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

Abstract

To provide a vehicle control device, a vehicle control method and a program for vehicle control capable of reducing a risk of the inner side of a vehicle coming into contact with a structure when making a left or right turn.SOLUTION: A vehicle control device comprises a front sensor unit which acquires a position of a structure relative to a vehicle and a controller which executes vehicle control including at least one of alerting a driver of the vehicle or performing deceleration control to slow down the vehicle. The controller: stores the position of the structure relative to the vehicle each time the sensor unit acquires the position; estimates the position of the structure existing around the vehicle relative to the vehicle based on the position of the structure relative to the vehicle acquired by the sensor unit at a current time and the stored position of the structure relative to the vehicle; and executes the vehicle control based on the estimated position of the structure existing around the vehicle relative to the vehicle during a period when the vehicle is estimated to be making a left or right turn.SELECTED DRAWING: Figure 1

Description

[Technical Field]

[0001] The present invention relates to a vehicle control device, a vehicle control method, and a program therefor that perform vehicle control (e.g., warning and / or deceleration control) to prevent the inside part of the vehicle from contacting a structure when the vehicle makes a right or left turn. [Background technology]

[0002] Conventional devices use millimeter waves or radar emitted to the left of the vehicle to calculate the distance X between the vehicle and a "roadside object (such as a roadside step or guardrail) that is present to the left of the vehicle and has a predetermined length or more in the direction of travel of the road." When the left turn signal on the vehicle is activated and the distance X is equal to or less than an upper limit and equal to or greater than a lower limit, the conventional device issues an alarm to prevent motorcycle accidents (see, for example, Patent Document 1). [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Japanese Patent Application Laid-Open No. 2015-79330 Summary of the Invention

[0004] A vehicle is not necessarily equipped with a radar that emits radio waves to the left of the vehicle. On the other hand, a vehicle is often equipped with a front sensor device that acquires information about objects present in the area ahead of the vehicle (a predetermined area between the left diagonally forward and the right diagonally forward) in order to avoid a collision with an object located in front of the vehicle. Such a front sensor device is, for example, a front camera device and / or a front radar device.

[0005] Incidentally, there may be structures such as buildings and walls at the left or right front corner of an intersection where a vehicle is about to turn left or right. As shown in Figures 2B and 3A, when a vehicle is traveling at a certain distance from the intersection, such structures are detected by the front sensor device. However, as shown in Figure 3B, when the vehicle approaches the intersection, such structures are often located outside the detection range of the front sensor device. In such cases, when the vehicle is turning left or right, the front sensor device cannot detect such structures. Therefore, if the driver steers the vehicle more than necessary, for example, the inside of the turning wheel of the vehicle may come into contact with the structure.

[0006] The present invention has been made to address these problems. That is, an object of the present invention is to provide a vehicle control device, a vehicle control method, and a program therefor that can reduce the possibility of the inside of a turning vehicle coming into contact with a structure when the vehicle makes a left or right turn.

[0007] A vehicle control device according to one embodiment of the present invention includes: a front sensor device (20, 30) that repeatedly detects structures present in a predetermined area between the left front (L) and right front (R) of a vehicle (HV) and acquires the positions of the structures relative to the vehicle; a controller (10, 50, 70) that executes vehicle control including at least one of issuing an alert to a driver of the vehicle and deceleration control for decelerating the vehicle; Equipped with.

[0008] Further, the controller storing the position of the structure relative to the vehicle each time the position of the structure relative to the vehicle is acquired by the forward sensor device (S410); estimating the positions of structures present around the vehicle at the current time relative to the vehicle based on the positions of the structures relative to the vehicle currently acquired by the forward sensor device and the stored positions of the structures relative to the vehicle (S420); During a period when it is estimated that the vehicle is making a left or right turn (XLTR=1, XRTR=1), the vehicle control is executed based on the estimated positions of structures present around the vehicle relative to the vehicle (S510 to S530 and S540 to S560). It is structured as follows.

[0009] According to this aspect, the current positions of structures present around the vehicle relative to the vehicle are estimated based on the positions of structures relative to the vehicle currently acquired by the front sensor device and the stored positions of structures relative to the vehicle, and vehicle control is executed based on the estimated positions of the structures during the period when the vehicle is estimated to be turning left or right. Therefore, since vehicle control is executed taking into account the positions of structures relative to the vehicle that cannot be acquired by the front sensor device at the current time, it is possible to reduce the possibility of the inside of the turning vehicle coming into contact with the structure when the vehicle is turning left or right.

[0010] In the above aspect, the controller During a period in which the vehicle is estimated to be turning left or right, a distance (DL, DR) between an inside portion of the turning vehicle and the structure is estimated based on the estimated position of the structure present around the vehicle relative to the vehicle (S510, S540); If the estimated distance is equal to or less than a predetermined threshold (DL1th, DL2th, DR1th, DR2th), the vehicle control is executed (S515 to S530 and S545 to S560). It is structured as follows.

[0011] According to this aspect, the possibility of the inside of the turning vehicle coming into contact with a structure can be more reliably reduced.

[0012] In the above aspect, the controller When a specific direction indicator, which is either a left or right turn indicator of the vehicle, is in a flashing state, and at least a part of a structure is present between a position that is a first lateral distance (X1) away from the center of the vehicle's width in the turning direction of the vehicle indicated by the specific direction indicator and a position that is a second lateral distance (X2) away from the center of the vehicle's width in the turning direction, and when a part of the structure is present between a position that is a first longitudinal distance (Y1) behind the front end of the vehicle and a position that is a second longitudinal distance (Y2) ahead of the front end of the vehicle, the vehicle control is permitted to be executed (S440, S450, S505: Yes, S470, S480, S535: Yes).

[0013] According to this aspect, it is possible to reduce the frequency with which vehicle control is performed for structures that do not actually exist due to erroneous detection of structures by the forward sensor device.

[0014] In the above description, to facilitate understanding of the present invention, the names and / or symbols used in the embodiments described below are enclosed in parentheses for the configurations of the invention corresponding to those embodiments. However, the components of the present invention are not limited to the embodiments defined by the names and / or symbols. The present invention also covers a vehicle control method and a program therefor executed by the vehicle control device. [Brief explanation of the drawings]

[0015] [Figure 1] 1 is a schematic configuration diagram of a vehicle control device according to an embodiment of the present invention; [Figure 2] (A) is a plan view of the vehicle, and (B) is a view looking ahead from the vehicle traveling towards an intersection. [Figure 3] (A) and (B) are plan views of a vehicle traveling toward an intersection and structures existing around the intersection. [Figure 4] This is a routine executed by the CPU of the driving assistance ECU shown in FIG. [Figure 5]This is a routine executed by the CPU of the driving assistance ECU shown in FIG. [Figure 6] This is a routine executed by the CPU of the driving assistance ECU shown in FIG. DETAILED DESCRIPTION OF THE INVENTION

[0016] <Configuration> A vehicle control device (hereinafter referred to as "device DS") according to an embodiment of the present invention includes the components shown in Fig. 1 and is applied to (mounted on) a vehicle (host vehicle) HV. The vehicle HV may be any of a vehicle powered by an internal combustion engine, a vehicle powered by an electric motor (i.e., an electric vehicle), a hybrid vehicle, etc.

[0017] In this specification, an "ECU" refers to an electronic control device (control unit) equipped with a microcomputer including a CPU (processor), ROM, RAM, a writable nonvolatile memory, an interface, etc. For example, a driving assistance ECU 10 includes a CPU 10a, a ROM 10b, a RAM 10c, a nonvolatile memory 10d, and an interface 10e. An ECU is also called a controller or a computer. The multiple ECUs shown in FIG. 1 are connected to each other via a CAN so that they can exchange information. Some or all of these multiple ECUs may be integrated into a single ECU.

[0018] The driving assistance ECU 10 uses the components shown in FIG. 1 to perform "vehicle control (contact avoidance control) including at least one of issuing an alert to the driver of the vehicle HV and deceleration control to decelerate the vehicle HV" to prevent the vehicle HV from coming into contact with a structure when the vehicle HV makes a right or left turn.

[0019] The camera device (front camera device) 20 includes a camera (front camera) 21 and an image ECU 22. As shown in FIG. 2A, the camera 21 is disposed at the center and upper part of the front windshield of the vehicle HV in the vehicle width direction. The camera 21 repeatedly captures images of a scene in a predetermined area in front of the vehicle HV (the area from the diagonally forward left indicated by the line CL to the diagonally forward right indicated by the line CR) at predetermined intervals to obtain image data. The image ECU 22 generates camera information by analyzing the image data from the camera 21 and transmits the camera information to the driving assistance ECU 10. The camera information includes the image data itself and camera object information such as the position, relative longitudinal speed, relative lateral speed, and type of the captured object relative to the vehicle HV. The object type includes moving objects such as other vehicles and pedestrians, as well as stationary structures such as buildings and walls.

[0020] The radar device (front radar device) 30 includes a radar (front radar) 31 and a radar ECU 32. As shown in FIG. 2A, the radar 31 is disposed at the center of the front end of the vehicle HV in the vehicle width direction. The radar 31 transmits millimeter waves to a "predetermined area in front of the vehicle HV (an area extending from the diagonally forward left indicated by a line RL to the diagonally forward right indicated by a line RR)" every time a predetermined time elapses, and receives millimeter waves reflected by an object. The radar 31 transmits information about the transmitted and received millimeter waves to the radar ECU 32. The radar ECU 32 acquires radar information based on the information from the radar 31 and transmits the radar information to the driving assistance ECU 10. The radar information includes the distance to the object, the "direction and relative speed" of the object, etc.

[0021] The driving assistance ECU 10 integrates the camera information and radar information to generate fusion object information every predetermined time, including the object's position relative to the vehicle HV (longitudinal distance to the object, lateral position of the object, and orientation of the object), the object's outline, the object's relative speed, and the object's type. The driving assistance ECU 10 identifies the object's position using XY coordinates based on the vehicle HV. As shown in FIG. 2A, the Y axis of this XY coordinate extends in the longitudinal direction of the vehicle HV, and the X axis extends in a direction perpendicular to the Y axis. The origin of the XY coordinates is the center of the front end of the vehicle HV in the vehicle width direction. The Y axis coordinate takes a positive value in the front of the vehicle HV, and the X axis coordinate takes a positive value to the right of the vehicle HV.

[0022] In this way, the camera device 20 and the radar device 30 constitute a forward sensor device that repeatedly detects structures present in a specified area between the left diagonal front of the vehicle HV (roughly in the direction of the straight line L shown in (A) of Figure 3) and the right diagonal front of the vehicle HV (roughly in the direction of the straight line R shown in (A) of Figure 3), and acquires the position of the structures relative to the vehicle HV.

[0023] The powertrain ECU 40 controls a drive device including a power source of the vehicle HV (not shown) by driving the powertrain actuator 41, thereby generating a drive force. The powertrain ECU 40 can adjust the drive force of the vehicle HV in response to an instruction signal from the driving assistance ECU 10.

[0024] The brake ECU 50 controls a braking device of the vehicle HV (not shown) by driving a brake actuator 51, thereby applying a braking force to the vehicle HV. The brake ECU 50 can perform automatic braking to stop the vehicle HV by automatically applying a braking force to the vehicle HV in response to a command signal from the driving assistance ECU 10. This automatic braking is sometimes referred to as deceleration control to decelerate the vehicle HV.

[0025] The steering ECU 60 controls a steering device of the vehicle HV (not shown) by driving a steering motor 61, thereby changing the steering angle of the vehicle HV. The steering ECU 60 drives the steering motor 61 in response to a command signal from the driving assistance ECU 10, and can automatically steer the vehicle HV.

[0026] The warning ECU 70 is connected to a warning display device 71 disposed in a position visible from the driver's seat, and to a warning sound generating device 72 that generates a warning sound. In response to a command signal from the driving assistance ECU 10, the warning ECU 70 can cause the warning display device 71 to display a predetermined warning and the warning sound generating device 72 to generate a predetermined warning sound.

[0027] The driving assistance ECU 10 receives the detection values ​​(output values) of the following "sensors and switches." An accelerator pedal operation amount sensor 81 that detects an accelerator pedal operation amount AP of the vehicle HV. A brake pedal operation amount sensor 82 detects a brake pedal operation amount BP of the vehicle HV. A vehicle speed sensor 83 detects the speed of the vehicle HV (i.e., the host vehicle speed Vh). A steering angle sensor 84 detects the steering angle St of the vehicle HV. The steering angle St takes a negative value when the steering wheel is turned left from the neutral position, and takes a positive value when the steering wheel is turned right from the neutral position. A turn signal switch 85 that outputs a signal representing the position of a turn signal lever operated by the driver to flash the direction indicators (turn signals) of the vehicle HV. A group of other sensors 86 such as a steering torque sensor, a yaw rate sensor, a longitudinal acceleration sensor, and a lateral acceleration sensor.

[0028] The driving assistance ECU 10 can cause only the left turn indicator of the left and right turn indicators to flash based on the output signal of the turn signal switch 85. Furthermore, the driving assistance ECU 10 can cause only the right turn indicator of the left and right turn indicators to flash based on the output signal of the turn signal switch 85. Furthermore, as is well known, when only the left turn indicator of the left and right turn indicators is flashing, if the steering wheel (not shown) is turned right by a predetermined rotation angle or more, the output signal of the turn signal switch 85 becomes an OFF signal, and the left turn indicator changes to an extinguished state. Similarly, when only the right turn indicator of the left and right turn indicators is flashing, if the steering wheel is turned left by a predetermined rotation angle or more, the output signal of the turn signal switch 85 becomes an OFF signal, and the right turn indicator changes to an extinguished state.

[0029] (Overview of operation) As shown in Figure 2(B), a vehicle HV may turn left or right at an intersection IS where buildings and other structures B1, B2, and B3 are located at the corner. If the steering is not performed appropriately, the inside of the turning portion of the vehicle HV will come into contact with the structure. For example, in the example shown in Figure 2(B), if the driver steers the vehicle HV more to the left than necessary when turning left at the intersection IS, the left side of the vehicle HV, which is the inside of the turning portion, will come into contact with structure B1.

[0030] As shown in FIG. 3A, when the vehicle HV is traveling at a point some distance from the intersection IS, the "structures (B1 to B3) located at the corners of the intersection IS" are included within the range (a predetermined area from line L to line R) that can be detected by the front sensor device (camera device 20 and radar device 30). However, as shown in FIG. 3B, when the vehicle HV approaches the intersection IS, some of the "structures located at the corners of the intersection IS" (e.g., structures B1 and B2) are no longer included within the range that can be detected by the front sensor device. Therefore, for example, while the vehicle HV is turning left at the intersection IS, the conventional device cannot use the front sensor device to determine whether the vehicle HV is getting too close to the structures, and therefore cannot perform contact avoidance control (vehicle control).

[0031] Therefore, the driving assistance ECU 10 of the device DS stores the position of a structure relative to the vehicle HV in the RAM 10c each time it acquires the position based on information from the front sensor device. Then, each time the current position of a structure relative to the vehicle HV is newly acquired based on information from the front sensor device, the driving assistance ECU 10 estimates the current position of the structure present around the vehicle HV relative to the vehicle HV based on the stored position of the structure relative to the vehicle HV and the newly acquired current position of the structure relative to the vehicle HV. In this way, the position of the structure relative to the vehicle HV that cannot currently be recognized by the front sensor device is acquired.

[0032] The driving assistance ECU 10 then sequentially estimates the distance (DL or DR) between the "inner turning portion of the vehicle HV" and the "estimated structure" during the period in which the vehicle HV is estimated to be turning left or right, and executes contact avoidance control if the estimated distance is equal to or less than a predetermined threshold. The predetermined thresholds are, for example, the "first left-turn threshold DL1th, second left-turn threshold DL2th, first right-turn threshold DR1th, and second right-turn threshold DR2th" described below.

[0033] (Specific operation) <Approach risk assessment> The CPU 10a (hereinafter simply referred to as "CPU") of the driving assistance ECU 10 executes a routine shown in the flowchart of FIG. 4 every time a predetermined time elapses.

[0034] Therefore, at a predetermined timing, the CPU starts processing from step (hereinafter referred to as "S") 400 in Figure 4 and proceeds to S410, where it obtains the current position of the structure relative to the vehicle HV based on the fusion object information, and stores the current position of the structure relative to the vehicle HV together with the fusion object information in RAM 10c.

[0035] Next, the CPU proceeds to S420, where it estimates the current position of the structure relative to the vehicle HV based on the current position of the structure relative to the vehicle HV acquired based on the fusion object information and the positions of the structure relative to the vehicle HV that have been stored in RAM 10c up to the current time. At this time, the CPU extracts objects that are common between the current fusion object information and the stored fusion object information, and estimates the current position of the structure relative to the vehicle HV based on the current position of the common objects relative to the vehicle HV. Therefore, the structures whose current position relative to the vehicle HV is estimated include those that are not included in the fusion object information acquired currently, but are included in fusion object information acquired in the past and stored in RAM 10c.

[0036] Next, the CPU proceeds to S430, where it determines whether the left turn indicator is flashing and the right turn indicator is off (i.e., whether only the left turn indicator of the left and right turn indicators is flashing) based on the signal from the turn signal switch 85. If only the left turn indicator is not flashing, the CPU proceeds directly from S430 to S460, which will be described later.

[0037] On the other hand, if only the left turn indicator is flashing, the CPU estimates that the vehicle HV is turning left. In this case, the CPU proceeds from S430 to S440 and determines whether there is a risk (possibility) of the vehicle HV coming into contact with a structure if the vehicle HV turns left. More specifically, as shown in FIG. 3B, when a part or all of a certain structure is located between -X1 and -X2 in the X coordinate and between -Y1 and Y2 in the Y coordinate, it is determined that there is a risk of the vehicle HV coming into contact with the structure if the vehicle HV turns left. Both X1 and X2 are positive values, and X1 is greater than X2 (e.g., X1 = 2 (m), X2 = 1 (m)). X1 is referred to as the first lateral distance, and X2 is referred to as the second lateral distance. Both Y1 and Y2 are positive values, and Y1 is greater than Y2 (for example, Y1=3 (m), Y2=1 (m)). Y1 is referred to as the first vertical distance, and Y2 is referred to as the second vertical distance.

[0038] If there is no risk of the vehicle HV coming into contact with a structure when the vehicle HV turns left, the CPU proceeds directly from S440 to S460, which will be described later.

[0039] On the other hand, if there is a risk of the vehicle HV coming into contact with a structure when turning left, the CPU proceeds from S440 to S450 and sets the value of the left-turn contact risk flag XLTR to "1." The CPU then proceeds to S460. The value of the left-turn contact risk flag XLTR and the value of the right-turn contact risk flag XRTR, which will be described later, are set to "0" by an initialization routine (not shown) executed by the CPU when a start switch (not shown, for example, an ignition key switch and a ready switch) of the vehicle HV is changed from the OFF position to the ON position.

[0040] When the CPU proceeds to S460, it determines whether the right turn indicator is flashing and the left turn indicator is off (i.e., whether only the right turn indicator of the left and right turn indicators is flashing) based on the signal from the turn signal switch 85. If only the right turn indicator is not flashing, the CPU proceeds directly from S460 to S495 and temporarily ends this routine.

[0041] On the other hand, if only the right turn signal is flashing, the CPU estimates that the vehicle HV is turning right. In this case, the CPU proceeds from S460 to S470 and determines whether there is a risk (possibility) of the vehicle HV coming into contact with a structure if the vehicle HV turns right. More specifically, as shown in FIG. 3B, when part or all of a certain structure is located "between X2 and X1" on the X coordinate and "between -Y1 and Y2" on the Y coordinate, the CPU determines that there is a risk of the vehicle HV coming into contact with the structure if the vehicle HV turns right.

[0042] If there is no risk of the vehicle HV coming into contact with a structure when the vehicle HV turns right, the CPU proceeds directly from S470 to S495.

[0043] On the other hand, if there is a risk of the vehicle HV coming into contact with a structure when turning right, the CPU proceeds from S470 to S480 and sets the value of the right-turn contact risk flag XRTR to 1. Then, the CPU proceeds to S495.

[0044] <Vehicle control> The CPU executes the routine shown in the flowchart of Fig. 5 every time a predetermined time elapses. Therefore, at the predetermined timing, the CPU starts processing from S500 in Fig. 5 and proceeds to S505, where it determines whether the value of the left-turn contact risk flag XLTR is "1".

[0045] If the value of the left-turn contact risk flag XLTR is "1", the CPU proceeds from S505 to S510 and estimates the distance DL between the inner part of the turning vehicle HV (in this case, the left side of the vehicle HV) and the structure estimated to be located to the left of the vehicle HV based on the current position of the structure relative to the vehicle HV estimated in S420.

[0046] Next, the CPU proceeds to S515, where it determines whether the distance DL is equal to or less than the "first left-turn threshold DL1th, which is smaller than the second lateral distance X2." If the distance DL is equal to or less than the first left-turn threshold DL1th, the CPU proceeds from S515 to S520, where it transmits an instruction signal to the alarm ECU 70 to issue an alarm. Upon receiving this instruction signal, the alarm ECU 70 causes the alarm display device 71 to display an alarm and the alarm sound generator 72 to emit an alarm. At this time, the alarm ECU 70 may issue an alarm display and / or an alarm sound (message) indicating that the left side of the vehicle may come into contact with a structure. This allows the driver of the vehicle HV to recognize that there is a risk of contact between the left side of the vehicle HV and the structure estimated to be located to the left of the vehicle HV, and therefore the driver can perform appropriate driving operations to avoid such contact.

[0047] Next, the CPU proceeds to S525, where it determines whether the distance DL estimated in S510 is equal to or less than the second left-turn threshold DL2th, which is set to a value equal to or less than the first left-turn threshold DL1th.

[0048] If the distance DL is equal to or less than the second left-turn threshold DL2th, the CPU proceeds from S525 to S530 and sends a command signal to the brake ECU 50. Upon receiving this command signal, the brake ECU 50 executes automatic braking and immediately stops the vehicle HV. This reduces the possibility of contact between the left side of the vehicle HV and a structure estimated to be located to the left of the vehicle HV. The CPU then proceeds to S535.

[0049] If the CPU determines "No" in any of steps S505, S515, and S525, it proceeds directly from the step where it determined "No" to step S535.

[0050] When the CPU proceeds to S535, it determines whether the value of the right-turn contact risk flag XRTR is "1".

[0051] If the value of the right-turn contact risk flag XRTR is "1", the CPU proceeds from S535 to S540 and estimates the distance DR between the inner part of the turning vehicle HV (in this case, the right side of the vehicle HV) and the structure estimated to be located to the right of the vehicle HV based on the current position of the structure relative to the vehicle HV estimated in S420.

[0052] Next, the CPU proceeds to S545, where it determines whether the distance DR is equal to or less than the "first right-turn threshold DR1th, which is smaller than the second lateral distance X2." The first right-turn threshold DR1th is set to the same value as the first left-turn threshold DL1th. If the distance DR is equal to or less than the first right-turn threshold DR1th, the CPU proceeds from S545 to S550, where it transmits an instruction signal to the alarm ECU 70 to issue an alarm. Upon receiving this instruction signal, the alarm ECU 70 causes the alarm display device 71 to display an alarm and the alarm sound generator 72 to emit an alarm. At this time, the alarm ECU 70 may issue an alarm display and / or an alarm sound (message) indicating that the right side of the vehicle may come into contact with a structure. This allows the driver of the vehicle HV to recognize that there is a risk of contact between the right side of the vehicle HV and a structure estimated to be located to the right of the vehicle HV, and thus allows the driver to perform appropriate driving operations to avoid such contact.

[0053] Next, the CPU proceeds to S555, where it determines whether the distance DR estimated in S540 is equal to or less than a second right-turn threshold DR2th. The second right-turn threshold DR2th is set to a value equal to or less than the first right-turn threshold DR1th. The second right-turn threshold DR2th is set to the same value as the second left-turn threshold DL2th.

[0054] If the distance DL is equal to or less than the second right-turn threshold DR2th, the CPU proceeds from S555 to S560 and sends a command signal to the brake ECU 50. Upon receiving this command signal, the brake ECU 50 executes automatic braking and immediately stops the vehicle HV. This reduces the possibility of contact between the right side of the vehicle HV and a structure estimated to be located to the right of the vehicle HV. The CPU then proceeds to S595 and temporarily ends this routine.

[0055] If the CPU determines "No" in any of steps S535, S545, and S555, it proceeds directly from the step where it determined "No" to step S595.

[0056] <Flag reset> The CPU executes the routine shown in the flowchart of Fig. 6 every time a predetermined time elapses. Therefore, at the predetermined timing, the CPU starts processing from S600 in Fig. 6 and proceeds to S610, where it determines whether the value of the left-turn contact risk flag XLTR is "1".

[0057] If the value of the left-turn contact risk flag XLTR is "1", the CPU proceeds from S610 to S620, where it determines whether the state of the left turn indicator has changed from a flashing state to an off state. If the state of the left turn indicator has changed from a flashing state to an off state, the CPU proceeds from S620 to S630, where it sets the value of the left-turn contact risk flag XLTR to "0", and then proceeds to S640.

[0058] If the CPU determines "No" in either step S610 or S620, it proceeds directly from the step where it determined "No" to step S640.

[0059] When the CPU proceeds to S640, it determines whether the value of the right-turn contact risk flag XRTR is "1." If the value of the right-turn contact risk flag XRTR is "1," the CPU proceeds from S640 to S650, where it determines whether the state of the right turn indicator has changed from a flashing state to an off state. If the state of the right turn indicator has changed from a flashing state to an off state, the CPU proceeds from S650 to S660, where it sets the value of the right-turn contact risk flag XRTR to "0." The CPU then proceeds to S695, where it temporarily ends this routine.

[0060] If the CPU determines "No" in either step S640 or S650, it proceeds directly to step S695 from the step where it determined "No."

[0061] As described above, the device DS estimates the current positions of structures present around the vehicle relative to the vehicle based on the positions of structures relative to the vehicle currently acquired by the front sensor device and the stored positions of structures relative to the vehicle, and performs vehicle control (contact avoidance control) according to the estimated positions of the structures. Therefore, vehicle control can be effectively performed without providing sensors to detect structures on the left and right sides of the vehicle HV.

[0062] The present invention is not limited to the above-described embodiment, and various modifications can be adopted within the scope of the present invention. For example, the driving assistance ECU 10 estimates the position of the structure relative to the vehicle HV using the fusion target object information. However, the driving assistance ECU 10 may estimate the position of the structure relative to the vehicle HV based on camera information instead of the fusion target object information. The driving assistance ECU 10 may estimate that the vehicle HV is turning left during a period in which the steering angle St of the vehicle HV is equal to or less than a predetermined negative threshold, or may estimate that the vehicle HV is turning right during a period in which the steering angle St is equal to or greater than a predetermined positive threshold.

[0063] For example, in countries where laws require vehicles to drive on the left side of the road, the first left-turn threshold DL1th may be smaller than the first right-turn threshold DR1th, and the second left-turn threshold DL2th may be smaller than the second right-turn threshold DR2th. In countries where laws require vehicles to drive on the right side of the road, the first left-turn threshold DL1th may be larger than the first right-turn threshold DR1th, and the second left-turn threshold DL2th may be larger than the second right-turn threshold DR2th. Furthermore, for example, the present invention is applicable to an autonomous vehicle HV in which the driving mode has transitioned from autonomous driving to manual driving. [Explanation of symbols]

[0064] 10...driving assistance ECU, 20...camera device, 30...radar device, 50...brake ECU, 70...alarm ECU, 85...turn signal switch.

Claims

1. a front sensor device that repeatedly detects structures present in a predetermined area between the left front and the right front of the vehicle and acquires the positions of the structures relative to the vehicle; a controller that executes vehicle control including at least one of issuing an alert to a driver of the vehicle and deceleration control that decelerates the vehicle; In a vehicle control device comprising: The controller storing the position of the structure relative to the vehicle each time the position of the structure relative to the vehicle is acquired by the forward sensor device; estimating the positions of structures present around the vehicle at the current time relative to the vehicle based on the positions of the structures relative to the vehicle currently acquired by the forward sensor device and the stored positions of the structures relative to the vehicle; executing the vehicle control based on the estimated positions of structures present around the vehicle relative to the vehicle during a period in which the vehicle is estimated to be turning left or right; It was configured as follows: Vehicle control device.

2. 2. The vehicle control device according to claim 1, The controller During a period in which the vehicle is estimated to be turning left or right, a distance between an inside portion of the turning vehicle and the structure is estimated based on the estimated positions of structures present around the vehicle relative to the vehicle; If the estimated distance is equal to or less than a predetermined threshold, the vehicle control is executed. It was configured as follows: Vehicle control device.

3. 3. The vehicle control device according to claim 2, The controller When a specific direction indicator, which is either a left direction indicator or a right direction indicator of the vehicle, is in a flashing state, at least a part of a structure is present between a position that is a first lateral distance away from the center of the vehicle in the vehicle width direction in the turning direction of the vehicle indicated by the specific direction indicator and a position that is a second lateral distance away from the center of the vehicle in the vehicle width direction in the turning direction, and when a part of the structure is present between a position that is a first longitudinal distance behind the front end of the vehicle and a position that is a second longitudinal distance ahead of the front end of the vehicle, Vehicle control device.

4. a step of repeatedly detecting structures present in a predetermined area between the left diagonally forward and the right diagonally forward of the vehicle using a front sensor device, and acquiring positions of the structures relative to the vehicle; storing the position of the structure relative to the vehicle each time the position of the structure relative to the vehicle is acquired; a step of estimating positions of structures present around the vehicle at the current time relative to the vehicle based on positions of structures relative to the vehicle currently acquired using the forward sensor device and the stored positions of the structures relative to the vehicle; a step of executing vehicle control including at least one of issuing an alert to a driver of the vehicle and deceleration control for decelerating the vehicle based on the estimated positions of structures present around the vehicle relative to the vehicle during a period in which the vehicle is estimated to be turning left or right; A vehicle control method comprising:

5. A program to be executed by a computer mounted on a vehicle, The program is written to the computer. a step of repeatedly detecting structures present in a predetermined area between the left diagonally forward and the right diagonally forward of the vehicle using a front sensor device, and acquiring positions of the structures relative to the vehicle; storing the position of the structure relative to the vehicle each time the position of the structure relative to the vehicle is acquired; a step of estimating positions of structures present around the vehicle at the current time relative to the vehicle based on positions of structures relative to the vehicle currently acquired using the forward sensor device and the stored positions of the structures relative to the vehicle; a step of executing vehicle control including at least one of issuing an alert to a driver of the vehicle and deceleration control for decelerating the vehicle based on the estimated positions of structures present around the vehicle relative to the vehicle during a period in which the vehicle is estimated to be turning left or right; A program that executes.

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