Driving assistance device, driving assistance method, and program thereof

Abstract

This reduces the possibility of a vehicle coming into contact with an object when traveling through a specific parking lot (e.g., a multi-story parking garage) that has multiple ramps requiring a predetermined turning maneuver. [Solution] When a collision determination condition is met, which is met when there is a high probability that the vehicle will collide with an object in the vicinity of the vehicle, the driver assistance ECU (10) executes a collision avoidance operation to avoid a collision between the vehicle and the object. However, when a steering override condition is met, which is met when the driver of the vehicle performs a predetermined steering operation, the driver assistance ECU (10) does not execute the collision avoidance operation, even if the collision determination condition is met. When a specific condition is met, which includes as one of the conditions that the vehicle is located in a specific parking lot having a plurality of slopes that require the vehicle to make a predetermined turning maneuver to pass through, the driver assistance ECU (10) changes the steering override condition to a condition that is less likely to be met compared to when the specific condition is not met.

Description

Technical Field

[0001] The present invention relates to a driving support device, a driving support method, and a program thereof that perform an operation to reduce the possibility of a vehicle coming into contact with an object when the vehicle travels in a specific parking lot (for example, a multi-story parking lot) having a plurality of slopes that require a predetermined turning operation for the vehicle to pass through.

Background Art

[0002] One of the conventional driving support devices (hereinafter simply referred to as the "conventional device") activates an automatic brake when it determines that there is a high possibility that the vehicle will collide with an obstacle. Further, when the steering index value correlated with the driver's steering operation satisfies the steering override condition, the conventional device prohibits the automatic brake in order to prioritize the driver's collision avoidance operation even when it determines that there is a high possibility that the vehicle will collide with an obstacle (see Patent Document 1).

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

[0004] By the way, as shown in FIG. 2, a certain floor of a multi-story parking lot and the floor above or below that floor are connected by an inclined road SL having a large curvature. Hereinafter, this inclined road SL is referred to as the "parking lot slope SL" for convenience. When passing through the parking lot slope SL, the driver steers the steering wheel greatly. This steering operation often satisfies the above-described steering override condition. Therefore, when the vehicle HV passes through the parking lot slope SL, the automatic brake does not operate, so the vehicle HV may come into contact not only with the vehicle in front but also with the "side walls, fences, etc." of the parking lot slope SL.

[0005] This invention was made to address the aforementioned problems. Specifically, one of the objectives of this invention is to provide a driving assistance device, a driving assistance method, and a program thereof that can reduce the possibility of a vehicle coming into contact with an object when the vehicle is traveling on a slope that requires a predetermined turning maneuver to pass through (for example, a parking ramp in a multi-story parking garage). Hereinafter, "step" may be denoted as "S".

[0006] One aspect of the driver assistance device of the present invention is: If the collision determination condition is met (S360: Yes), which is the condition that a vehicle (HV) is highly likely to collide with an object in its vicinity, a collision avoidance operation is performed to avoid a collision between the vehicle and the object (S370), If the steering override condition is met when the driver of the vehicle performs a predetermined steering operation (S365:Yes), even if the collision determination condition is met (S360:Yes), the collision avoidance operation is not performed (S380). It includes a controller (10) configured as follows.

[0007] Furthermore, the controller, If a specific condition is met (S310: Yes, S320: No) which includes the condition that the vehicle is located in a specific parking lot having multiple ramps (SLs) that require the vehicle to make a predetermined turning maneuver to pass through, the steering override condition is configured to be changed to a condition that is less likely to be met compared to when the specific condition is not met (see S335, S350, and S355).

[0008] According to this, if a vehicle is located in a specific parking lot that has multiple slopes (SLs) that require the vehicle to make a predetermined turning maneuver to pass through, the steering override condition is changed to a condition that makes it less likely to be met. Therefore, even if the driver makes a large and / or quick steering operation when the vehicle passes over a slope in such a specific parking lot, the steering override condition is less likely to be met, and if a collision detection is met, the likelihood of collision avoidance action being performed increases. As a result, the possibility of a vehicle coming into contact with an object, especially on a slope within a specific parking lot, can be reduced.

[0009] In the above description, to aid in understanding the present invention, the names and / or reference numerals used in the embodiments described later are indicated in parentheses for the components of the invention corresponding to those embodiments. However, the components of the present invention are not limited to the embodiments defined by the above names and / or reference numerals. [Brief explanation of the drawing]

[0010] [Figure 1] This is a schematic diagram of a driver assistance device according to an embodiment of the present invention. [Figure 2] This is a plan view of the multi-story parking garage and parking ramp. [Figure 3] Figure 1 is a flowchart showing the routines executed by the CPU of the driver assistance ECU. [Figure 4] Figure 1 is a flowchart showing the routines executed by the CPU of the driver assistance ECU. [Modes for carrying out the invention]

[0011] <Structure> The driver assistance device according to an embodiment of the present invention (hereinafter referred to as "device DS") comprises the components shown in Figure 1. Device DS is applied to (mounted on) a vehicle HV. The vehicle HV may be any of the following: a vehicle powered by an internal combustion engine, a vehicle powered by an electric motor (i.e., an electric vehicle), and a hybrid vehicle.

[0012] In this specification, "ECU" refers to an electronic control unit equipped with a microcomputer. The microcomputer includes a CPU (processor), ROM, RAM, data-writable non-volatile memory, and interfaces, etc. An ECU is also referred to as a controller or computer.

[0013] The driver assistance ECU 10 performs the driver assistance control described later. The driver assistance ECU 10 is connected to the components described below and transmits and receives information or signals between them. The driver assistance ECU 10 may be composed of multiple ECUs.

[0014] The camera sensor 21 captures images of the surrounding scene, including the area in front of the vehicle HV, at predetermined intervals, and acquires image data. Based on the image data, the driver assistance ECU 10 acquires information representing the positional relationship between the vehicle HV and objects present around it (i.e., positional relationship information). Objects present around the vehicle HV include vehicles traveling in front of the vehicle HV, structures such as walls and fences, and "opening and closing bars" installed at the entrance or exit of parking lots. Based on the image data, the driver assistance ECU 10 can identify the types of these objects. Furthermore, based on the image data, the driver assistance ECU 10 can acquire the inclination angle of the vehicle in the longitudinal axis direction of the road surface in front of the vehicle. This information obtained based on the image data acquired by the camera sensor is called "camera information".

[0015] The radar sensor 22 is a well-known sensor that acquires information about objects in front of the vehicle HV using millimeter-wave radio waves. The radar sensor 22 transmits millimeter-wave information about the transmitted and received millimeter waves to the driver assistance ECU 10. The driver assistance ECU 10 acquires "radar information" based on the millimeter-wave information. The radar information includes the distance to the object, the object's orientation, and the object's relative velocity.

[0016] The driving support ECU 10 generates fusion information by integrating camera information and radar information. Based on the fusion information, the driving support ECU 10 executes "collision avoidance support control, route deviation prevention control, etc.", which will be described later, as driving support control.

[0017] The vehicle speed sensor 23 outputs a signal indicating the speed (i.e., vehicle speed) Vh of the vehicle HV. The yaw rate sensor 24 outputs a signal indicating the yaw rate Yr of the vehicle HV. The steering angle sensor 25 outputs a signal indicating the steering angle Sa of the vehicle HV. The steering torque sensor 26 outputs a signal indicating the steering torque Tq input to a steering shaft (not shown) by operating a steering wheel (not shown) of the vehicle HV. The inclination angle sensor 27 outputs a signal indicating the inclination angle Gr in the vehicle longitudinal direction of the road surface on which the vehicle HV is traveling.

[0018] The accelerator pedal operation amount sensor 28 outputs a signal indicating the operation amount AP of an accelerator pedal (not shown) of the vehicle HV. The brake pedal operation amount sensor 29 outputs a signal indicating the operation amount BP of a brake pedal (not shown) of the vehicle HV.

[0019] The driving support ECU 10 is further connected to a power train actuator 30, a brake actuator 40, a steering motor (i.e., steering actuator) 50, an alarm device 60 and a navigation ECU 70.

[0020] The power train actuator 30 drives a "driving device including a power source" (not shown) of the vehicle HV to adjust the driving force of the vehicle HV. The brake actuator 40 drives a braking device (not shown) of the vehicle HV to adjust the braking force applied to the vehicle HV. Therefore, the driving support ECU 10 can execute "automatic brake (emergency automatic brake)" that automatically applies a braking force to the vehicle HV by driving the brake actuator 40.

[0021] The steering motor 50 applies torque to a steering mechanism (not shown) of the vehicle HV and changes the steering angle of a steered wheel (not shown) of the vehicle HV.

[0022] The warning device 60 includes a display device and an alarm sound generating device. The warning device 60 causes the display device to perform a predetermined warning display and causes the alarm sound generating device to generate a predetermined alarm sound in accordance with an instruction signal from the driving support ECU 10.

[0023] The navigation ECU 70 is connected to a GPS receiver 71 and a map information storage device 72. The navigation ECU 70 acquires the current position of the vehicle HV based on the GPS signal received by the GPS receiver 71. The navigation ECU 70 or the driving support ECU 10 can determine whether the vehicle HV is located in a multi-story parking lot having a plurality of slopes that require a predetermined turning travel, based on the acquired current position and the map information stored in the map information storage device 72.

[0024] (Outline of operation) The device DS determines whether the vehicle HV is located in a "multi-story parking lot having a plurality of slopes that require a predetermined turning travel" based on the current position of the vehicle HV and map information, etc. Hereinafter, a multi-story parking lot having a plurality of slopes that require a predetermined turning travel may be referred to as a "specific parking lot". When the device DS determines that the vehicle HV is located in the specific parking lot, the device DS performs the first process and the second process described below.

[0025] <First process> When the device DS determines that there is a high possibility that the vehicle HV will collide with an object, the device DS executes an automatic brake (a collision avoidance support operation for avoiding a collision between the vehicle HV and the object). However, when the steering index value indicating the steering operation state such as the steering angle Sa and the steering angular velocity dSa satisfies the steering override condition, the device DS prohibits the automatic brake.

[0026] However, as shown in Figure 2, the parking lot ramp SL has a curved road with a large curvature, so the driver needs to operate the steering wheel widely and / or quickly when passing through the parking lot ramp SL. Consequently, the steering index value is likely to meet the steering override condition, and automatic braking is often prohibited. Therefore, the vehicle HV is highly likely to come into contact with objects such as the walls and fences of the parking lot ramp SL.

[0027] Therefore, if the device DS determines that the vehicle HV is located within a specific parking area, it changes the steering override condition to one that is less likely to be met compared to when the vehicle HV is not located within a specific parking area. This process is the first process. As a result of executing the first process, if the vehicle HV is traveling on a parking ramp, even if the driver operates the steering wheel significantly and / or quickly, the steering override condition will not be met, and automatic braking will be applied as needed. Thus, the possibility of the vehicle HV coming into contact with an object on the parking ramp can be reduced.

[0028] <Second Processing> Furthermore, the device DS memorizes the vehicle HV's route when it travels down the parking ramp for the first time after entering a specific parking lot. More specifically, the device DS acquires the positional relationship between the parking ramp wall and / or fence and the vehicle HV based on image data (or positional relationship information acquired based on image data). The device DS learns / stores this positional relationship as the vehicle HV's reference route.

[0029] After the device DS learns the vehicle HV's path, when the vehicle passes through another parking ramp in the same multi-story parking garage, it compares the positional relationship information with the learned reference path. If the device DS determines that the vehicle HV has deviated from the reference path, it drives the steering motor 50 to assist in steering the vehicle HV and bring it closer to the reference path. In other words, the device DS performs path departure prevention control (deviation suppression operation). The process of providing steering assistance using this learned path (reference path) is the second process. The second process reduces the possibility of the vehicle HV coming into contact with an object on the parking ramp.

[0030] (Specific operation) The CPU of the driver assistance ECU 10 executes the routines shown in Figures 3 and 4 at predetermined intervals.

[0031] At a predetermined time, the CPU starts processing from S300 in Figure 3 and proceeds to S305, where it determines whether the value of the multi-story parking garage flag XPA is "0".

[0032] If the value of the multi-story parking garage flag XPA is "0", the CPU proceeds from S305 to S310 to determine whether the vehicle HV has entered the multi-story parking garage. More specifically, the CPU determines whether the vehicle HV has entered the multi-story parking garage based on the "current location and map information" acquired by the navigation ECU 70.

[0033] The CPU may also determine that the hybrid vehicle has entered the multi-story parking garage if both of the following conditions 1 and 2 are met. (Condition 1) This condition is met when the opening and closing bar at the entrance of the parking lot is recognized based on image data. (Condition 2) This condition is met when the road surface inclination angle Gr detected by the inclination angle sensor 27 becomes equal to or greater than a predetermined inclination angle threshold Grth within a predetermined time after Condition 1 is met or before the vehicle HV travels a predetermined distance. The CPU may determine whether or not the road surface inclination angle Gr has become equal to or greater than the predetermined inclination angle threshold Grth based on the image data.

[0034] If the CPU determines that the vehicle HV has entered the multi-story parking garage, it proceeds from S310 to S315 and sets the value of the multi-story parking garage flag XPA to "1". The value of the multi-story parking garage flag XPA is stored in non-volatile memory. After that, the CPU proceeds from S315 to S335. On the other hand, if the CPU does not determine that the vehicle HV has entered the multi-story parking garage, it proceeds directly from S310 to S335.

[0035] Furthermore, when the CPU proceeds to S305, if the value of the multi-story parking garage flag XPA is "1", the process proceeds from S305 to S320 to determine whether or not the vehicle HV has left the multi-story parking garage. More specifically, the CPU determines whether or not the vehicle HV has left the multi-story parking garage based on the "current location and map information" acquired by the navigation ECU 70.

[0036] If the CPU determines that the vehicle HV has left the multi-story parking garage, it proceeds from S320 to S325 and sets the value of the multi-story parking garage flag XPA to "0". Next, the CPU proceeds to S330 and sets the value of the route memory flag XM to "0", and then proceeds to S335. On the other hand, if the CPU does not determine that the vehicle HV has left the multi-story parking garage, it proceeds directly from S320 to S335.

[0037] Thus, the value of the multi-story parking garage flag XPA is set to "1" from the time it is determined that the vehicle HV has entered the multi-story parking garage until it is determined that it has left the multi-story parking garage.

[0038] In S335, the CPU determines whether the value of the multi-story parking flag XPA is "1". If the value of the multi-story parking flag XPA is not "1", the CPU proceeds from S355 to S340 and sets the steering angle threshold Sath to the standard steering angle threshold SaStd. As will be described later, if the magnitude of the steering angle Sa (|Sa|) is greater than or equal to the steering angle threshold Sath, the steering override condition is met, and therefore the automatic brake is stopped (S365, S380).

[0039] Next, the CPU proceeds from S340 to S345, setting the steering angular velocity threshold dSath to the standard steering angular velocity threshold dSaStd. As will be described later, if the magnitude of the steering angular velocity dSa (|dSa|) is greater than or equal to the steering angular velocity threshold dSath, the steering override condition is met, and therefore the automatic brake is stopped (see S365 and S380). The CPU also obtains the amount of change in steering angle Sa per unit time as the steering angular velocity dSa. After that, the CPU proceeds from S345 to S360.

[0040] In contrast, when the CPU proceeds to S335, if the value of the multi-story parking flag XPA is "1", the CPU proceeds from S335 to S350 and sets the steering angle threshold Sath to the high steering angle threshold SaLarge. The high steering angle threshold SaLarge is greater than the standard steering angle threshold SaStd. Therefore, when the vehicle HV is located in a multi-story parking garage, the steering override condition based on the steering angle Sa becomes less likely to be met compared to when the vehicle HV is not located in a multi-story parking garage.

[0041] Next, the CPU proceeds from S350 to S355, setting the steering angular velocity threshold dSath to the high steering angular velocity threshold dSaLarge. The high steering angular velocity threshold dSaLarge is greater than the standard steering angular velocity threshold dSaStd. Therefore, when the vehicle HV is located in a multi-story parking garage, the steering override condition based on the steering angular velocity dSa becomes less likely to be met compared to when the vehicle HV is not located in a multi-story parking garage. After that, the CPU proceeds from S355 to S360. The processing in S350 and S355 is the first processing described above.

[0042] In S360, the CPU determines whether there is a high probability of a vehicle HV colliding with an object based on a well-known method. Specifically, the CPU determines whether the collision determination conditions that are met when there is a high probability of a vehicle HV colliding with an object in its vicinity have been met. For example, the CPU calculates the collision margin time TTC until the vehicle HV reaches an object located in the direction of its travel, and determines that there is a high probability of the vehicle HV colliding with the object if the collision margin time TTC is less than or equal to the threshold time TTCth. Here, the object includes not only other vehicles but also "walls and fences, etc." of parking ramps in multi-story parking garages. The collision margin time TTC is calculated by dividing the distance between the object and the vehicle HV by the relative velocity of the object. Furthermore, for example, when the vehicle speed Vh is less than or equal to the low vehicle speed threshold VhLoth, and the distance D between the vehicle HV and an object located in the direction of its travel is less than or equal to the threshold distance Dth, the CPU may also determine that there is a high probability of the vehicle HV colliding with the object.

[0043] If the CPU does not determine that there is a high probability of the vehicle HV colliding with an object, it proceeds directly from S360 to S395 and terminates this routine.

[0044] In response to this, if it is determined that there is a high probability that the vehicle HV will collide with an object, the process proceeds from S360 to S365 to determine whether the steering override condition is met. That is, the CPU performs a steering override determination. The steering override condition is met when at least one of the following conditions 3 and 4 is met.

[0045] (Condition 3) This condition is met when the magnitude of the steering angle Sa (|Sa|) is greater than or equal to the steering angle threshold Sath. (Condition 4) This condition is met when the magnitude of the steering angular velocity dSa (|dSa|) is greater than or equal to the steering angular velocity threshold dSath.

[0046] If the steering override condition is not met, the CPU proceeds from S365 to S370 and performs automatic braking to avoid a collision between the vehicle HV and an object. Next, the CPU proceeds to S375 and displays a warning on the warning device 60 and generates a warning sound. After that, the CPU proceeds to S395 and terminates this routine.

[0047] In response to this, if the steering override condition is met, the CPU proceeds from S365 to S380 and disables automatic braking. That is, in this case, even if it is determined in S360 that there is a high probability that the vehicle will collide with an object, automatic braking will not be performed. Next, the CPU proceeds to S385 and disables the warning. After that, the CPU proceeds to S395 and terminates this routine.

[0048] At a predetermined time, the CPU starts processing from S400 in Figure 4 and proceeds to S405 to determine whether the value of the multi-story parking flag XPA is "1". If the value of the multi-story parking flag XPA is "0", the CPU proceeds directly from S405 to S495 and terminates this routine.

[0049] In response to this, if the value of the multi-story parking garage flag XPA is "1", the CPU proceeds from S405 to S410 to determine whether the value of the route memory flag XM is "0". As mentioned above, the value of the route memory flag XM is set to "0" when the vehicle HV leaves the multi-story parking garage (S330), and also when the vehicle HV's start switch is changed to the off position (S440).

[0050] Therefore, if the current time is immediately after the vehicle HV has started up and entered the multi-story parking garage for the first time, the value of the route memory flag XM is "0". In this case, the CPU proceeds from S410 to S415 to determine whether the vehicle HV has started its first lap around the parking garage ramp. This first lap of the parking garage ramp is also referred to as the "first ramp" for convenience.

[0051] The first lap of the parking ramp refers to the vehicle HV's journey on the parking ramp to move from a certain floor to the floor above, when the value of the path memory flag XM is "0". Alternatively, the first lap of the parking ramp refers to the vehicle HV's journey on the parking ramp to move from the M floor to the (M-1) floor below, when the vehicle HV is parked on the M floor of the multi-story parking garage (when the start switch is changed to the off position).

[0052] More specifically, the CPU determines whether the vehicle HV has started its first lap around the parking ramp by determining whether the magnitude of the yaw rate Yr (|Yr|) has changed for the first time from below the yaw rate threshold to above the yaw rate threshold after the vehicle HV entered the multi-story parking garage. If the vehicle HV has not started its first lap around the parking ramp, the CPU proceeds from S415 to S435, which will be described later.

[0053] In contrast, if the vehicle HV has started its first lap around the parking lot ramp, the CPU proceeds from S415 to S420 and learns (stores) the route of the parking lot ramp as described above. The learned route is stored in non-volatile memory.

[0054] Next, the CPU proceeds to S425 to determine whether the vehicle HV has completed its first lap around the parking lot slope. More specifically, the CPU determines whether the vehicle HV has completed its first lap around the parking lot slope by determining whether, since the time it was determined that the vehicle HV had started its first lap around the parking lot slope, the magnitude of the yaw rate Yr (|Yr|) has changed for the first time from being greater than or equal to the yaw rate threshold Yrth to being less than the yaw rate threshold Yrth.

[0055] If the vehicle HV has not completed its first lap around the parking lot ramp, the CPU returns from S425 to S420 and continues learning the parking lot ramp.

[0056] When the vehicle HV completes its first lap around the parking lot ramp, the CPU proceeds from S425 to S430 and sets the value of the route memory flag XM to "1".

[0057] Next, the CPU proceeds from S430 to S435 to determine whether the vehicle hybrid's start switch has been changed from the ON position to the OFF position and whether the vehicle hybrid's operation has ended. If the vehicle hybrid's start switch has not been changed to the OFF position, the CPU proceeds directly from S435 to S495 and terminates this routine.

[0058] In response to this, if the vehicle HV's start switch is changed from the ON position to the OFF position and the vehicle HV's operation ends, the CPU proceeds from S435 to S440 and sets the value of the route memory flag XM to "0". After that, the CPU proceeds to S495.

[0059] Once the parking lot ramp route has been learned and the value of the route memory flag XM is set to "1", if the start switch is not changed to the off position and the CPU starts processing the routine in Figure 4 again, the CPU proceeds from S405 to S410, determines "No" in S410 and proceeds to S445.

[0060] In step S445, the CPU determines whether the vehicle HV has started its Nth lap (where N is an integer greater than or equal to 2) of the parking ramp. This Nth lap of the parking ramp is also referred to as the "second ramp" for convenience. The Nth lap of the parking ramp refers to the vehicle HV traveling on the parking ramp to move from the Nth floor to the floor above it (N+1 floor). Alternatively, if the vehicle HV is parked on the Mth floor of the multi-story parking garage (when the start switch is changed to the off position), the Nth lap of the parking ramp refers to the vehicle HV traveling on the parking ramp to move from the (M-1) floor to the floor below it (M-2 floor).

[0061] More specifically, the CPU determines whether the vehicle HV has started its Nth lap of the parking lot slope by determining whether the magnitude of the yaw rate Yr (|Yr|) has changed from below the yaw rate threshold to above the yaw rate threshold. If the vehicle HV has not started its Nth lap of the parking lot slope, the CPU proceeds directly from S445 to S495.

[0062] In response to this, if the vehicle HV has started its Nth lap of the parking lot slope, the CPU proceeds from S445 to S450 and determines whether the vehicle HV has deviated from the path (reference path) learned in S420. That is, the CPU determines, based on the image data, whether a predetermined deviation condition has been met, which is established when the vehicle HV's driving path deviates from the learned reference path.

[0063] For example, the CPU determines that the vehicle HV has deviated from its learned path when the distance Dmin between the vehicle HV and the nearest specific object is less than or equal to α% (e.g., 70%) of the distance Dmem between the vehicle HV and the specific object when the vehicle HV travels along the learned path (i.e., Dmin ≤ α·Dmem / 100).

[0064] If the CPU determines that the vehicle HV is deviating from the learned path, it proceeds from S450 to S455 and performs path departure prevention steering (i.e., deviation suppression operation to reduce the degree of deviation of the vehicle from the reference path). More specifically, the CPU changes the steering angle of the steering wheels by driving the steering motor 50 toward the reference path so that the position of the vehicle HV approaches the learned reference path.

[0065] Next, the CPU proceeds to S460 to determine whether the vehicle HV has completed its Nth lap of the parking lot slope. More specifically, the CPU determines whether the vehicle HV has completed its Nth lap of the parking lot slope by checking whether the magnitude of the yaw rate Yr (|Yr|) has changed from being greater than or equal to the yaw rate threshold Yrth to being less than the yaw rate threshold Yrth.

[0066] If the hybrid vehicle (HV) has not completed its Nth lap of the parking lot ramp, the CPU returns from S460 to S450. As a result, if the HV deviates from the learned path, path departure prevention steering is executed in S455, allowing the HV to travel along the learned path on the parking lot ramp.

[0067] When the HV vehicle completes its Nth lap of the parking lot ramp, the CPU proceeds from S460 to S435.

[0068] When a hybrid vehicle (HV) is parked in a multi-story parking garage, the HV's power switch is moved to the off position. Therefore, the CPU sets the value of the route memory flag XM to "0" through processing in S435 and S440. Consequently, the CPU relearns the parking ramp route (see S410 to S430). In other words, when a vehicle is parked in a multi-story parking garage, the previously learned routes are cleared, and the route for the descending parking ramp is learned.

[0069] As explained above, when the device DS determines that the vehicle HV is located within a specific parking area, it performs a first process that changes the steering override condition to a condition that is less likely to be met compared to when the device determines that the vehicle HV is not located within a specific parking area. Therefore, the device DS can increase the likelihood of activating the automatic brakes on the parking lot ramp, thereby reducing the likelihood of the vehicle HV coming into contact with an object on the parking lot ramp.

[0070] Furthermore, in the first slope, the device DS learns the positional relationship between the vehicle HV and the "wall and / or fence of the parking lot slope" as a reference path. In the second slope, when the device DS determines, based on the image data, that a predetermined deviation condition has been met (S450: Yes) which is established when the actual driving path of the vehicle HV deviates from the reference path, it performs a second process, executing a deviation suppression operation to reduce the degree of deviation of the vehicle HV from the reference path (S455). As a result, the device DS can reduce the possibility of the vehicle HV coming into contact with an object on the parking lot slope.

[0071] The present invention is not limited to the embodiments described above, and various modifications can be adopted within the scope of the present invention. For example, the present invention is applicable to a vehicle in which the driving mode has transitioned from autonomous driving to driver-operated driving in an autonomous vehicle.

[0072] The CPU had previously determined that a specific condition was met when the vehicle HV was located within a specific parking lot, and changed the steering override condition to one that was less likely to be met. However, the CPU may also determine that a specific condition is met when the vehicle HV is located within a specific parking lot AND a turning condition is met. The turning condition may be a condition that is met when the steering angle Sa is greater than or equal to a predetermined value, or a condition that is met when it is determined from image data that the road is a curved road. Furthermore, the device DS may be equipped with multiple camera sensors, LiDAR, and multiple sonar sensors, and may determine whether a collision determination condition is met, or learn a reference path and determine deviation from the reference path, based on information from these. The device DS may apply a certain braking force to the vehicle HV to prevent the vehicle speed Vh from increasing too much from the time the vehicle HV starts traveling on the Nth lap of the parking lot slope until it finishes traveling on the Nth lap. [Explanation of symbols]

[0073] 10...Driving assistance ECU, 21...Camera sensor, 24...Yaw rate sensor, 25...Steering angle sensor, 70...Navigation ECU, 71...GPS receiver, 72...Map information storage device.

Claims

1. If a collision detection condition is met, which indicates a high probability that the vehicle will collide with an object in its vicinity, the system will perform collision avoidance maneuvers to avoid a collision between the vehicle and the object. If the steering override condition is met when the driver of the vehicle performs a predetermined steering operation, the collision avoidance action will not be performed even if the collision determination condition is met. In a vehicle driving assistance system equipped with a controller configured as follows, The aforementioned controller, The steering override condition is configured to be changed to a condition that is less likely to be met compared to when the specific condition is not met, when a specific condition is met which includes the condition that the vehicle is located in a specific parking lot having multiple ramps that require the vehicle to make a predetermined turning maneuver to pass through. Driving assistance system.

2. A driving support device according to claim 1, The aforementioned designated parking lot is a multi-story parking garage. Driving assistance system.

3. A driving support device according to claim 1, The vehicle is equipped with a camera that acquires image data by taking pictures of the area around the vehicle. The aforementioned controller, When the vehicle passes through the first slope, which is one of the slopes, the path of the vehicle on the first slope is stored as a reference path based on the image data. When the vehicle passes through a second slope, which is one of the other slopes, and it is determined based on the image data that a predetermined deviation condition has been met, which is established when the vehicle's travel path deviates from the reference path, a deviation suppression operation is performed to reduce the degree of deviation of the vehicle from the reference path. It is configured in such a way. Driving assistance system.

4. A step of determining whether the collision determination conditions that are met when there is a high probability that the vehicle will collide with an object in the vicinity of the vehicle have been met, The steps include determining whether a steering override condition has been met when the driver of the vehicle performs a predetermined steering operation, The steps include: executing a collision avoidance operation to avoid a collision between the vehicle and the object if the collision detection condition is determined to be met but the steering override condition is not determined to be met, and prohibiting the execution of the collision avoidance operation if the collision detection condition is determined to be met and the steering override condition is also determined to be met; A step of determining whether a specific condition has been met, which includes as one of the conditions that the vehicle is located in a specific parking lot having multiple ramps that require the vehicle to make a predetermined turning maneuver in order to pass through, If it is determined that the aforementioned specific condition is met, the steering override condition is changed to a condition that is less likely to be met compared to when it is not determined that the aforementioned specific condition is met. Driving assistance methods, including those mentioned above.

5. A program to be executed by the computer installed in the vehicle, The program is sent to the computer, The steps include determining whether the collision determination conditions that are met when there is a high probability that the vehicle will collide with an object in the vicinity of the vehicle have been met, The steps include determining whether a steering override condition has been met when the driver of the vehicle performs a predetermined steering operation, The steps include: executing a collision avoidance operation to avoid a collision between the vehicle and the object if the collision detection condition is determined to be met but the steering override condition is not determined to be met, and prohibiting the execution of the collision avoidance operation if the collision detection condition is determined to be met and the steering override condition is also determined to be met; A step of determining whether a specific condition has been met, which includes as one of the conditions that the vehicle is located in a specific parking lot having multiple ramps that require the vehicle to make a predetermined turning maneuver in order to pass through, If it is determined that the aforementioned specific condition is met, the steering override condition is changed to a condition that is less likely to be met compared to when it is not determined that the aforementioned specific condition is met. A program that executes the command.

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