the driver performs an acceleration operation in the hands-off state (when an acceleration operation is detected), if the speed VM of the host vehicle M is equal to or less than the second speed threshold, the driving control unit 140 permits acceleration of the host vehicle M until the speed VM of the host vehicle M becomes greater than the second speed threshold, and if the speed VM of the host vehicle M becomes greater than the second speed threshold, the driving control unit 140 suppresses acceleration of the host vehicle M until the host vehicle M becomes in a hands-on state and requests the driver to keep the hands on.

[0098] As described above, the vehicle control program of the embodiment causes the computer to recognize the surrounding conditions of the host vehicle M, detect the acceleration operation of the host vehicle M by the driver of the host vehicle M, detect the driver's contact with the steering operator that performs the steering operation of the host vehicle M, generate a target trajectory and a target speed of the host vehicle M based on the surrounding conditions, and execute driving control based on steering control of the host vehicle M relative to the generated target trajectory and speed control of the host vehicle M relative to the target speed, and the driving control includes a driving state in which contact with the steering operator by the driver is required and a driving state in which contact is not required. In rare cases, when an acceleration operation by the driver is detected in a driving state in which contact by the driver with the steering operator is not required, if the speed of the vehicle M is below a speed threshold, the vehicle M is allowed to accelerate in the driving state until the speed of the vehicle becomes greater than the speed threshold, and if the speed of the vehicle M is greater than the speed threshold, the acceleration of the vehicle M is suppressed until contact by the driver with the steering operator is detected, and the driver is requested to contact the steering operator, thereby enabling more appropriate driving control to be performed according to the driver's driving situation and the vehicle situation.

[0099] For example, according to an embodiment, in driving control such as ACC or LKAS, acceleration at the driver's request is permitted up to an acceleration request (or driving force) that can ensure safety in a hands-off state, and if the acceleration exceeds the guaranteed level, the vehicle is driven with a limited driving force to suppress acceleration and a hands-on request is made. This allows acceleration of the host vehicle M through acceleration operations even in a hands-off state, thereby reducing the operational burden on the driver when performing temporary acceleration, such as to shift the position of a vehicle traveling alongside, and improving driver convenience. Furthermore, by allowing acceleration driving within a range that allows driving control in a hands-off state to be continued, the driver's driving intention can be appropriately determined, and more appropriate driving control can be achieved.

[0100] Furthermore, according to the embodiment, by detecting the driver's hands-on state during acceleration suppression, driving control in the hands-on state can be continued. Furthermore, according to the embodiment, when the vehicle is traveling on a curved road at a target vehicle speed with its hands off, it is determined whether to allow acceleration based on a speed threshold corresponding to the curved road, or whether to suppress acceleration and issue a hands-on request, thereby realizing more appropriate driving control according to the surrounding conditions of the vehicle M.

[0101] In addition, according to the embodiment, by adjusting the acceleration threshold according to the speed of the vehicle M and determining whether to allow acceleration due to the driver's acceleration operation or to suppress acceleration and request a hands-on attitude, driving control that more accurately reflects the driver's driving intentions can be realized.

[0102] The above-described embodiment can be expressed as follows. a storage medium for storing computer-readable instructions; a processor connected to the storage medium; The processor executes the computer-readable instructions to: Recognizes the surrounding situation of the vehicle, detecting an acceleration operation of the vehicle by a driver of the vehicle; detecting a contact of the driver with a steering operator that performs a steering operation of the host vehicle; generating a target trajectory and a target speed of the host vehicle based on the surrounding conditions; executing a driving control based on steering control of the host vehicle relative to the generated target trajectory and speed control of the host vehicle relative to the target speed; the driving control includes a driving state requiring contact with the steering operator by the driver and a driving state requiring no contact with the steering operator by the driver, When an acceleration operation of the driver is detected in a driving state in which contact with the steering operator by the driver is not required, When the speed of the host vehicle is equal to or less than a speed threshold, permitting acceleration of the host vehicle in the driving state until the speed of the host vehicle becomes greater than the speed threshold; When the speed of the host vehicle is greater than the speed threshold, the acceleration of the host vehicle is suppressed until contact of the driver with the steering operator is detected, and the driver is requested to contact the steering operator. Vehicle control device.

[0103] The above describes the form for carrying out the present invention using an embodiment, but the present invention is not limited to such an embodiment, and various modifications and substitutions can be made within the scope that does not deviate from the gist of the present invention. [Explanation of symbols]

[0104] 10...camera, 12...radar device, 14...LIDAR, 16...object recognition device, 20...communication device, 30...HMI, 40...vehicle sensor, 50...navigation device, 60...MPU, 70...driver monitor camera, 80...driving operator, 82...steering wheel, 84...accelerator pedal, 86...brake pedal, 100...driving assistance device, 110...recognition unit, 120...driving state detection unit, 122...acceleration detection unit, 124...steering detection unit, 130...road condition determination unit, 140...driving control unit, 150...HMI control unit, 160...memory unit, 200...driving force output device, 210...brake device, 220...steering device, M...host vehicle

Claims

1. On the computer, Recognize the surrounding situation of your vehicle, detecting an acceleration operation of the vehicle by a driver of the vehicle; detecting a contact of the driver with a steering operator that performs a steering operation of the host vehicle; generating a target trajectory and a target speed of the host vehicle based on the surrounding conditions; executing a driving control based on steering control of the host vehicle relative to the generated target trajectory and speed control of the host vehicle relative to the target speed; the driving control includes a driving state in which the driver needs to contact the steering operator and a driving state in which the driver does not need to contact the steering operator, When an acceleration operation of the driver is detected in a driving state in which contact with the steering operator by the driver is not required, When the speed of the host vehicle is equal to or less than a speed threshold, permitting acceleration of the host vehicle in the driving state until the speed of the host vehicle becomes greater than the speed threshold; When the speed of the host vehicle is greater than the speed threshold, the acceleration of the host vehicle is suppressed until contact of the driver with the steering operator is detected, and the driver is prompted to contact the steering operator. Vehicle control program.

2. When contact of the driver with the steering operator is detected within a predetermined time after a request for the driver to contact the steering operator, the driving control is executed in a driving state in which contact of the driver with the steering operator is required. The vehicle control program according to claim 1 .

3. and terminating the driving control when contact of the driver with the steering operator is detected after the predetermined time has elapsed. The vehicle control program according to claim 2 .

4. When the acceleration of the host vehicle due to the acceleration operation of the driver is equal to or less than an acceleration threshold, the acceleration of the host vehicle due to the acceleration operation of the driver is permitted; When the acceleration is not equal to or less than the acceleration threshold, the acceleration of the host vehicle due to an acceleration operation by the driver is suppressed, and the driver is requested to contact the steering operator. The vehicle control program according to claim 1 .

5. The acceleration threshold value is set to a smaller value as the speed of the host vehicle increases.

5. The vehicle control program according to claim 4.

6. The acceleration threshold is set to a constant value when the speed of the host vehicle is greater than a predetermined speed.

5. The vehicle control program according to claim 4.

7. The speed threshold is set to be different depending on whether the host vehicle is traveling on a curved road or not. The vehicle control program according to claim 1 .

8. When the host vehicle is traveling on the curved road, the speed threshold is set to a speed that does not exceed a lateral acceleration upper limit value. The vehicle control program according to claim 7.

9. When contact of the driver with the steering operator is detected, the host vehicle is accelerated by an acceleration operation of the driver, and even when the speed of the host vehicle becomes greater than the speed threshold, the acceleration of the host vehicle is not suppressed. The vehicle control program according to claim 1 .

10. When the host vehicle is traveling at a position a predetermined distance or more before the curved road, the target speed is generated based on information about the curved road obtained from map information. The vehicle control program according to claim 7.

11. When the host vehicle is traveling on the curved road, the target speed is generated based on information about the curved road obtained from output information from an external environment detection device mounted on the host vehicle. The vehicle control program according to claim 7.

12. the speed threshold includes a first speed threshold when the driver is in contact with the steering operator and a second speed threshold when the driver is not in contact with the steering operator, When an acceleration operation of the driver is detected in a driving state in which contact with the steering operator by the driver is not required, When the speed of the host vehicle is equal to or less than the second speed threshold, permitting acceleration of the host vehicle in the driving state until the speed of the host vehicle becomes greater than the second speed threshold; When the speed of the host vehicle is greater than the second speed threshold, the acceleration of the host vehicle is suppressed until contact of the driver with the steering operator is detected, and the driver is prompted to contact the steering operator. The vehicle control program according to claim 1 .

13. a recognition unit that recognizes the surrounding conditions of the vehicle; an acceleration detection unit that detects an acceleration operation of the vehicle by a driver of the vehicle; a steering detection unit that detects contact of the driver with a steering operator that performs a steering operation of the host vehicle; a driving control unit that generates a target trajectory and a target speed of the host vehicle based on the surrounding conditions, and executes driving control based on steering control of the host vehicle relative to the generated target trajectory and speed control of the host vehicle relative to the target speed, the driving control includes a driving state requiring contact with the steering operator by the driver and a driving state requiring no contact with the steering operator by the driver, When the acceleration detection unit detects an acceleration operation of the driver in a driving state in which the driver does not need to contact the steering operator, the driving control unit: When the speed of the host vehicle is equal to or less than a speed threshold, permitting acceleration of the host vehicle in the driving state until the speed of the host vehicle becomes greater than the speed threshold; When the speed of the host vehicle is greater than the speed threshold, the acceleration of the host vehicle is suppressed until contact of the driver with the steering operator is detected, and the driver is requested to contact the steering operator. Vehicle control device.

14. The computer Recognizes the surrounding situation of the vehicle, detecting an acceleration operation of the vehicle by a driver of the vehicle; detecting a contact of the driver with a steering operator that performs a steering operation of the host vehicle; generating a target trajectory and a target speed of the host vehicle based on the surrounding conditions; executing a driving control based on steering control of the host vehicle relative to the generated target trajectory and speed control of the host vehicle relative to the target speed; the driving control includes a driving state requiring contact with the steering operator by the driver and a driving state requiring no contact with the steering operator by the driver, When an acceleration operation of the driver is detected in a driving state in which contact with the steering operator by the driver is not required, When the speed of the host vehicle is equal to or less than a speed threshold, permitting acceleration of the host vehicle in the driving state until the speed of the host vehicle becomes greater than the speed threshold; When the speed of the host vehicle is greater than the speed threshold, the acceleration of the host vehicle is suppressed until contact of the driver with the steering operator is detected, and the driver is requested to contact the steering operator. Vehicle control method.

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