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

Abstract

To improve collision avoidance with an obstacle in comparison with the prior art.SOLUTION: A vehicle control device controlling a vehicle comprises: first detection means which detects a traffic lane outside area which is an outside area of a traffic lane where a vehicle is traveling; second detection means which detects an obstacle; and determination means which determines whether an operator approves steering control in the traffic lane outside area or not when an obstacle is detected by the second detection means, the traffic lane outside area is detected by the first detection means, and the vehicle controlled by operator's steering control intrudes into the traffic lane outside area in a case that the vehicle and the obstacle are in a prescribed relation.SELECTED DRAWING: Figure 1

Description

Technical Field

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

Background Art

[0002] There is known a technique for controlling steering so as to avoid an obstacle when an obstacle exists in front of a traveling vehicle (Patent Documents 1 and 2).

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Patent Document 2

Summary of the Invention

Problems to be Solved by the Invention

[0004] On the other hand, there is also known a technique for controlling steering during traveling while maintaining the vehicle within a lane (hereinafter, this operation mode is referred to as a lane keeping assist mode). When an obstacle is detected ahead during traveling in this lane keeping assist mode, braking and steering for avoiding a collision with the obstacle are controlled, but the control is performed only within the range of the lane during traveling.

[0005] An object of the present invention is to provide a technique for enhancing collision avoidance with an obstacle more than ever.

Means for Solving the Problems

[0006] In order to solve the above problems, for example, the vehicle control device of the present invention has the following configuration. That is, A vehicle control device for controlling a vehicle, a first detection means for detecting an off-lane area outside the lane during traveling, a second detection means for detecting an obstacle; Travel control means for controlling the vehicle to travel in a defined area; a determination means for determining that the driver has approved performing steering control in the off-lane area when an obstacle is detected by the second detection means, an off-lane area is detected by the first detection means, and the vehicle has entered the off-lane area by a steering operation by the driver when the vehicle and the obstacle are in a predetermined relationship; 、 Guiding means for guiding the vehicle into the off-lane area when the vehicle and the obstacle are in the predetermined relationship and the vehicle is traveling without entering the off-lane area; and comprising 、 The entry into the off-lane area is determined when a predetermined position of the vehicle enters the off-lane area; When the steering control by the driver is performed with a force equal to or greater than a predetermined value, the steering control by the driver is executed preferentially over the steering control by the travel control means. thereby.

Advantages of the Invention

[0007] According to the present invention, it becomes possible to enhance collision avoidance with an obstacle more than ever.

Brief Description of the Drawings

[0008]

Figure 1

Figure 2

Figure 3

Figure 4

Figure 5

Figure 6

Figure 7

Figure 8

Figure 9

Best Mode for Carrying Out the Invention

[0009] Hereinafter, embodiments will be described in detail with reference to the accompanying drawings. Note that the following embodiments do not limit the invention according to the claims, and not all combinations of the features described in the embodiments are essential for the invention. Two or more of the plurality of features described in the embodiments may be arbitrarily combined. Also, the same or similar configurations are denoted by the same reference numerals, and redundant descriptions are omitted.

[0010] <First Embodiment> FIG. 1 is a block diagram of a vehicle V and its control device 1 according to an embodiment of the present invention. In FIG. 1, the outline of the vehicle V is shown in a plan view and a side view. The vehicle V is, for example, a four-wheel sedan-type passenger car.

[0011] The vehicle V of the present embodiment is, for example, a parallel hybrid vehicle. In this case, the power plant 50, which is a traveling drive unit that outputs a driving force for rotating the drive wheels of the vehicle V, can include an internal combustion engine, a motor, and an automatic transmission. The motor can be used as a drive source for accelerating the vehicle V and can also be used as a generator during deceleration or the like (regenerative braking).

[0012] <Control Device> With reference to FIG. 1, the configuration of the control device 1 which is an in-vehicle device of the vehicle V will be described. The control device 1 includes an ECU group (control unit group) 2. The ECU group 2 includes a plurality of ECUs 20 to 28 configured to be communicable with each other. Each ECU includes a processor represented by a CPU, a storage device such as a semiconductor memory, an interface with an external device, and the like. Programs executed by the processor, data used by the processor for processing, and the like are stored in the storage device. Each ECU may include a plurality of processors, storage devices, interfaces, and the like. Note that the number of ECUs and the functions they perform can be designed as appropriate, and it is possible to subdivide or integrate them more than in this embodiment. In FIG. 1, the names of the typical functions of the ECUs 20 to 28 are attached. For example, the ECU 20 is described as "driving control ECU".

[0013] The ECU 20 executes control related to driving assistance including the automatic driving of the vehicle V. In automatic driving, the driving of the vehicle V (such as acceleration of the vehicle V by the power plant 50), steering, and braking are automatically performed without the need for the driver's operation. Also, in manual driving, the ECU 20 can execute driving support control such as collision mitigation braking and lane departure suppression. Collision mitigation braking instructs the operation of the braking device 51 to assist in collision avoidance when the possibility of collision with an obstacle ahead increases. Lane departure suppression instructs the operation of the electric power steering device 41 to assist in lane departure avoidance when the possibility of the vehicle V deviating from the lane increases. Also, the ECU 20 can execute automatic following control to automatically follow the vehicle V to a preceding vehicle in both automatic driving and manual driving. In the case of automatic driving, all of the acceleration, deceleration, and steering of the vehicle V may be automatically performed. In the case of manual driving, the acceleration and deceleration of the vehicle V may be automatically performed.

[0014] The ECU 21 is an environment recognition unit that recognizes the driving environment of the vehicle V based on the detection results of the detection units 31A, 31B, 32A, and 32B that detect the surrounding situation of the vehicle V. In the case of this embodiment, the detection units 31A and 31B are cameras that photograph the front of the vehicle V (hereinafter, may be referred to as camera 31A and camera 31B), and are attached to the inner side of the front window in the front part of the roof of the vehicle V. By analyzing the image captured by the camera 31A, it is possible to extract the outline of the target and the lane dividing lines (such as white lines) on the road.

[0015] In the case of this embodiment, the detection unit 32A is a lidar (Light Detection and Ranging) (hereinafter, may be referred to as lidar 32A), which detects the targets around the vehicle V and measures the distance to the targets. In the case of this embodiment, five lidars 32A are provided, one at each corner of the front part of the vehicle V, one at the center of the rear part, and one at each side of the rear part. The detection unit 32B is a millimeter-wave radar (hereinafter, may be referred to as radar 32B), which detects the targets around the vehicle V and measures the distance to the targets. In the case of this embodiment, five radars 32B are provided, one at the center of the front part of the vehicle V, one at each corner of the front part, and one at each corner of the rear part.

[0016] The ECU 22 is a steering control unit that controls the electric power steering device 41. The electric power steering device 41 includes a mechanism that steers the front wheels according to the driving operation (steering operation) of the driver on the steering wheel ST. The electric power steering device 41 includes a drive unit 41a that includes a motor that exerts a driving force (sometimes referred to as steering assist torque) for assisting the steering operation or automatically steering the front wheels, a steering angle sensor 41b, a torque sensor 41c that detects the steering torque (referred to as steering load torque and distinguished from the steering assist torque) borne by the driver, and the like. The ECU 22 can also obtain the detection result of a sensor 36 that detects whether the driver is holding the steering wheel ST, and can monitor the holding state of the driver.

[0017] In the vicinity of the steering wheel ST, turn signal levers 51 and 52 are provided. By operating the turn signal levers 51 and 52 by the occupant, the corresponding left and right direction indicators (not shown) can be actuated. Further, in the present embodiment, the occupant can instruct the automatic lane change of the vehicle V by operating the turn signal levers 51 and 52. As an instruction for automatic lane change, for example, the occupant can instruct a lane change to the left lane by operating the turn signal lever 51, and can also instruct a lane change to the right lane by operating the turn signal lever 52. The instruction for lane change by the occupant may be accepted during automatic driving or during automatic following control.

[0018] The ECU 23 is a braking control unit that controls the hydraulic device 42. The braking operation of the driver on the brake pedal BP is converted into hydraulic pressure in the brake master cylinder BM and transmitted to the hydraulic device 42. The hydraulic device 42 is an actuator that can control the hydraulic pressure of the hydraulic oil supplied to the brake devices (for example, disc brake devices) 51 provided on each of the four wheels, and the ECU 23 performs drive control of solenoid valves and the like provided in the hydraulic device 42. Further, at the time of braking, the ECU 23 can turn on the brake lamp 43B. Thereby, it is possible to enhance the attention to the vehicle V for the following vehicle.

[0019] The ECU 23 and the hydraulic device 42 can constitute an electric servo brake. The ECU 23 can control, for example, the distribution of the braking force by the four brake devices 51 and the braking force by the regenerative braking of the motor provided in the power plant 50. The ECU 23 can also realize the ABS function, the traction control, and the attitude control function of the vehicle V based on the detection results of the wheel speed sensors 38 provided on each of the four wheels, a yaw rate sensor (not shown), and a pressure sensor 35 that detects the pressure in the brake master cylinder BM.

[0020] ECU24 is a stop maintenance control unit that controls an electric parking brake device (for example, a drum brake) 52 provided on the rear wheels. The electric parking brake device 52 includes a mechanism for locking the rear wheels. ECU24 can control the locking and unlocking of the rear wheels by the electric parking brake device 52.

[0021] ECU25 is an in-vehicle notification control unit that controls an information output device 43A for notifying information inside the vehicle. The information output device 43A includes, for example, a head-up display, a display device provided on the instrument panel, or an audio output device. Furthermore, it may include a vibration device. ECU25 outputs various information such as vehicle speed and outside air temperature, information such as route guidance, and information regarding the state of the vehicle V to the information output device 43A.

[0022] ECU26 includes a communication device 26a for inter-vehicle communication. The communication device 26a performs wireless communication with surrounding other vehicles and exchanges information between vehicles.

[0023] ECU27 is a drive control unit that controls the power plant 50. In the present embodiment, one ECU27 is assigned to the power plant 50, but one ECU may be assigned to each of the internal combustion engine, the motor, and the automatic transmission. ECU27 controls the output of the internal combustion engine or the motor and switches the gear stage of the automatic transmission in response to, for example, the driving operation of the driver detected by an operation detection sensor 34a provided on the accelerator pedal AP or an operation detection sensor 34b provided on the brake pedal BP, and the vehicle speed. Note that a rotation speed sensor 39 for detecting the rotation speed of the output shaft of the automatic transmission is provided as a sensor for detecting the running state of the vehicle V. The vehicle speed of the vehicle V can be calculated from the detection result of the rotation speed sensor 39.

[0024] The ECU 28 is a position recognition unit that recognizes the current position and route of the vehicle V. The ECU 28 controls the gyro sensor 33, the GPS sensor 28b, and the communication device 28c, and performs information processing on the detection results or communication results. The gyro sensor 33 detects the rotational movement of the vehicle V. The route of the vehicle V can be determined based on the detection results of the gyro sensor 33 and the like. The GPS sensor 28b detects the current position of the vehicle V. The communication device 28c performs wireless communication with a server that provides map information and traffic information, and acquires this information. The database 28a can store high-precision map information, and the ECU 28 can more accurately specify the position of the vehicle V on the lane based on this map information and the like.

[0025] The input device 45 is disposed in the vehicle so that the driver can operate it, and receives instructions and information input from the driver.

[0026] <Control Example> Vehicle V The driving control modes of the vehicle include an automatic driving mode and a manual driving mode that can be selected by the operation of the occupant. And in the automatic driving mode, there is a lane keeping support mode (LKAS (Lane Keep Assist System) mode) for maintaining the lane (lane) in which the vehicle is traveling. The driver performs an operation to turn on the LKAS mode via the input device 45, and the ECU 20 performs driving control according to this LKAS mode. The main focus of this embodiment is on the collision avoidance process when an obstacle is detected during driving in this LKAS mode. Therefore, the description of the manual driving mode will be omitted. V

[0027] Hereinafter, the processing of the ECU 20 during driving in this LKAS mode will be described. The flowcharts according to FIGS. 2 to 4 show the processing procedures of the ECU 20 during driving in the LKAS mode in the embodiment.

[0028] ​In S201, the ECU 20 determines whether the driver has operated the turn signal lever 51 or 52. Since the operation of the turn signal lever 51 or 52 can be regarded as the driver's positive indication of intention to turn right, turn left, or change lanes to an adjacent lane, the ECU 20 advances the process to S207, L K Turn off the AS mode and end this process (switch to the manual driving mode).

[0029] When there is no operation on the turn signal lever 51 or 52, in S202, the ECU 20 determines whether the distance between the lane boundary line and the vehicle V (the center position between the two front wheels of the vehicle V in the embodiment) has become equal to or less than a preset threshold value. When it becomes equal to or less than the threshold value, in S203, the ECU 20 performs a support operation for warning the driver. For example, the ECU 20 controls the information output device 43A to display a warning message and generate an alarm sound. Also, a drive unit (not shown) may be energized to vibrate the steering wheel ST to notify the warning.

[0030] In S204, the ECU 20 determines whether the vehicle V has crossed the lane boundary line. The threshold value used in this determination in S204 may be a value smaller than the threshold value used in S202 above. When it is determined that the vehicle V has crossed the lane boundary line, the ECU 20 advances the process to S207, turns off the LKAS mode, and ends this process.

[0031] In S205, based on the information from the ECU 21 (cameras 31A, 31B), the ECU 20 recognizes the lane dividing lines on both sides of the lane during driving, calculates the trajectory passing through the center thereof as the target trajectory, and updates the previously calculated target trajectory.

[0032] Then in S206, the deviation amount between the calculated target trajectory and the current vehicle V is obtained. Then, the ECU 20 controls the ECU 22 so that the deviation amount is within the allowable range. The ECU 22 will E Under the control of the CU20, control the steering.

[0033] Next, at S208, the ECU 20 determines whether there is a lane adjacent to the lane in which the vehicle is traveling based on the information from the ECU 21 (cameras 31A and 31B). If it is determined that there is an adjacent lane, at S209, the ECU 20 calculates the driving trajectory in the adjacent lane and updates the previously calculated driving trajectory of the adjacent lane (if any).

[0034] At S210, the ECU 20 determines whether there is an obstacle (typically a person) in front of the lane in which the vehicle is traveling based on the information from the ECU 21 (cameras 31A and 31B). If not, the ECU 20 returns the process to S201 and repeats the process of S201.

[0035] Here, the specific control process of the ECU 20 in the LKAS mode will be described with reference to FIGS. 5 and 6.

[0036] FIG. 5 is a diagram showing the relationship between the vehicle V traveling in the LKAS mode and the road. In the figure, the ECU 20 of the vehicle V detects the lane boundary lines 201 and 202 based on the images from the cameras 31A and 31B supplied from the ECU 21. Then, the ECU 20 sequentially calculates and updates the trajectory passing through the center of the boundary lines 201 and 202 as the target trajectory 210 (S205). Then, the ECU 20 controls the vehicle V to move on this target trajectory 210 (S206). For example, when the vehicle V is traveling within a predetermined allowable range centered on the target trajectory 201, the current state is maintained. Also, when the vehicle V deviates beyond the allowable range, for example, to the right, the ECU 20 controls the ECU 22 to control the steering according to the deviation amount and the vehicle speed, thereby maintaining the travel along the target trajectory 210.

[0037] Also, when the driver operates the turn signal lever 51 or 52 or performs an operation to turn off the LKAS mode via the input device 45 during driving in the LKAS mode, the ECU 20 shifts from the LKAS mode to the manual driving mode. Further, when the driver operates the steering wheel ST without operating the turn signal lever 51 or 52 and, for example, as shown in FIG. 6, when the vehicle V approaches the boundary line 202 beyond the allowable range, the ECU 20 warns the driver (S203) via notification means such as sound, display, vibration, etc., and controls the ECU 22 to guide it within the allowable range. And if the driver still performs an operation to cross the boundary line 202 without operating the turn signal lever against such guidance, it shifts from the LKAS mode to the manual driving mode.

[0038] The above is the basic control process in the LKAS mode by the ECU 20. One of the features of the process performed by the ECU 20 in the present embodiment is that the processes of S208 and S209 are performed during the control in the above LKAS mode. This will be described again with reference to FIG. 5.

[0039] While the ECU 20 is controlling the vehicle V to travel along the target trajectory 210 in the LKAS mode, if the boundary line 203 outside the lane during driving can be detected, it determines that there is an adjacent lane (Yes in S208), and calculates and updates the travel trajectory 211 passing through the center of the adjacent lane sandwiched between the boundary lines 202 and 203 in that case. And the ECU 20 uses this travel trajectory 211 to avoid collision when an obstacle (person, etc.) is detected. Hereinafter, the process of the ECU 20 when an obstacle is detected will be described.

[0040] The flowchart of FIG. 3 shows the process of the ECU 20 when an obstacle is detected during driving in the LKAS mode (when the determination in S210 of FIG. 2 is Yes).

[0041] In S301, the ECU 20 starts a collision avoidance assist process mainly for braking control. As a result, a collision avoidance process by deceleration or stop processing as needed within the lane during driving is started. Note that the processes described hereinafter are carried out in parallel with this collision avoidance assist process.

[0042] In S302, the ECU 20 determines whether an adjacent lane has already been detected. Then, in S303, the ECU 20 determines whether to perform guidance to the track 211 of the adjacent lane. In the embodiment, based on the traveling speed of the vehicle V, the position and distance between the vehicle V and the obstacle in the currently traveled lane, a probability value of collision avoidance with the obstacle is calculated only by braking and steering control within the currently traveled lane. And when the calculated probability value is equal to or less than a predetermined threshold value (when the probability of collision in the current lane is high), it is determined to perform guidance to the adjacent lane.

[0043] Now, when it is determined to perform guidance to the adjacent lane, the ECU 20 advances the process to S304. In this S304, the ECU 20 calculates a connecting track (hereinafter referred to as a transition track) to the track 211 of the adjacent lane based on the positional relationship between the current vehicle V and the obstacle and the traveling speed of the vehicle.

[0044] The line segment 700 in FIG. 7 is the transition track calculated in this S304. This transition track 700 is a gentle curve with respect to both the currently traveled track 210 and the track 211 of the adjacent lane while avoiding the obstacle. Also, the range sandwiched between the allowable range tracks 701 and 702 indicating the range of the set distance from the transition track 700 is the allowable range of the transition track 700. Pre The range sandwiched between the allowable range tracks 701 and 702 indicating the range of the set distance from the transition track 700 is the allowable range of the transition track 700.

[0045] In S305, the ECU 20 controls the ECU 25 to guide the vehicle to travel along the transition trajectory 700 (or within the allowable range of the transition trajectory). Here, the guidance includes the steering assist process to enable the vehicle to travel along the transition trajectory 700. Further, in the embodiment, it includes the process of highlighting (for example, flashing in red) symbols on the screen that intuitively prompt the driver to move to the right lane such as ">>", and generating a warning sound for alerting the driver.

[0046] Here, the process of S305 will be described in more detail.

[0047] During this guidance, the vehicle V is traveling either to the left of the allowable range trajectory 701 of the transition trajectory 700 in FIG. 7, between the allowable range trajectories 701 and 702, or to the right of the allowable range trajectory 702. When the ECU 20 of the embodiment determines that the vehicle is traveling to the left of the allowable range trajectory 701 of the transition trajectory 700, it determines that the operation amount of the steering wheel ST by the driver for avoiding a collision with the obstacle 500 is insufficient, obtains a steering amount to compensate for the deficiency, and performs steering control accordingly to guide the vehicle to enter the adjacent lane.

[0048] On the other hand, in the embodiment, when the ECU 20 determines that the vehicle is traveling to the right of the allowable range trajectory 702 of the transition trajectory 700, it is the case where the driver is operating the steering wheel ST excessively for avoiding a collision with the obstacle 500. The intrusion angle into the adjacent lane becomes too large, and depending on the vehicle speed, the vehicle may reach the boundary Line 203. If there is some object such as a wall at the boundary Line 203, there is a possibility of a secondary collision with the object existing near the boundary Line 203. Therefore, in this embodiment, when the vehicle V travels to the right of the allowable range trajectory 702 of the transition trajectory 700 due to the driver's excessive operation of the steering wheel ST, steering control is performed to reduce the intrusion angle into the adjacent lane.

[0049] Now, at S306, the ECU 20 determines whether the vehicle has entered an adjacent lane beyond the boundary line 202. Note that the determination of entry into the adjacent lane is made by determining whether a preset position of the vehicle V (for example, one of the front wheels or the front corner position of the vehicle) has reached the boundary line of the adjacent lane.

[0050] When an entry into the adjacent lane is detected, at S307, the ECU 20 determines that the driver's induction to the adjacent lane has been approved, controls the ECU 25, and notifies the driver that the process for lane change is started. For example, a message indicating that the vehicle is in the process of moving to the adjacent lane is displayed. Instead of (or in addition to) displaying the message, it may be possible to output a voice indicating that the authentication of the movement to the adjacent lane has been confirmed. Then, at S308, the ECU 20 sets the trajectory 211 calculated at the most recent S209 as the new target trajectory while maintaining the LKAS mode ON state.

[0051] Now, even after entering the adjacent lane, the vehicle V at that time does not necessarily travel along the transition trajectory 700. Rather, even at this stage, the driver may excessively operate the steering wheel ST when discovering an obstacle. When the steering wheel ST is excessively operated, depending on the speed at that time, as shown by reference numeral 710 in FIG. 7, it may move up to the boundary line 203. If there happens to be an obstacle at that position of the boundary line 203, it may develop into a secondary collision.

[0052] Therefore, in this embodiment, stronger steering assist control is started at S309 during the period until the vehicle reaches a normal driving state along the trajectory 211. Then, the assist process at S309 is continued at S310 until it is determined that stable driving is being performed along the driving trajectory 211.

[0053] The assist process at S309 will be described below.

[0054] When the vehicle V is traveling along the transition track 700, it is only necessary to maintain its traveling state. The traveling along the transition track 700 in this case means that the vehicle is traveling while simultaneously satisfying the following conditions. First, it is to travel within the range sandwiched by the allowable range tracks 701 and 702 of the transition track 700. Second, the angle formed by the tangent direction at the point corresponding to the position of the vehicle V on the coordinate axis orthogonal to the track 211 in the transition track 700 and the traveling direction of the vehicle V is equal to or less than a preset threshold value.

[0055] When at least one of the above conditions is not satisfied, the ECU 20 in the embodiment determines that it is impossible to travel along the transition track 700. For example, this is the case when the driver operates the steering wheel ST excessively. In this case, instead of performing traveling control on the transition track 700, the process is switched to a steering assist process for smoothly shifting to the track 211 without reaching the boundary line 203. The steering assist process in this case will be described with reference to FIGS. 8(a) and 8(b).

[0056] FIG. 8(a) shows a state when the driver rotates the steering wheel ST excessively and the vehicle V enters the adjacent lane. In the illustration, the reference numeral 800 indicates the center position of both front wheels, and the line segment of the reference numeral 801 represents the traveling direction of the vehicle V. Then, θ and d are defined as follows.

[0057] θ represents the angle formed by the traveling direction 801 of the vehicle V and the extension line of the track 211. d represents the distance between the vehicle V and the extension line of the track 211. However, this distance d is defined such that the origin is on the track 211, and it has a positive value on the left side and a negative value on the right side. Further, although not shown, the vehicle speed of the vehicle V is defined as v.

[0058] In this case, it is obvious that the possibility of the vehicle V moving to the position of the boundary line 203 increases as the vehicle speed v increases, as the distance d decreases (the larger the absolute value of the negative), and as the angle increases (up to a maximum of 90 degrees). For example, even if the vehicle speed v and the angle θ in Fig. 8(b) are the same as those in Fig. 8(a), the possibility of the vehicle V moving to the boundary line 203 is much higher in Fig. 8(b) than in Fig. 8(a). That is to say, the control amount for controlling the steering so that the vehicle V does not reach the position of the boundary line 203 can be obtained by a function f(θ, d, v) with these three parameters θ, d, and v as arguments.

[0059] Fig. 4 is a flowchart showing the details of the assist process of S309 in Fig. 3. Hereinafter, the process of the ECU 20 will be described with reference to the same figure.

[0060] In S401, the ECU 20 determines whether the vehicle V is traveling along the transition trajectory 700. The determination condition for traveling along the transition trajectory 700 is as described above. If the determination in this S401 is Yes, the ECU 20 does not perform the following processing and proceeds to S310 in Fig. 3.

[0061] If the determination in S401 is No, that is, if the vehicle V is not traveling along the transition trajectory 700, the ECU 20 proceeds to S402.

[0062] In this S402, the ECU 20 acquires the vehicle speed v via the ECU 27, and calculates the intrusion angle θ of the vehicle V with respect to the target trajectory 211 and the distance d between the target trajectory 211 and the vehicle V based on the information of the ECU 21 and the like.

[0063] Next, in S403, the ECU 20 obtains the steering control amount for avoiding reaching the boundary line 203 according to a function prepared in advance from these vehicle speed v, angle θ, and distance d. Instead of calculating the control amount, if a look-up table with v, θ, and d as inputs is used, the time required for the calculation can be ignored.

[0064] Then, at S404, the ECU 20 controls the ECU 22 so that the required steering amount is achieved.

[0065] The above is the detail of the process of S309. The end determination of the assist process in S310 in FIG. 3 is made when the following two conditions 1 and 2 are simultaneously satisfied. Condition 1: The distance d is within the allowable range during the orbital travel in the LKAS mode. Condition 2: The angle θ is equal to or less than the threshold value.

[0066] According to the above description, when the driver performs an operation that deviates from this allowable range while the vehicle V is traveling within the allowable range of the transition track 700 (the range sandwiched between the reference signs 701 and 702), the determination of S401 becomes No That is, the ECU 20 will switch the target from the transition track 700 to the traveling track 211. However, when the driver performs an operation to approach the boundary of this allowable range while the vehicle is traveling within the allowable range of the transition track 700 (the range sandwiched between the reference signs 701 and 702), steering control may be performed to return within the transition track 700.

[0067] Also, in the description of FIG. 4 above, when the vehicle V intrudes into an adjacent lane and the traveling position at that time deviates from the transition track, the ECU 20 performs steering control using θ, v, and d as parameters. However, for example, in the state of FIG. 8(a), when an obstacle 850 exists in the traveling direction, in order to avoid a secondary collision, the ECU 20 calculates a collision avoidance track, and according to the calculated collision avoidance track, for example, a notification may be given to prompt the driver to turn the steering wheel ST to the left. When the driver turns the steering wheel ST to the left in response to this, the ECU 20 may regard the notification as approved and start the assist process by steering control in the operation direction of the steering wheel ST. Also, when the collision avoidance track for the obstacle 850 cannot be calculated, braking control may be performed.

[0068] Reference numeral 900 in Fig. 9 indicates the movement trajectory of vehicle V until it travels along trajectory 211 when the driver excessively operates the steering wheel ST to avoid an obstacle. The illustration shows a case where the driving trajectory when the driver operates the steering wheel ST deviates from the transition trajectory 700 from the beginning. As shown in the illustration, according to this embodiment, even if the system operates the steering wheel ST to deviate from the transition trajectory 700 when an obstacle is detected, steering control can be performed to smoothly transition to trajectory 211 without reaching the boundary line 203.

[0069] In summary, when an obstacle 500 appears in the traveling direction while traveling along trajectory 210 in the LKAS mode, in the embodiment, it is determined whether to retreat to an adjacent lane. And when it is determined that it is desirable to switch to an adjacent lane, the driver is prompted to travel along the transition trajectory 700. Then, when the driver actually performs an operation to enter an adjacent lane, EUC 20 determines that the assist for switching to the adjacent lane by the driver is approved, and switches to the traveling trajectory 211 while maintaining the ON state of the LKAS mode. In the embodiment, it can be known that the system is performing safe processing for collision avoidance, and a sense of security can be obtained. Further, even if the steering wheel is operated more than necessary to avoid a collision with an obstacle, in the initial stage after entering the adjacent lane, stronger steering control than LKAS is performed, and running out of the lane can be suppressed, and the possibility of a secondary collision can also be suppressed.

[0070] <Other Embodiments> In the above embodiment, the description was made on the condition that the vehicle was traveling with the LKAS mode in the ON state. Normally, when the vehicle moves to an adjacent lane without operating the turn signal handle (when changing lanes) during traveling with the LKAS mode in the ON state, the LKAS mode turns OFF. However, according to the above embodiment, when the vehicle enters an adjacent lane to avoid a collision with an obstacle, there is an advantage that the LKAS mode can be maintained in the ON state in that adjacent lane without any special operation. However, if it is not necessary to maintain LKAS before and after switching the driving lane, the process related to collision avoidance with an obstacle described in the above embodiment may be excluded from the condition that the vehicle is traveling with the LKAS mode in the ON state. In this case, if the value representing the probability of avoiding a collision with an obstacle is smaller than the threshold value, and on the condition that there is an intrusion into the adjacent lane by the driver's steering of the steering wheel ST (the LKAS mode is not considered), it may be determined that approval by the driver has been obtained for the steering control in the adjacent lane.

[0071] Also, although the trajectory 211 passing through the center of the adjacent lane was set as the traveling trajectory when the transition to the adjacent lane was completed in the above embodiment, when the LKAS mode is not required, the position of the trajectory after this transition is not particularly limited as long as it is a trajectory that can avoid a collision with the original obstacle.

[0072] Also, in the above embodiment, it was described that there is no other vehicle traveling in the adjacent lane. However, when there is some object in the adjacent lane, if it is estimated that the distance between the object and the vehicle V will be equal to or less than a preset distance, the guidance to the adjacent lane may not be performed.

[0073] Specifically, for example, when the adjacent lane is an overtaking lane, a step of determining whether another vehicle traveling within a predetermined distance behind the host vehicle in the overtaking lane is detected (which can be detected by the radar 32B) may be provided immediately after S303 in FIG. 3. And when the result of this determination indicates non-existence, it may be configured to proceed to S304. Further, when the adjacent lane is an oncoming lane, a step of determining whether there is another vehicle coming from the front within a predetermined distance (which can be detected by the camera 32A) may be provided immediately after S303 in FIG. 3. And when the result of this determination indicates non-existence, it may be configured to proceed to S304. Furthermore, when safe driving is to be performed in either the overtaking lane or the oncoming lane, the above two determinations may be continuously arranged immediately after S303. And when the result of any of the determinations indicates non-existence, it may be configured to proceed to S304.

[0074] Note that the determination as to whether it is an overtaking lane or an oncoming lane may be made based on information from the ECU 28 (the current position of the vehicle V and the information of the navigation system).

[0075] Also, in the above embodiment, it has been described that braking control is performed at S301 when an obstacle is detected. However, this braking control may be executed when it is determined not to avoid to the adjacent lane, or when it is determined No at S302 or No at S303.

[0076] Also, in the embodiment, the object used for avoiding a collision with an obstacle is the adjacent lane (lane), but it is not limited to this. For example, it may be a certain amount of open space such as a road shoulder.

[0077] <Summary of the Embodiment> The above embodiment discloses at least the following embodiments.

[0078] 1. According to the above embodiment, a vehicle control device for controlling a vehicle includes a first detection means for detecting an off-lane area outside the lane during traveling, a second detection means for detecting an obstacle; when an obstacle is detected by the second detection means, and a lane-outside area is detected by the first detection means, and when the vehicle enters the lane-outside area by a steering operation by the driver when the vehicle and the obstacle are in a predetermined relationship, determination means for determining that the driver has approved the steering control in the lane-outside area.

[0079] According to this embodiment, since the steering operation for the vehicle to enter the lane-outside area by the driver is determined to have approved the steering control in the lane-outside area, the avoidance of collision with an obstacle can be further enhanced.

[0080] 2. According to the above embodiment, the entry into the lane-outside area is determined when a predetermined position of the vehicle enters onto the lane-outside area.

[0081] According to this embodiment, the steering control in the lane-outside area can be performed from an early stage when the vehicle enters the lane-outside area.

[0082] 3. According to the above embodiment, travel control means for controlling the vehicle to travel in a defined area; when the steering control by the driver is performed with a force equal to or greater than a predetermined value, the steering control by the driver is executed preferentially over the steering control by the travel control means.

[0083] According to this embodiment, the driver can choose to leave it to the guidance of the system or to perform steering by the driver's own operation.

[0084] 4. According to the above embodiment, when the vehicle and the obstacle are in the predetermined relationship, and when the vehicle is traveling without entering the lane-outside area, the vehicle further has guiding means for guiding the vehicle to the lane-outside area.

[0085] According to this embodiment, it is possible to guide the vehicle to a lane-outside area where the possibility of collision avoidance is high.

[0086] 5. According to the above embodiment, after the vehicle has entered the off - lane area, if the steering amount by the driver of the vehicle is within a predetermined range from the steering amount required by the driving control means, the guidance is not performed.

[0087] According to this embodiment, when the vehicle is following the trajectory of the off - lane area prepared by the system, unnecessary guidance can be avoided.

[0088] 6. According to the above embodiment, when the vehicle and the obstacle are in a predetermined relationship, there is steering control means for controlling steering during a transition period from the trajectory in the lane during running to a trajectory for running within the off - lane area, the steering control means includes calculation means for calculating a transition trajectory during the transition period, when running along the transition trajectory calculated by the calculation means due to the driver's steering operation, no guidance regarding the steering is performed, when deviating from the transition trajectory calculated by the calculation means due to the driver's steering operation, steering control processing is executed until shifting to the trajectory for running within the off - lane area.

[0089] According to this embodiment, as long as the vehicle is running along the transition trajectory, guidance for the driver is unnecessary, and even when the vehicle deviates from the transition trajectory and runs, steering assistance can be received until a safe running state within the off - lane area is achieved, giving the driver a sense of security.

[0090] 7. According to the above embodiment, when the approval is obtained while the vehicle is running within the lane by the driving control means, there is further setting means for setting the off - lane area to the area by the driving control means.

[0091] According to this embodiment, even when moving to an adjacent lane to avoid a collision with an obstacle, it is possible to continue driving in the adjacent lane without any special operation.

[0092] 8. According to the above embodiment, The off-lane area is characterized by being an adjacent lane.

[0093] According to this embodiment, an adjacent lane can be used to avoid a collision with an obstacle.

[0094] 9. According to the above embodiment, It further has a calculating means for calculating a value representing the possibility of collision avoidance of the vehicle from the obstacle, The predetermined relationship is the case where the value calculated by the calculating means is equal to or less than a predetermined threshold value.

[0095] According to this embodiment, it is possible to guide the vehicle to an off-lane area where the probability of avoiding a collision with an obstacle is higher than that of the lane in which the vehicle is currently traveling.

[0096] 10. According to the above embodiment, When an obstacle is detected by the second detection means, it further has a braking control means for performing assist processing by braking control for avoiding a collision with the obstacle in the lane in which the vehicle is traveling, The calculating means calculates the value during the assist processing by the braking control means.

[0097] According to this embodiment, since it is a switch to an off-lane area after the assist for collision avoidance using normal braking control has worked, it is possible to give the driver a greater sense of security.

[0098] 11. According to the above embodiment, When it is predicted that the vehicle will come into contact with another object in the off-lane area after detecting the obstacle and the vehicle has entered and is driving in the off-lane area, the guiding means does not perform the guiding to the off-lane area.

[0099] In this case, collisions with other objects in the off - lane area can be avoided.

[0100] 12. According to the above - described embodiment, By using a vehicle (V) equipped with a vehicle control device having any one of the configurations 1 to 11 described above, the vehicle can achieve the corresponding effects.

[0101] 13. According to the above - described embodiment, A control method for a vehicle control device that controls a vehicle includes a first detection step of detecting an off - lane area outside the lane during running, a second detection step of detecting an obstacle, and a determination step of determining that the driver has approved performing steering control in the off - lane area when an obstacle is detected in the second detection step, an off - lane area is detected in the first detection step, and the vehicle and the obstacle are in a predetermined relationship and the vehicle has entered the off - lane area by a steering operation by the driver.

[0102] According to this embodiment, since the steering operation for the vehicle to enter the off - lane area by the driver is determined to have approved the steering control in the off - lane area, collision avoidance with an obstacle can be further enhanced.

[0103] 14. According to the above - described embodiment, A program read and executed by a processor of a vehicle control device that controls a vehicle causes the processor to execute a first detection step of detecting an off - lane area outside the lane during running, a second detection step of detecting an obstacle, and a determination step of determining that the driver has approved performing steering control in the off - lane area when an obstacle is detected in the second detection step, an off - lane area is detected in the first detection step, and the vehicle and the obstacle are in a predetermined relationship and the vehicle has entered the off - lane area by a steering operation by the driver.

[0104] According to this embodiment, if a program for performing these steps is made an execution target of a processor (such as an ECU) of the vehicle control device, the avoidance of collision with an obstacle can be further enhanced.

[0105] As described above, although the embodiments of the invention have been described, the invention is not limited to the above embodiments, and various modifications and changes are possible within the scope of the gist of the invention.

Explanation of Reference Numerals

[0106] V… Vehicle, 1… Control device, 20… ECU

Claims

1. A vehicle control device for controlling a vehicle, comprising: a first detection means for detecting a lane outside area outside a lane during travel; a second detection means for detecting an obstacle; a travel control means for controlling the vehicle to travel in a defined area; a determination means for determining that the driver has approved performing steering control in the lane outside area when an obstacle is detected by the second detection means, a lane outside area is detected by the first detection means, and when the vehicle enters the lane outside area by a steering operation by the driver when the vehicle and the obstacle are in a predetermined relationship; a guiding means for guiding the vehicle to the lane outside area when the vehicle and the obstacle are in the predetermined relationship and the vehicle is traveling without entering the lane outside area; characterized in that the entry into the lane outside area is determined when a predetermined position of the vehicle enters the lane outside area; when the steering control by the driver is performed with a force equal to or greater than a predetermined value, the steering control by the driver is preferentially executed over the steering control by the travel control means.

2. The vehicle control device according to claim 1, characterized in that the guiding means does not perform the guiding when the steering amount by the driver of the vehicle is within a predetermined range from the steering amount required by the travel control means after the vehicle enters the lane outside area.

3. A vehicle control device for controlling a vehicle, comprising: a first detection means for detecting a lane outside area outside a lane during travel; a second detection means for detecting an obstacle; a determination means for determining that the driver has approved performing steering control in the lane outside area when an obstacle is detected by the second detection means, a lane outside area is detected by the first detection means, and when the vehicle enters the lane outside area by a steering operation by the driver when the vehicle and the obstacle are in a predetermined relationship; when the vehicle and the obstacle are in a predetermined relationship, having a steering control means for controlling steering until switching from a trajectory in the traveling lane to a trajectory for traveling in the lane outside area during a transition period; the steering control means includes a calculation means for calculating a transition trajectory during the transition period; when traveling along the transition trajectory calculated by the calculation means by a steering operation by the driver, no guidance regarding the steering is performed; When deviating from the transition trajectory calculated by the calculation means due to the steering operation by the driver, steering control processing is executed until the vehicle transitions to a trajectory for traveling within the off-lane area. A vehicle control device characterized by the above. **Claim 4** Setting means for setting the off-lane area as the area by the travel control means when the approval is obtained while the vehicle is traveling within the lane by the travel control means; The vehicle control device according to claim 1 or 2, further comprising: **Claim 5** The vehicle control device according to any one of claims 1 to 4, wherein the off-lane area is an adjacent lane. **Claim 6** The vehicle further comprises calculation means for calculating a value representing the possibility of collision avoidance of the vehicle from the obstacle, The predetermined relationship is a case where the value calculated by the calculation means is equal to or less than a predetermined threshold value. The vehicle control device according to any one of claims 1 to 5. **Claim 7** When an obstacle is detected by the second detection means, the vehicle further comprises braking control means for performing assist processing by braking control for collision avoidance with the obstacle in the lane during traveling, The calculation means calculates the value during the assist processing by the braking control means. The vehicle control device according to claim 6, characterized by the above. **Claim 8** When it is predicted that the vehicle will come into contact with another object in the off-lane area when the vehicle enters and travels in the off-lane area after detecting the obstacle, the guidance to the off-lane area is not performed. The vehicle control device according to claim 1 or 2, characterized by the above. **Claim 9** A vehicle equipped with the vehicle control device according to any one of claims 1 to 8. **Claim 10** A control method for a vehicle control device that controls a vehicle, comprising: A first detection step of detecting an off-lane area outside the lane during traveling; A second detection step of detecting an obstacle; A travel control step of controlling the vehicle to travel in a defined area; A determination step of determining that the driver has approved performing steering control in the off-lane area when an obstacle is detected in the second detection step, an off-lane area is detected in the first detection step, and the vehicle has entered the off-lane area by a steering operation by the driver when the vehicle and the obstacle are in a predetermined relationship; A guidance step of guiding the vehicle to the off-lane area when the vehicle and the obstacle are in the predetermined relationship and the vehicle is traveling without entering the off-lane area. comprising, wherein the entry into the off-lane area is determined when a predetermined position of the vehicle enters onto the off-lane area, when the steering control by the driver is performed with a force equal to or greater than a predetermined value, the steering control by the driver is executed preferentially over the steering control in the traveling control step, a control method for a vehicle control device.

11. A control method for a vehicle control device that controls a vehicle, a first detection step of detecting an off-lane area outside a lane during traveling, a second detection step of detecting an obstacle, when an obstacle is detected in the second detection step, and an off-lane area is detected in the first detection step, and when the vehicle enters the off-lane area by a steering operation by the driver when the vehicle and the obstacle are in a predetermined relationship, a determination step of determining that the driver has approved performing steering control in the off-lane area, a steering control step of controlling steering during a transition period from a trajectory in the traveling lane to a trajectory for traveling within the off-lane area when the vehicle and the obstacle are in a predetermined relationship comprising, in the steering control step, including a calculation step of calculating a transition trajectory during the transition period, when traveling along the transition trajectory calculated in the calculation step by a steering operation by the driver, no guidance regarding the steering is performed, when deviating from the transition trajectory calculated in the calculation step by a steering operation by the driver, steering control processing is executed until transitioning to a trajectory for traveling within the off-lane area, a control method for a vehicle control device.

12. A program that a processor of a vehicle control device that controls a vehicle reads and executes, causing the processor to, a first detection step of detecting an off-lane area outside a lane during traveling, a second detection step of detecting an obstacle, a traveling control step of controlling the vehicle to travel in a defined area, when an obstacle is detected in the second detection step, and an off-lane area is detected in the first detection step, and when the vehicle enters the off-lane area by a steering operation by the driver when the vehicle and the obstacle are in a predetermined relationship, a determination step of determining that the driver has approved performing steering control in the off-lane area, a guidance step of guiding the vehicle to the off-lane area when the vehicle and the obstacle are in the predetermined relationship and when the vehicle is traveling without entering the off-lane area be executed, The entry into the off-lane area is determined when a predetermined position of the vehicle enters the off-lane area. A program for preferentially executing the steering control by the driver over the steering control in the traveling control process when the steering control by the driver is performed with a force equal to or greater than a predetermined value.

13. A program read and executed by a processor of a vehicle control device that controls a vehicle, wherein the processor is caused to perform a first detection step of detecting an off-lane area outside the lane during traveling, perform a second detection step of detecting an obstacle, perform a determination step of determining that the driver has approved performing steering control in the off-lane area when an obstacle is detected in the second detection step, an off-lane area is detected in the first detection step, and the vehicle has entered the off-lane area by a steering operation of the driver when the vehicle and the obstacle are in a predetermined relationship, perform a steering control step of controlling steering during a transition period until switching from a trajectory in the traveling lane to a trajectory for traveling in the off-lane area when the vehicle and the obstacle are in a predetermined relationship, and in the steering control step, include a calculation step of calculating a transition trajectory during the transition period, when traveling along the transition trajectory calculated in the calculation step by a steering operation of the driver, no guidance regarding the steering is performed, and when deviating from the transition trajectory calculated in the calculation step by a steering operation of the driver, a program for executing a steering control process until transitioning to a trajectory for traveling in the off-lane area.

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