Vehicle control device, vehicle control method, and program

Abstract

To provide a vehicle control device, a vehicle control method, and a program capable of providing a more appropriate notification to an occupant according to a situation of a vehicle.SOLUTION: A vehicle control device according to an embodiment includes: a recognizer for recognizing a surrounding situation of an own vehicle; a driving state detector for detecting a driving state of a driver of the own vehicle; a controller for executing driving control according to an obstacle, on the basis of a recognition result obtained by the recognizer, when the obstacle is present ahead of the own vehicle, and the driver is in a careless driving state; and a notifier for providing a notification to the driver when the driving control is executed by the controller. The notifier includes a first notification provided upon execution of first driving control including steering control, and a second notification provided upon execution of second driving control which is executed in a state where the own vehicle comes closer to the obstacle than when the first driving control is executed. The second notification is provided when a specific driving support function is actuated within a prescribed time from the first notification.SELECTED DRAWING: Figure 1

Description

[Technical Field]

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

[0002] In recent years, efforts to provide access to sustainable transportation systems that take into consideration vulnerable traffic participants have been gaining momentum. To achieve this, efforts are being focused on research and development to further improve traffic safety and convenience through research and development of preventive safety technologies. In this regard, a technology has been disclosed in recent years that estimates whether or not a collision will occur between a vehicle behind an obstacle when the vehicle avoids the obstacle by either changing lanes or steering, and determines the avoidance action based on the estimated collision (see, for example, Patent Document 1). [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Japanese Patent Application Publication No. 2019-151185 Summary of the Invention [Problem to be solved by the invention]

[0004] However, in preventive safety technology, no consideration has been given to alerting vehicle occupants to their surroundings before implementing control to avoid contact between the vehicle and an object. Therefore, in the past, there was an issue that appropriate alerts were not given to occupants depending on the vehicle situation.

[0005] In order to solve the above-mentioned problems, one of the objects of the present application is to provide a vehicle control device, a vehicle control method, and a program that can provide more appropriate notifications to occupants depending on the vehicle situation, thereby contributing to the development of sustainable transportation systems. [Means for solving the problem]

[0006] The vehicle control device, vehicle control method, and program according to the present invention employ the following configuration. (1): A vehicle control device according to one embodiment of the present invention includes a recognition unit that recognizes the surrounding conditions of the vehicle; a driving state detection unit that detects the driving state of the driver of the vehicle; a control unit that, based on the recognition result by the recognition unit, executes driving control in response to the obstacle when an obstacle is present in front of the vehicle and the driver is driving absentmindedly; and a notification unit that issues a notification to the driver when the driving control is executed by the control unit, wherein the notification unit includes a first notification that is issued when a first driving control including steering control is executed, and a second notification that is issued when a second driving control that is executed when the vehicle is closer to the obstacle than the first driving control is executed, and the vehicle control device issues the second notification when a specific driving assistance function is activated within a predetermined time from the first notification.

[0007] (2): In the above aspect (1), the first notification is a notification by displaying an image, and the second notification is a notification by displaying an image and outputting a sound.

[0008] (3) In the above aspect (1), the specific driving assistance function includes steering control that prevents the host vehicle from leaving the road.

[0009] (4): In the above aspect (1), the specific driving assistance function includes control for stopping the vehicle at a predetermined position when it is detected that the driver is not in a condition to drive the vehicle.

[0010] (5): In the above aspect (1), the specific driving assistance function includes steering control for making the driver aware of the presence of an obstacle when the recognition result by the recognition unit determines that an obstacle exists in front of the vehicle and that the driver is absent-minded.

[0011] (6): In the above aspect (5), the first driving control is a first steering control to alert the driver of the vehicle to the obstacle, and the specific driving assistance function is a second steering control to alert the driver of the vehicle to the obstacle.

[0012] (7): In the above aspect (1), when the recognition unit is unable to recognize the lane in which the vehicle is traveling, the control unit performs deceleration control to decelerate the vehicle without performing the first driving control, and the notification unit issues a notification regarding the deceleration control.

[0013] (8): In the above aspect (1), when an override control is executed to switch to manual driving by a predetermined driving operation of the driver during execution of the first driving control, the notification unit does not issue the second notification even if a specific driving assistance function is activated within a predetermined time from the first driving control.

[0014] (9) In the above aspect (8), the predetermined driving operation of the driver is a steering operation of the vehicle.

[0015] (10): In the above aspect (8), when the override control is executed by the driver operating the accelerator or brake, the notification unit does not issue the second notification, provided that the driver is holding the steering wheel, even if a specific driving assistance function is activated within a predetermined time from the first driving control.

[0016] (11): In the above aspect (1), the control unit does not execute driving control based on the specific driving assistance function when the second notification is made by the notification unit within a predetermined time from the first notification.

[0017] (12): In the above aspect (1), when the second notification is made by the notification unit within a predetermined time from the first notification, the control unit does not execute driving control to alert the driver of the vehicle to the obstacle until a predetermined time has elapsed.

[0018] (13) In the above aspect (1), the notification unit lengthens the notification time based on the number of times the second notification is made within the predetermined time.

[0019] (14): Another aspect of the present invention relates to a vehicle control method in which a computer recognizes the surrounding conditions of a host vehicle, detects the driving state of the driver of the host vehicle, and, based on the results of recognizing the surrounding conditions, executes driving control in response to the obstacle when an obstacle is present in front of the host vehicle and the driver is driving absentmindedly. When the driving control is executed, the computer notifies the driver, and the notification includes a first notification that is issued when a first driving control including steering control is executed, and a second notification that is issued when a second driving control that is executed when the host vehicle is closer to the obstacle than the first driving control is executed. When a specific driving assistance function is activated within a predetermined time from the first notification, the computer notifies the driver.

[0020] (15): Another aspect of the present invention provides a program that causes a computer to recognize the surrounding conditions of a vehicle, detect the driving state of the driver of the vehicle, and, based on the results of recognizing the surrounding conditions, execute driving control in response to the obstacle when an obstacle is present in front of the vehicle and the driver is driving absentmindedly. When the driving control is executed, the program causes the computer to issue a notification to the driver. The notification includes a first notification issued when a first driving control including steering control is executed, and a second notification issued when a second driving control is executed when the vehicle is closer to the obstacle than the first driving control. The program causes the computer to issue the second notification when a specific driving assistance function is activated within a predetermined time from the first notification. [Effects of the Invention]

[0021] According to the above aspects (1) to (15), it is possible to provide a more appropriate notification to the occupant depending on the vehicle situation. [Brief explanation of the drawings]

[0022] [Figure 1] 1 is a configuration diagram of a host vehicle M equipped with a vehicle control device according to an embodiment. [Figure 2] FIG. 2 is a diagram for explaining the content of vehicle control relating to contact avoidance. [Figure 3] FIG. 10 is a diagram for explaining the details of attention-attraction control. [Figure 4] FIG. 10 is a diagram for explaining the content of contact warning control. [Figure 5] FIG. 10 is a diagram for explaining the content of automatic steering avoidance control. [Figure 6] FIG. 10 is a diagram for explaining steering control after a driver steering trigger. [Figure 7] 10 is a diagram for explaining the conditions for the speed of the host vehicle M under which control is started for each operation phase. FIG. [Figure 8] 10A and 10B are diagrams for explaining the contents of notification control according to an embodiment. [Figure 9] 3 is a flowchart showing an example of driving control executed by the driving assistance device 100. [Figure 10] 4 is a flowchart illustrating an example of a notification process associated with the execution of vehicle control according to the embodiment. DETAILED DESCRIPTION OF THE INVENTION

[0023] DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS Hereinafter, embodiments of a vehicle control device, a vehicle control method, and a program according to the present invention will be described with reference to the accompanying drawings.

[0024] [Overall configuration] 1 is a configuration diagram of a host vehicle M equipped with a vehicle control device according to an embodiment. The host vehicle M may be, for example, a two-wheeled, three-wheeled, or four-wheeled vehicle, and its drive source may be an internal combustion engine such as a diesel engine or a gasoline engine, an electric motor, or a combination of these. The electric motor operates using power generated by a generator connected to the internal combustion engine, or discharged power from a secondary battery or a fuel cell.

[0025] The host vehicle M is equipped with, for example, a camera 10, a radar device 12, a LIDAR (Light Detection and Ranging) 14, an object recognition device 16, a communication device 20, an HMI (Human Machine Interface) 30, vehicle sensors 40, a navigation device 50, an MPU (Map Positioning Unit) 60, a driver monitor camera 70, driving operators 80, a driving assistance device 100, a driving force output device 200, a braking device 210, and a steering device 220. These devices and equipment are connected to each other via multiple communication lines such as a CAN (Controller Area Network) communication line, serial communication lines, a wireless communication network, etc. Note that the configuration shown in FIG. 1 is merely an example, and some of the configuration may be omitted, or other configurations may be added. The driving assistance device 100 is an example of a "vehicle control device."

[0026] The camera 10 is, for example, a digital camera that uses a solid-state imaging element such as a CCD (Charge Coupled Device) or a CMOS (Complementary Metal Oxide Semiconductor). The camera 10 is attached to any location on the vehicle M. For example, when capturing an image of the front, the camera 10 is attached to the top of the front windshield or the back of the rearview mirror. The camera 10, for example, periodically and repeatedly captures images of the surroundings of the vehicle M. The camera 10 may be a stereo camera.

[0027] The radar device 12 emits radio waves such as millimeter waves around the vehicle M and detects radio waves reflected by an object (reflected waves) to detect at least the position (distance and direction) of the object. The radar device 12 is attached to any location on the vehicle M. The radar device 12 may detect the position and speed of an object using an FM-CW (Frequency Modulated Continuous Wave) method.

[0028] The LIDAR 14 irradiates the surroundings of the vehicle M with light (or electromagnetic waves with wavelengths similar to light) and measures the scattered light. The LIDAR 14 detects the distance to the target based on the time between light emission and light reception. The irradiated light is, for example, pulsed laser light. The LIDAR 14 is attached to any location on the vehicle M.

[0029] The object recognition device 16 performs sensor fusion processing on the detection results from some or all of the camera 10, the radar device 12, and the LIDAR 14 to recognize the position, type, speed, etc. of the object. The object recognition device 16 outputs the recognition results to the driving assistance device 100. The object recognition device 16 may output the detection results from the camera 10, the radar device 12, and the LIDAR 14 directly to the driving assistance device 100. The object recognition device 16 may be omitted from the host vehicle M. Some or all of the camera 10, the radar device 12, the LIDAR 14, and the object recognition device 16 are examples of "external environment detection devices."

[0030] The communication device 20 communicates with other vehicles in the vicinity of the vehicle M, for example, using a cellular network, a Wi-Fi network, Bluetooth (registered trademark), DSRC (Dedicated Short Range Communication), etc., or communicates with various server devices via a wireless base station.

[0031] The HMI 30 presents various information to an occupant of the host vehicle M and accepts input operations by the occupant. The HMI 30 includes, for example, a display unit 32 and a speaker 34. The display unit 32 is, for example, a liquid crystal display (LCD) or an organic electroluminescence (EL) display device. The display unit 32 may be, for example, a multi-information display (MID) provided in the center of the instrument panel of the host vehicle M, a meter display provided in the portion of the instrument panel in front of the driver's seat, or a head-up display (HUD). The display unit 32 may also be provided in multiple locations. The display unit 32 displays various information about the host vehicle M, such as a speedometer indicating the traveling speed of the host vehicle M or a tachometer indicating the rotation speed (rotational speed) of an internal combustion engine provided in the host vehicle M, and information (images and videos) related to various driving assistance functions performed by the host vehicle M. The display unit 32 may be integrated with the input unit as a touch panel. The speaker 34 outputs a predetermined sound (for example, an alarm). The HMI 30 may include a microphone, a buzzer, a vibration generator (vibrator), a touch panel, a switch, keys, etc. in addition to (or instead of) the display unit 32 and the speaker 34.

[0032] The vehicle sensor 40 includes a vehicle speed sensor that detects the speed of the host vehicle M, an acceleration sensor that detects acceleration, a yaw rate sensor that detects the yaw rate (for example, the rotational angular velocity around a vertical axis passing through the center of gravity of the host vehicle M), and a direction sensor that detects the orientation of the host vehicle M. The vehicle sensor 40 may also be provided with a position sensor that detects the position of the host vehicle M. The position sensor is, for example, a sensor that acquires position information (longitude and latitude information) from a GPS (Global Positioning System) device. The position sensor may also be a sensor that acquires position information using a GNSS (Global Navigation Satellite System) receiver 51 of the navigation device 50.

[0033] The navigation device 50 includes, for example, a GNSS receiver 51, a navigation HMI 52, and a route determination unit 53. The navigation device 50 stores first map information 54 in a storage device such as a hard disk drive (HDD) or flash memory. The GNSS receiver 51 identifies the position of the vehicle M based on signals received from GNSS satellites. The position of the vehicle M may be identified or supplemented by an inertial navigation system (INS) that uses the output of the vehicle sensors 40. The navigation HMI 52 includes a display device, a speaker, a touch panel, keys, etc. The navigation HMI 52 may share some or all of the components with the HMI 30 described above. The route determination unit 53 determines, for example, a route (hereinafter, a route on a map) from the position of the vehicle M identified by the GNSS receiver 51 (or any input position) to a destination input by the occupant using the navigation HMI 52, with reference to the first map information 54. The first map information 54 is information that represents road shapes using, for example, links indicating roads and nodes connected by the links. The first map information 54 may also include information such as road curvature and POI (Point of Interest) information. The route on the map is output to the MPU 60. The navigation device 50 may provide route guidance using the navigation HMI 52 based on the route on the map. The navigation device 50 may be realized, for example, by the functions of a terminal device such as a smartphone or tablet device carried by the occupant. The navigation device 50 may transmit the current position and destination to a navigation server via the communication device 20 and obtain a route equivalent to the route on the map from the navigation server.

[0034] The MPU 60 includes, for example, a recommended lane determination unit 61 and stores second map information 62 in a storage device such as an HDD or flash memory. The recommended lane determination unit 61 divides the route on the map provided by the navigation device 50 into a plurality of blocks (for example, every 100 m in the vehicle travel direction) and determines a recommended lane for each block by referring to the second map information 62. The recommended lane determination unit 61 determines the number of lanes from the left in which to travel. Furthermore, when a branch point is present on the route on the map, the recommended lane determination unit 61 determines the recommended lane so that the host vehicle M can travel on a reasonable route to the branch point. The second map information 62 is map information with higher accuracy than the first map information 54. The second map information 62 includes, for example, information on the center of lanes, lane boundary information such as road dividing lines that divide lanes, etc. The second map information 62 may include road information, the location of road shoulders, traffic regulation information, address information (address and postal code), facility information, telephone number information, etc. The second map information 62 may be updated as needed by the communication device 20 communicating with other devices. The first map information 54 and the second map information 62 may be stored in a storage unit within the driving assistance device 100.

[0035] The driver monitor camera 70 is, for example, a digital camera that uses a solid-state imaging element such as a CCD or CMOS. The driver monitor camera 70 is attached to any location on the host vehicle M in a position and orientation that allows it to capture an image of the head and upper body (including the position of the hands) of at least the driver (hereinafter referred to as the driver) seated in the driver's seat of the host vehicle M from the front (in an orientation that captures the face). For example, the driver monitor camera 70 is attached to the top of a display device provided in the center of the instrument panel of the host vehicle M. The driver monitor camera 70 outputs an image of the interior of the vehicle, including the driver of the host vehicle M, captured from its installed position to the driving assistance device 100.

[0036] The driving operators 80 include, for example, a steering wheel 82, an accelerator pedal 84, a brake pedal 86, a turn signal switch, a shift lever, and other operators. The driving operators 80 are fitted with sensors that detect the amount of operation or the presence or absence of operation, and the detection results are output to the driving assistance device 100 or some or all of the driving force output device 200, the braking device 210, and the steering device 220.

[0037] For example, the steering wheel 82 is provided with a steering wheel sensor (SW sensor) 82A. The SW sensor 82A detects whether or not the driver is gripping the steering wheel 82. "Grip" may include a state in which the driver's hands are touching the steering wheel 82 in addition to gripping the steering wheel 82 with their hands. The SW sensor 82A also detects the amount of operation of the steering wheel 82 by the driver (amount of steering torque, steering amount). The steering wheel 82 does not necessarily have to be annular, and may be in the form of an irregularly shaped steering wheel, a joystick, buttons, or the like. In such cases, the SW sensor 82A detects the amount of operation according to the respective form.

[0038] An accelerator pedal sensor (AP sensor) 84A is attached to the accelerator pedal 84. The AP sensor 84A detects the amount of operation (opening) of the accelerator pedal 84, which changes in response to the driver's operation of the accelerator pedal 84. A brake pedal sensor (BP sensor) 86A is provided to the brake pedal 86. The BP sensor 86A detects the amount of operation (opening) of the brake pedal 86, which changes in response to the driver's operation of the brake pedal 86.

[0039] The driving force output device 200 outputs a driving force (torque) to the driving wheels for driving the host vehicle M. The driving force output device 200 includes, for example, a combination of an internal combustion engine, an electric motor, a transmission, etc., and an ECU (Electronic Control Unit) that controls these. The ECU controls the above components in accordance with information input from the driving assistance device 100 or information input from the driving operator 80.

[0040] Braking device 210 includes, for example, a brake caliper, a cylinder that transmits hydraulic pressure to the brake caliper, an electric motor that generates hydraulic pressure in the cylinder, and an ECU. The ECU controls the electric motor according to information input from driving assistance device 100 or information input from driving operator 80, so that a brake torque corresponding to the braking operation is output to each wheel. Braking device 210 may include a backup mechanism that transmits hydraulic pressure generated by operation of a brake pedal included in driving operator 80 to the cylinder via a master cylinder. Note that braking device 210 is not limited to the configuration described above, and may also be an electronically controlled hydraulic brake device that controls an actuator according to information input from driving assistance device 100 to transmit hydraulic pressure from a master cylinder to the cylinder.

[0041] The steering device 220 includes, for example, a steering ECU and an electric motor. The electric motor applies force to a rack and pinion mechanism to change the direction of the steered wheels. The steering ECU drives the electric motor to change the direction of the steered wheels in accordance with information input from the driving assistance device 100 or information input from the driving operator 80.

[0042] [Driving assistance devices] The driving assistance device 100 includes, for example, a recognition unit 110, a driving state detection unit 120, a contact possibility determination unit 130, a control unit 140, an HMI control unit 150, and a storage unit 160. The recognition unit 110, the driving state detection unit 120, the contact possibility determination unit 130, the control unit 140, and the HMI control unit 150 are realized by, for example, a hardware processor such as a CPU (Central Processing Unit) executing a program (software). Furthermore, some or all of these components may be realized by hardware (including circuitry) such as an LSI (Large Scale Integration), an ASIC (Application Specific Integrated Circuit), an FPGA (Field-Programmable Gate Array), or a GPU (Graphics Processing Unit), or may be realized by a combination of software and hardware. The program may be stored in advance in a storage device (a storage device having a non-transitory storage medium) such as an HDD or flash memory of the driving assistance device 100, or may be stored in a removable storage medium such as a DVD or CD-ROM, and installed in the HDD or flash memory of the driving assistance device 100 by inserting the storage medium (non-transitory storage medium) into a drive device. The HMI 30 and the HMI control unit 150 are examples of a "notification unit."

[0043] For example, the driving force output device 200, the braking device 210, and the steering device 220 are configured internally so that instructions from the driving support device 100 to the driving force output device 200, the braking device 210, and the steering device 220 are executed with priority over detection results from the driving operator 80. Regarding braking, if the braking force based on the operation amount of the brake pedal 86 is greater than the instruction from the driving support device 100, the latter may be executed with priority. Furthermore, communication priority in an in-vehicle local area network (LAN) may be used as a mechanism for executing instructions from the driving support device 100 with priority. Regarding steering, the steering force based on the instruction from the driving support device 100 may be added together with the steering force based on the operation amount of the steering wheel 82 by the driver.

[0044] The storage unit 160 may be realized by the various storage devices described above, or a solid state drive (SSD), an electrically erasable programmable read only memory (EEPROM), a read only memory (ROM), or a random access memory (RAM). The storage unit 160 stores, for example, programs and various other information. The storage unit 160 may also store the map information described above (first map information 54, second map information 62).

[0045] The recognition unit 110 recognizes the surrounding conditions of the host vehicle M based on information input from an external environment detection device. For example, the recognition unit 110 recognizes the position, speed, acceleration, and other status of objects present in the vicinity (e.g., within a predetermined distance from the host vehicle M). Examples of objects include other vehicles, bicycles, pedestrians, etc. The position of an object is recognized as a position on an absolute coordinate system with a representative point of the host vehicle M (e.g., the center of gravity or the center of the drive shaft) as the origin, and is used for control. The position of an object may be represented by a representative point such as the center of gravity or a corner of the object, or may be represented by an area. The "state" of an object may include the acceleration or jerk of the object, or the "behavior state" (e.g., whether or not the object is changing lanes or is about to change lanes). The recognition unit 110 also recognizes the relative position and relative speed of the object.

[0046] The recognition unit 110 also recognizes, for example, the lane in which the host vehicle M is traveling (driving lane). For example, the recognition unit 110 recognizes the driving lane by comparing the pattern of road dividing lines (e.g., an arrangement of solid and dashed lines) obtained from the second map information 62 with the pattern of road dividing lines around the host vehicle M recognized from an image captured by the camera 10. The recognition unit 110 may recognize the driving lane by recognizing road boundaries (road boundaries) including not only road dividing lines but also road dividing lines, shoulders, curbs, medians, guardrails, etc. This recognition may take into account the position of the host vehicle M obtained from the navigation device 50 and processing results by the INS. The recognition unit 110 recognizes obstacles, stop lines, red lights, toll booths, and other road phenomena from the object recognition results. Obstacles are objects that the host vehicle M needs to avoid contacting, and include, for example, other vehicles.

[0047] When recognizing the driving lane, the recognition unit 110 recognizes the position and attitude of the host vehicle M with respect to the driving lane. For example, the recognition unit 110 may recognize the deviation of the reference point of the host vehicle M from the center of the lane and the angle it forms with a line connecting the centers of the lanes in the traveling direction of the host vehicle M as the relative position and attitude of the host vehicle M with respect to the driving lane. Alternatively, the recognition unit 110 may recognize the position of the reference point of the host vehicle M with respect to either side edge of the driving lane (a road dividing line or a road boundary) as the relative position of the host vehicle M with respect to the driving lane.

[0048] The driving state detection unit 120 detects a predetermined driving state of the driver of the host vehicle M. The predetermined driving state is, for example, a mindless driving state. Mindless driving is a state in which the driver's driving operation of the host vehicle M becomes slow (or does not operate) due to, for example, a decrease in the driver's attention. For example, the driving state detection unit 120 detects that the driver is in a mindless driving state when, based on the detection result of the SW sensor 82A, the state in which the steering operation of the steering wheel 82 by the driver is below a threshold continues for a predetermined time or more. Alternatively, the driving state detection unit 120 may detect that the driver is in a mindless driving state when, based on the detection results of the AP sensor 84A and the BP sensor 86A, the state in which the amount of change in the opening degree of the accelerator pedal 84 and the brake pedal 86 is below a threshold continues for a predetermined time or more. Note that the above-mentioned predetermined time may be variably set depending on, for example, the speed of the host vehicle M, the margin of safety before the host vehicle M comes into contact with an obstacle (e.g., another vehicle), etc. This allows for a more appropriate determination of absentminded driving to be made based on the speed of the host vehicle M and the positional relationship between the host vehicle M and the obstacle. Note that the predetermined time may be a fixed time.

[0049] Furthermore, the driving state detection unit 120 may detect that the driver is in a distracted driving state when it is determined that the state of the driver detected based on the analysis result of the image captured by the driver monitor camera 70 is not suitable for driving. A state that is not suitable for driving is, for example, when the driver is not monitoring the surroundings (particularly the front) of the vehicle M due to looking away, or when it is predicted that the driver's concentration is declining based on facial expressions (a face that looks sleepy, a face that looks pained), etc. Furthermore, in addition to (or instead of) the driver being in a distracted state, the driving state detection unit 120 may detect that the driver is in a state where he or she is unable to drive when it is detected that the driver is unconscious (no movement for a predetermined period of time or more) based on the analysis result of the image captured by the driver monitor camera 70.

[0050] Furthermore, the driving state detection unit 120 may detect the details of the driving operation (hereinafter referred to as the driver operation) by the driver of the host vehicle M. For example, the driving state detection unit 120 may detect the steering amount (torque amount of steering torque) of the driver based on the detection result of the SW sensor 82A, may detect the operation (opening degree) of the accelerator pedal 84 based on the detection result of the AP sensor 84A, or may detect the operation (opening degree) of the brake pedal 86 based on the BP sensor 86A.

[0051] The contact possibility determination unit 130 recognizes whether or not there is a possibility of contact between the host vehicle M and an obstacle (e.g., another vehicle) based on the surrounding conditions (external environment information) recognized by the recognition unit 110. For example, the contact possibility determination unit 130 determines whether or not there is a possibility of contact between the host vehicle M and another vehicle based on a contact margin value with respect to another vehicle (leading vehicle) present ahead of the host vehicle M based on the surrounding conditions. The contact margin value is an index value indicating a margin of error, and is, for example, a value set based on a time to collision (TTC), but may also be a value set based on a time headway (THW). The time to collision (TTC) is derived, for example, by dividing the relative distance by the relative speed in the relationship between the host vehicle M and the other vehicle. Furthermore, the time headway (THW) is derived, for example, by dividing the relative distance (inter-vehicle distance) by the speed of the host vehicle M. The time to contact TTC may be derived using, for example, a trained model or a predetermined function that outputs the time to contact TTC when the positions and speeds of the host vehicle M and the other vehicle are input, or may be derived using a correspondence table that associates the relative speed and relative position with the time to contact TTC. The above derivation method also applies to the time to headway THW. For example, the shorter the time to contact TTC (or the time to headway THW), the smaller the margin of error (in other words, the longer the time to contact, the greater the margin of error). For example, the contact possibility determination unit 130 determines that there is a possibility of contact between the host vehicle M and the other vehicle when the contact margin value is less than a threshold, and determines that there is no possibility of contact when the contact margin value is equal to or greater than the threshold.

[0052] The control unit 140 executes driving control to control one or both of the steering and acceleration / deceleration of the host vehicle M based on at least one of the recognition result of the recognition unit 110, the detection result of the driving state detection unit 120, and the determination result of the contact possibility determination unit 130. For example, based on the recognition result by the recognition unit 110, when an obstacle is present ahead of the host vehicle M and the driver is driving absentmindedly, the control unit 140 executes driving control according to the obstacle. The driving control according to the obstacle includes, for example, driving control to alert the driver to the obstacle, driving control to avoid contact with the obstacle, etc.

[0053] The control unit 140 includes, for example, a braking control unit 142 and a steering control unit 144. When it is determined that an obstacle exists ahead of the host vehicle M based on the recognition result of the recognition unit 110, the braking control unit 142 performs at least deceleration control of the host vehicle M based on a target deceleration of the host vehicle M. Furthermore, the braking control unit 142 performs braking control of the host vehicle M in response to a driver operation or regardless of a driver operation. For example, the braking control unit 142 sets a deceleration state based on a contact margin value between the host vehicle M and the obstacle, and executes deceleration control based on the set deceleration state. The braking control unit 142 includes, for example, a gradual deceleration control unit 142A and a contact avoidance braking control unit 142B.

[0054] The gradual deceleration control unit 142A performs gradual deceleration control of the host vehicle M when the recognition unit 110 determines that an obstacle (e.g., another vehicle) is present ahead of the host vehicle M. The gradual deceleration control is an attention-attraction control that uses a vehicle behavior of deceleration to alert the driver to the approach of another vehicle, and is different from contact avoidance braking control that avoids contact with the obstacle by braking (however, it may result in avoiding contact with the obstacle). For example, when it is determined that an obstacle is present ahead of the host vehicle M and the contact margin value satisfies an activation condition for the gradual deceleration control, the gradual deceleration control unit 142A derives a target deceleration of the host vehicle M and decelerates the host vehicle M to approach the derived target deceleration without the driver's operation. Note that the gradual deceleration control is executed, for example, when the driving state detection unit 120 detects that the driver is driving absentmindedly, and does not have to be executed when the driver is not driving absentmindedly.

[0055] Furthermore, the gradual deceleration control unit 142A may stop the gradual deceleration control when the driving state detection unit 120 detects that the driver has operated the accelerator (operated the accelerator pedal 84) at a predetermined value (for example, a predetermined amount) or more during the gradual deceleration control. In this way, by determining the driver's intention based on the accelerator operation, it is possible to execute a more appropriate override control (switching to manual driving by the driver) for the gradual deceleration control.

[0056] The contact avoidance braking control unit 142B performs emergency braking control to avoid contact between the host vehicle M and an obstacle. For example, when it is determined that the host vehicle M may come into contact with an obstacle based on the surrounding conditions recognized by the recognition unit 110, the contact avoidance braking control unit 142B performs braking control (rapid deceleration control) to avoid contact. The braking control performed by the contact avoidance braking control unit 142B includes, for example, Collision Mitigation Brake System (CMBS) control that assists in contact avoidance or damage mitigation. The braking control performed by the contact avoidance braking control unit 142B may be performed, for example, after gradual deceleration control, or may be performed when a contact margin value satisfies an activation condition for contact avoidance braking control.

[0057] In addition, the contact avoidance braking control unit 142B may perform override control to stop the contact avoidance control, for example, when the driving state detection unit 120 detects that the driver has operated the accelerator pedal to a predetermined value (for example, a predetermined amount) or more during contact avoidance control.

[0058] The steering control unit 144 controls the steering of the host vehicle M. The steering control unit 144 includes, for example, a centering steering control unit 144A and a contact avoidance steering control unit 144B. When the recognition unit 110 determines that an obstacle exists ahead of the host vehicle M and the contact margin value satisfies the steering control operation condition, the centering steering control unit 144A executes steering control (centering steering control) to move the host vehicle M toward the center of the driving lane. This steering control is not intended to avoid contact with the obstacle, but is intended to make the driver aware of the obstacle ahead and call his / her attention by the vehicle behavior of moving laterally toward the center (however, it may result in avoiding contact with the obstacle). This steering control can make the driver aware of the obstacle ahead early and contribute to driving to avoid contact. Note that the centering steering control is executed when the driving state detection unit 120 detects that the driver is driving absentmindedly, and does not have to be executed when the driver is not driving absentmindedly. Furthermore, the above-described gradual deceleration control and centering steering control may be executed separately, or may be executed simultaneously at the same timing (for example, at the attention-attraction control stage).

[0059] In addition, the centering steering control unit 144A may perform override control to stop the centering steering control, for example, when the driving state detection unit 120 detects a steering operation (operation of the steering wheel 82) by the driver that is greater than or equal to a predetermined value (for example, a predetermined amount) during the centering steering control.

[0060] The contact avoidance steering control unit 144B performs a second steering control of the host vehicle M to avoid contact between the host vehicle M and an obstacle. For example, when avoidance is possible within the driving lane of the host vehicle M, the contact avoidance steering control unit 144B performs steering control to move the host vehicle M in a direction that will not contact the obstacle within a range that does not deviate from the same lane, without the driver's steering operation. Furthermore, the contact avoidance steering control unit 144B may perform steering control of the host vehicle M so that the behavior of the host vehicle M after the avoidance operation is stable after the driver's steering operation causes the host vehicle M to cross a dividing line that separates the driving lane and perform an avoidance operation against the obstacle. The steering control performed by the contact avoidance steering control unit 144B may be performed, for example, after centering steering control, or may be performed when the contact margin value satisfies the operating condition for the contact avoidance steering control.

[0061] In addition, the contact avoidance steering control unit 144B may perform override control to stop the contact avoidance steering control, for example, when the driving state detection unit 120 detects a steering operation by the driver that is greater than or equal to a predetermined value (for example, a predetermined amount) during contact avoidance steering control.

[0062] The control unit 140 may also execute controls other than the driving control described above. For example, the control unit 140 executes road departure prevention control, driver abnormal stop control, and the like. The road departure prevention control is, for example, a control that, when there is a possibility that the host vehicle M will deviate from a marking line that demarcates the lane in which the host vehicle M is traveling, vibrates the steering wheel 82, displays a warning image on the display unit 32, or the like, to notify the driver and call for attention. The driver abnormal stop control is, for example, a control that, when the driving state detection unit 120 detects that the driver is unable to drive, moves the host vehicle M to a predetermined position (for example, a safe position such as a nearby road shoulder) and stops the host vehicle M based on the recognition result by the recognition unit 110, and the like. Note that the road departure prevention control and the driver abnormal stop control may be executed, for example, when it is detected that the driver is absentminded. The control unit 140 may also execute LKAS (Lane Keeping Assistance System) control (lane keeping control). The LKAS control, for example, controls the steering device 220 based on the recognition result of the recognition unit 110 to prevent the host vehicle M from deviating from the driving lane, thereby assisting the driver in steering.

[0063] The HMI control unit 150 provides (notifies) information to occupants including the driver by causing the HMI 30 to output predetermined information. The predetermined information includes, for example, information related to the driving of the vehicle M, such as information related to the state of the vehicle M and information related to driving control. The information related to the state of the vehicle M includes, for example, the speed of the vehicle M, engine speed, shift position, etc. The information related to driving control includes, for example, the type of driving control being executed (e.g., gradual deceleration, centering steering control, contact avoidance braking control, contact avoidance steering control), the reason for operating the driving control, the status of the driving control, etc. The information related to driving control may also include information related to alerts or warnings to the driver (e.g., first notification, second notification, etc., which will be described later). The predetermined information may also include information related to the current location or destination of the vehicle M, the remaining amount of fuel, etc., and may also include information unrelated to driving control of the vehicle M, such as television programs, content (e.g., movies) stored on a storage medium such as a DVD, etc.

[0064] For example, the HMI control unit 150 may generate an image including the above-described predetermined information and display the generated image on the display unit 32 of the HMI 30, or may generate sound indicating the predetermined information and output the generated sound from the speaker 34 of the HMI 30. The timing at which the sound is output may be, for example, when driving control is started or stopped, when a call is received, when the image to be displayed is switched, or when the vehicle M enters a predetermined state. The HMI control unit 150 may also output information received by the HMI 30 to the control unit 140, etc.

[0065] [Vehicle control] Next, details of vehicle control including driving control by the control unit 140 and notification control by the HMI control unit 150 will be described. Fig. 2 is a diagram for explaining the content of vehicle control related to contact avoidance. In the example of Fig. 2, it is assumed that processing by the recognition unit 110, driving state detection unit 120, and contact possibility determination unit 130 is continuously executed. In addition, in the example of Fig. 2, it is assumed that time T1 is the earliest, followed by times T2, T3, T4, and T5 in that order.

[0066] First, it is assumed that after time T1 in Fig. 2, the contact possibility determination unit 130 determines that there is a possibility of contact between the host vehicle M and an obstacle. When it is determined that there is a possibility of contact, the control unit 140 performs attention calling control ((1) in the figure) to call the driver's attention to the surroundings (particularly the traveling direction) based on the contact margin time TTC and the detection result of the driving state detection unit 120. This attention calling control is an example of a "first driving control."

[0067] FIG. 3 is a diagram for explaining the details of attention-calling control. The example of FIG. 3 shows two lanes L1 and L2 that can be traveled in the same direction (X-axis direction in the figure). Lane L1 is divided by road dividing lines LN1 and LN2, and lane L2 is divided by road dividing lines LN2 and LN3. In the example of FIG. 3, it is assumed that a host vehicle M is traveling on lane L1 at a speed VM, and another vehicle (leading vehicle) m1 is traveling ahead of the host vehicle M on lane L1 at a speed Vm1. In the following description, it is assumed that the other vehicle m1 is an obstacle.

[0068] 3, the control unit 140 performs the attention-calling control when the time to contact TTC (contact margin value) based on the relative position and relative speed between the host vehicle M and another vehicle m1 reaches time T2 and is less than a first predetermined value (first predetermined time) and the driver is detected as being careless. The time T2 is a value that is set when the time to contact TTC is between about 3 and 4 seconds, for example, but may be variably set based on the relative speed, relative position, road shape, etc.

[0069] The attention calling control includes at least one of the slow deceleration control by the slow deceleration control unit 142A and the centering steering control by the centering steering control unit 144A. In the example of FIG. 3, both the slow deceleration control and the centering control are executed. The slow deceleration control executed in the attention calling control is a control in a first deceleration state. The slow deceleration control unit 142A sets a target deceleration (first target deceleration) so that a load (longitudinal G) of a first upper limit deceleration (approximately 0.1 [G]) is applied to the driver in the traveling direction (longitudinal direction). In addition, in the attention calling control (first deceleration state), the slow deceleration control unit 142A may first perform the slow deceleration control at a first deceleration rate (for example, longitudinal G of 0.05 [G]), and then perform the deceleration control at a second deceleration rate (for example, longitudinal G of 0.1 [G]) that is greater than the first deceleration rate. By controlling the deceleration rate to increase in stages in this manner, the burden on the driver at the start of the slow deceleration control can be reduced, and the driver can be prevented from being surprised by the slow deceleration control.

[0070] In addition, in the attention warning control, the centering steering control unit 144A performs centering steering control to steer the host vehicle M toward the center of the driving lane (lane L1). In the centering steering control, a lateral load (lateral G) is applied to the driver by changing the behavior of the host vehicle M in the lateral direction (the width direction of the driving lane, the Y-axis direction in the figure). This lateral G can make the driver aware of an obstacle ahead and contribute to avoiding contact with the obstacle. In addition, by moving the host vehicle M to the center of the lane, it is possible to prevent the driver from immediately deviating from the driving lane due to a steering operation by the driver after the centering steering control. In the example of FIG. 3, the control unit 140 generates a future target trajectory K1 of the host vehicle M corresponding to gradual deceleration and centering steering control, and controls the steering and speed of the host vehicle M so that the host vehicle M travels along the target trajectory K1.

[0071] The centering steering control does not have to be performed, for example, when at least one of the dividing lines LN1 and LN2 of the driving lane (lane L1) is not recognized by the recognition unit 110, when the host vehicle M is already traveling in the center of the lane L1, or when the other vehicle m1 is closer to the center of the lane L1 than the host vehicle M. In such cases, only the gradual deceleration control is performed in the attention warning control.

[0072] Furthermore, during the attention control at time T2 (during the first driving control), the HMI control unit 150 generates, as the first notification, an image indicating that the attention control (gradual deceleration, centering steering control) has been executed and / or an image urging the driver to pay attention, and displays the generated image IM10 on the display unit 32 to notify the driver. The content and type of image IM10 are not limited to the example shown in FIG. 3 . The HMI control unit 150 may also generate an image indicating information about the reason for the activation of the attention control (e.g., "There is a possibility of contact with the vehicle ahead") and display it on the display unit 32. In this way, the first notification can inform the driver of the approach of an obstacle and prompt the driver to take an early avoidance operation. Note that, in the first notification, there is a certain contact margin value and the possibility of contact between the host vehicle M and the other vehicle m1 is not high, so no audio output is performed. This makes it possible to reduce the driver's annoyance caused by excessive notifications and to issue an early notification of the attention.

[0073] Returning to FIG. 2, when the time to contact TTC (contact margin value) becomes less than the second predetermined value (second predetermined time) at time T3 in a state where the driver does not call attention to those around him / her (or perform override control) even after the above-mentioned attention warning control is performed, and the driver is detected as being driving carelessly, contact attention warning control ((2) in the figure) is performed. This contact attention warning control is an example of "second driving control." Time T3 is the time when the time to contact TTC becomes approximately 2 seconds, for example. In other words, the second predetermined time is shorter than the first predetermined time.

[0074] FIG. 4 is a diagram for explaining the contents of the contact warning control. FIG. 4 illustrates a situation in which the time to contact TTC becomes 2 seconds without any driver operation from the situation shown in FIG. 3 (a state in which the host vehicle M is closer to the other vehicle m1 than when the attention warning control was executed). In the contact warning control stage, the gradual deceleration control unit 142A sets a target deceleration (second target deceleration), generates a target trajectory K2 for executing the gradual deceleration control according to the set second target deceleration, and controls the host vehicle M to travel along the generated target trajectory K2. The gradual deceleration control executed in the contact warning control is control in the second deceleration state. In the second deceleration state, the gradual deceleration control unit 142A sets the target deceleration (second target deceleration) so that a load (longitudinal G) greater than the first upper limit deceleration is applied to the driver in the traveling direction (longitudinal direction) at or below a second upper limit deceleration (approximately 0.2 G). This makes it possible to more clearly notify the driver that the host vehicle M is approaching the other vehicle m1. In this way, deceleration control is performed while increasing the deceleration rate as needed, which creates more time for the driver to notice the other vehicle m1, allowing the driver to drive in a way that allows them to avoid contact with the other vehicle m1 with ease.

[0075] During the contact warning control, in addition to (or instead of) the gradual deceleration control, the centering steering control unit 144A may execute the centering steering control as described above. During the contact warning control at time T3 (during the second driving control), the HMI control unit 150 generates, as the second notification, an image indicating to the driver that the contact warning control has been executed, an image calling attention, an image indicating the reason for the activation of the contact warning control, or the like, and notifies the driver by displaying the generated image IM20 on the display unit 32. Note that the image IM20 may be an image in which the image IM10 is highlighted. Examples of the highlighted image include enlarging the image, blinking the image, changing the color of the image to a highlighted color, switching from a still image to a video (animated image), and the like. The highlighted display may include increasing the number of images to be displayed, displaying the image in a position that is more visible to the driver, and the like. In this case, the HMI control unit 150 may display the image on the meter display instead of the MID, or on both the MID and the HUD. Furthermore, in addition to the image display, the HMI control unit 150 may output a predetermined sound (alarm) from the speaker 34. In other words, the second notification is a notification that is more alert (escalated) than the first notification. This makes it possible to more clearly notify the driver that there is a high possibility of contact with the other vehicle m1 and encourage the driver to avoid contact.

[0076] Returning to Figure 2, after the execution of the contact warning control, at time T4 when it is determined that automatic avoidance is possible for the host vehicle M within the driving lane, the steering control unit 144 executes automatic steering avoidance control (shown in Figure 2 as (3)). The automatic steering avoidance control is an example of the "third driving control".

[0077] FIG. 5 is a diagram for explaining the content of automatic steering avoidance control. The example of FIG. 5 illustrates, for example, control in the case where the driver does not perform a driving operation after the execution of contact attention warning control. In this case, the contact avoidance steering control unit 144B recognizes the area of the driving lane and the position of the other vehicle m1 and performs steering control to avoid contact. For example, when a space for avoiding contact with the other vehicle m1 exists in the driving lane, the contact avoidance steering control unit 144B generates a target trajectory K3 for traveling through the avoidance space, and performs steering control (speed control as necessary) so that the host vehicle M travels along the generated target trajectory K3. Furthermore, the contact avoidance steering control unit 144B may perform acceleration / deceleration control in addition to steering control. As a result, when steering avoidance is possible within the host vehicle's lane, which is highly safe, more appropriate vehicle control can be achieved by performing automatic steering control.

[0078] Furthermore, during the automatic steering avoidance control at time T4 (third operation control unit), the HMI control unit 150 may continue to execute the second notification described above, or may execute a notification (third notification) with a greater degree of notification than the second notification. Furthermore, at this timing, the contact avoidance braking control unit 142B may execute CMBS control in parallel. When CMBS control is executed, the automatic steering avoidance control described above or the contact avoidance steering control described later may not be executed.

[0079] Returning to FIG. 2, at time T5 when the driver operates the steering wheel 82 (detects the driver steering trigger) to perform a steering operation in a direction to avoid the other vehicle m1, the contact avoidance steering control unit 144B performs contact avoidance steering control so as to prevent the vehicle from further departing from the adjacent lane (lane L2) adjacent to the driving lane (lane L1) ((4) in FIG. 2). The contact avoidance steering control is an example of the "fourth driving control." The contact avoidance steering control may be performed after the automatic steering avoidance control or after the contact attention warning control.

[0080] FIG. 6 is a diagram for explaining steering control after a driver steering trigger. In the example of FIG. 6, when there is no space in the host vehicle lane L1 to avoid contact of the host vehicle M with another vehicle m1 and a driver steering trigger (a steering amount of the steering wheel 82 by the driver equal to or greater than a threshold) is detected, the contact avoidance steering control unit 144B allows the host vehicle M to move from the lane L1 to the adjacent lane L2 and performs steering control of the host vehicle M so that the host vehicle M does not further deviate from the adjacent lane L2. For example, a target trajectory K4 for changing lanes to the lane L2 is generated, and steering assistance is performed so that the position of the host vehicle M approaches the target trajectory K4 through the driver's steering operation. This enables more appropriate vehicle control after emergency avoidance steering is performed through the driver's steering operation. During contact avoidance steering control (during the fourth driving control), the HMI control unit 150 may continue to perform the second notification described above, or may perform a notification (fourth notification) with a greater degree of notification than the second notification. The fourth notification may be a different notification that can be distinguished from the third notification by the driver.

[0081] Furthermore, if the driver performs a steering operation immediately after the attention-calling control (after the first driving control) shown in (1) of Fig. 2, or if the time to contact TTC approaches a limit value while the driver is not driving aimlessly, the control unit 140 may execute contact avoidance steering control (driver steering assist control) to prevent the vehicle from crossing further into the adjacent lane ((5) of Fig. 2), similar to the control of (4) of Fig. 2. In this case, the HMI control unit 150 may execute the second notification, or may execute a notification (fourth notification) that is more informing than the second notification.

[0082] In addition, in each of the above-described operation phases of the attention warning, contact warning, automatic steering avoidance, and contact avoidance steering, a condition related to the speed of the host vehicle M may be added to the conditions for activating each control. FIG. 7 is a diagram for explaining the speed conditions of the host vehicle M for starting control in each operation phase. For example, in contact avoidance steering control in automatic steering avoidance and contact avoidance steering (steering assistance), one of the operation start conditions is that the speed VM of the host vehicle M is 40 km / h or higher. Because this control is performed after an attention warning, a contact margin time TTC of approximately 2 seconds is sufficient to allow contact to be avoided by the driver's braking operation. Furthermore, the centering steering control in the attention warning and contact warning is controlled to be performed when the speed VM of the host vehicle M is 30 km / h or higher. Furthermore, the gradual deceleration control in the attention warning and contact warning is controlled to be performed when the speed VM of the host vehicle M is 30 km / h or higher if an accelerator pedal operation (AP operation) is performed. This speed is below the steering avoidance limit speed and is within a range where there is a performance margin for CMBS control, so by setting this condition, more appropriate driving control can be achieved. Furthermore, when there is no AP operation, control is performed when the speed VM of the host vehicle M is 5 km / h or higher. In other words, when the driver's AP operation is not detected, the speed is set lower than when AP operation is detected. In this way, by relaxing the start condition for the gradual deceleration control when there is no AP operation, it is possible to perform the gradual deceleration control in various situations, including aimless driving in traffic congestion, and it is possible to more safely avoid contact between the host vehicle M and another vehicle m1.

[0083] [Alarm control] Next, notification control by the HMI control unit 150 for the various driving controls described above will be specifically described. For example, the HMI control unit 150 issues a first notification when performing the first driving control (attention control) as described above, and issues a second notification when performing the second driving control (contact warning control). The HMI control unit 150 may also issue a second notification when a specific driving support function is activated within a predetermined time after the attention control (after the first driving control). The specific driving support function is, for example, the attention control (first driving control). In this case, the first driving control is the first attention control, and the specific driving support function is the second attention control.

[0084] Fig. 8 is a diagram for explaining the details of the notification control of the embodiment. In the example of Fig. 8, of the lanes L1 and L2 that can be traveled in the same direction as described above, the host vehicle M is traveling in lane L1 at a speed VM, and another vehicle m1 is traveling ahead of the host vehicle M in the same lane at a speed Vm1. In the example of Fig. 8, it is assumed that time T11 is earlier than time T12.

[0085] For example, when the driver is in a distracted driving state and the time to contact TTC is less than a first predetermined time, the control unit 140 executes the gradual deceleration control and the centering control as the first attention calling control, and the HMI control unit 150 executes the first notification. Furthermore, when the time to contact TTC becomes less than the first predetermined time at time T12 within the processing time from the time when the attention calling control was executed (for example, time T11), the control unit 140 activates the second attention calling control and executes the gradual deceleration control and the centering control. The above-mentioned predetermined time may be a fixed time (for example, about 180 seconds) or may be a variable time depending on the speed VM of the host vehicle M, road conditions, etc. Furthermore, when the HMI control unit 150 activates the second attention calling control within the predetermined time, it changes the notification level from the first notification to the second notification.

[0086] For example, as shown in Fig. 8, the HMI control unit 150 displays, as the second notification, the same image IM10 as the first notification, and outputs a sound (a predetermined warning sound) to call attention. Alternatively, the HMI control unit 150 may generate, as the second notification, an image IM20 that is more highlighted than image IM10 and display it on the display unit 32. In this way, in the first attention notification control, only the image IM10 is displayed, and when the attention notification control is activated twice within a predetermined time, the level of notification is increased by adding a sound output, for example. Since it is clear that the driver is still in a distracted driving state when the second attention notification control is executed, increasing the level of notification can more effectively call the driver's attention.

[0087] In the embodiment, a condition for performing the above-described notification control (the second notification in the second attention warning control within a predetermined time) may be that the notification control includes at least steering control (centering control in the above example). That is, when performing only the gradual deceleration control without centering control in the second attention warning control within a predetermined time, the HMI control unit 150 does not need to increase the notification level. For example, when the lane markings of the vehicle M are not visible by the recognition unit 110, the control unit 140 performs only the gradual deceleration control rather than the centering control. In such a case, the HMI control unit 150 does not change the notification content and performs the first notification for the gradual deceleration control even if the activation condition for the second attention warning control within a predetermined time is satisfied. In this way, by limiting the target of the driving control for which the notification level is changed to steering control only, it is possible to prevent the notification control from being activated more than necessary, thereby reducing the annoyance felt by the driver. In addition, since the situation of the vehicle M (the lateral position of the vehicle M on the lane and its positional relationship with surrounding vehicles) changes more when steering control is performed than when deceleration control is performed, by increasing the degree of notification during the second steering control, the driver can be made to understand the changed situation of the vehicle more quickly.

[0088] Furthermore, the specific driving assistance function may be, for example, road departure prevention control instead of (or in addition to) attention calling control. Since the road departure prevention control is a control (control including steering control) that is executed when the driver is in a careless driving state, by switching from the first notification to the second notification when the road departure prevention control is executed within a predetermined time from the execution of the first driving control, a more appropriate notification can be given to the driver in a careless driving state.

[0089] Furthermore, the specific driving assistance function may be driver abnormal stop control instead of (or in addition to) attention alert control or road departure suppression control. Since driver abnormal stop control is a control (control including steering control) that is executed mainly when the driver is absentminded or even when the driver is unable to drive, by changing from the first notification to the second notification when the driver abnormal stop control is executed within a predetermined time from the execution of the first driving control, a more appropriate notification can be given to the driver. In this way, notification control can be performed according to various patterns of absentminded driving states, so a more appropriate notification can be given to the driver according to the situation of the host vehicle M.

[0090] Furthermore, for example, when override control is executed during the first operation control, the HMI control unit 150 may not perform control to increase the notification level even if a specific driving assistance function is activated within a predetermined time from the execution of the first operation control. Since override control is executed when the driver performs a driving operation (a predetermined operation on the driving operator 80), it is possible to determine that the driver is not in a distracted driving state. Therefore, by not increasing the notification level when override control is executed, the HMI control unit 150 can reduce the possibility that the driver will find the notification annoying.

[0091] In addition, in the case of a driver operation, when override control is executed by steering operation of the steering wheel 82, the HMI control unit 150 may not change the notification level for the second notification within a predetermined time, regardless of whether other driving operations (accelerator operation, brake operation) are performed. Furthermore, when override control is executed by accelerator operation or brake operation, the HMI control unit 150 may require that the steering wheel 82 be gripped as a condition for not changing the notification level. In this way, by detecting that override control is executed by a steering operation for driving control, it is possible to accurately detect that the absentminded driving state has been resolved (that normal manual driving has been resumed). Furthermore, even when override control is executed by a driving operation related to the speed of the host vehicle M (accelerator operation, brake operation), it is possible to accurately detect that the absentminded driving state has been resolved (that normal manual driving has been resumed) by adding that the steering wheel 82 is gripped to the detection.

[0092] Furthermore, the control unit 140 may control the on / off of driving control in accordance with the change control of the notification degree by the HMI control unit 150. For example, the control unit 140 prevents the execution of driving control (e.g., centering steering control) based on a specific driving assistance function when the notification degree is changed from the first notification to the second notification by the HMI control unit 150. For example, the notification degree is increased by the second notification within a predetermined time, so that excessive attention to the driver due to changes in the behavior of the host vehicle M, such as centering control or gradual deceleration, can be suppressed.

[0093] Furthermore, when the notification level is changed in response to the second attention calling control within a predetermined time, the control unit 140 may not execute subsequent attention calling control until a predetermined time has elapsed (off control). Since the notification level is increased by the second attention calling control and notified to the driver, the control unit 140 may not execute subsequent attention calling control (third and subsequent times) and have the driver drive, thereby encouraging the driver to monitor the surroundings and drive appropriately. Moreover, excessive dependency of the driver on driving control may be suppressed.

[0094] The above-described notification control may be similarly applied when a specific driving assistance function is activated multiple times within a predetermined time. Furthermore, the HMI control unit 150 may extend the notification time based on the number of times the second notification is made within a predetermined time. In this case, the HMI control unit 150 may extend the notification time in stages according to the number of notifications, or may extend the notification time by a fixed amount from the second notification onward. By extending the notification time, the driver can be notified more effectively.

[0095] [Processing flow] Next, a description will be given of the processing executed by the driving assistance device 100 in the embodiment. Note that, of the processing executed by the driving assistance device 100, the following description will mainly focus on the driving control processing based on the situation of the host vehicle M and the notification processing during driving control.

[0096] FIG. 9 is a flowchart showing an example of driving control executed by the driving assistance device 100. In the example of FIG. 9, the recognition unit 110 recognizes the surrounding conditions of the host vehicle M (step S100). Next, the contact possibility determination unit 130 derives a time to contact TTC between the host vehicle M and an obstacle based on the recognized surrounding conditions (step S110). Next, the driving state detection unit 120 detects the driving state of the driver of the host vehicle M (step S120) and determines whether the driver is in a careless driving state (step S130). If it is determined that the driver is in a careless driving state, the control unit 140 determines whether the time to contact TTC satisfies an activation condition for braking control or steering control (step S140). In the process of step S140, it may be determined whether the activation conditions for both braking control and steering control are satisfied. If it is determined that the time to contact TTC satisfies the activation condition for braking control or steering control, the control unit 140 executes vehicle control corresponding to the activation condition (step S150). The vehicle control may include, for example, at least one of the above-mentioned attention alert control, collision warning control, automatic operation avoidance control, driver steering assist control, and CMBS control. Furthermore, the vehicle control may include notification control.

[0097] Next, the control unit 140 determines whether a predetermined driver operation has been performed during execution of vehicle control (step S160). If it is determined that the predetermined driver operation has been performed, the control unit 140 stops the vehicle control being executed (step S170). This ends the processing of this flowchart. Furthermore, if it is determined in the processing of step S130 that the driver is not driving aimlessly, if it is determined in the processing of step S140 that the time to contact TTC does not satisfy the activation condition for braking control or steering control, or if it is determined in the processing of step S160 that the predetermined driver operation has not been performed during execution of vehicle control, the processing of this flowchart ends.

[0098] FIG. 10 is a flowchart illustrating an example of a notification process associated with the execution of vehicle control according to the embodiment. The example of FIG. 10 illustrates an example of the process of step S150. In the example of FIG. 10, the control unit 140 determines whether to perform attention calling control (first driving control) (step S151). If it is determined that attention calling control should be performed, the control unit 140 executes attention calling control (e.g., gradual deceleration control or centering control) (step S152). Next, the HMI control unit 150 issues a first notification (step S153). Next, the HMI control unit 150 determines whether to execute a second attention calling control (an example of a specific driving assistance function) within a predetermined time from the first attention calling control (step S154). If it is determined that the second attention calling control should be executed, the control unit 140 executes the second attention calling control (step S155). Furthermore, the HMI control unit 150 executes a second notification having a higher degree of notification than the first notification (step S156).

[0099] Furthermore, if it is determined in the processing of step S151 that the control is not attention calling control (in other words, it is any one of contact attention warning control, automatic steering avoidance control, and contact avoidance steering control), the control unit 140 executes the target vehicle control (step S157). Furthermore, the HMI control unit 150 executes a second notification (step S158). This ends the processing of this flowchart. Furthermore, if it is determined in the processing of step S154 that the second attention calling control will not be executed within the predetermined time, the processing of this flowchart ends.

[0100] As described above, according to the embodiment, the driving assistance device 100 (an example of a vehicle control device) includes a recognition unit 110 that recognizes the surrounding conditions of the vehicle M, a driving state detection unit 120 that detects the driving state of the driver of the vehicle M, a control unit 140 that executes driving control in accordance with the obstacle when an obstacle is present in front of the vehicle M and the driver is driving absentmindedly based on the recognition result by the recognition unit 110, and a notification unit (HMI 30, HMI control unit 150) that notifies the driver when driving control is executed by the control unit 140.The notification unit includes a first notification that is issued when a first driving control including steering control is executed, and a second notification that is issued when a second driving control that is executed when the vehicle is closer to the obstacle than the first driving control is executed, and by issuing the second notification when a specific driving assistance function is activated within a predetermined time from the first notification, it is possible to provide a more appropriate notification to the driver depending on the situation of the vehicle.

[0101] Specifically, according to the embodiment, if a specific driving assistance function related to the absentminded driving state is activated within a predetermined time after the first notification, it is clear that the driver is absentminded, and therefore, by changing (increasing) the notification degree (notification intensity), it is possible to more effectively notify the driver, such as by calling their attention. Furthermore, according to the embodiment, by also targeting the second activation of the same function and the activation of related functions (road departure prevention control, driver abnormal stopping control, etc.), it is possible to more accurately determine whether the driver is in the absentminded driving state. Furthermore, according to the embodiment, by targeting some driving controls (e.g., steering control), it is possible to prevent the notification degree from becoming unnecessarily high, thereby reducing the possibility that the driver will feel annoyed. Furthermore, according to the embodiment, by determining that the driver has returned to normal driving from the absentminded driving state through override control, it is possible to reduce the possibility that the driver will feel annoyed, without increasing the notification intensity unnecessarily.

[0102] According to the embodiment, when the driver is clearly in a state of absentminded driving, the degree of notification is increased and then the driving control is turned off until a certain time has passed, thereby making the driver check the surrounding situation more quickly and encouraging the driver to drive safely. According to the embodiment, when the driver is clearly in a state of absentminded driving, the notification time is lengthened according to the number of times a specific driving assistance function is activated within a predetermined time, so that the driver can be notified more effectively.

[0103] It should be noted that the numerical values shown in the above-described embodiment are merely examples and may be changed as appropriate depending on the vehicle type of the host vehicle M, road conditions, surrounding conditions, developer settings, etc. Also, in the above-described embodiment, at least one of the third driving control and the fourth driving control may be included in the second driving control from the viewpoint of being a driving control other than the first driving control.

[0104] The above-described embodiment can be expressed as follows. a storage medium for storing computer-readable instructions; a processor connected to the storage medium; The processor executes the computer-readable instructions to: Recognizes the surrounding situation of the vehicle, Detecting a driving state of a driver of the vehicle; Based on the result of recognizing the surrounding situation, when an obstacle is present ahead of the vehicle and the driver is in a distracted driving state, executes driving control according to the obstacle; When the driving control is executed, a notification is given to the driver. The notification includes a first notification that is issued when a first driving control including a steering control is being executed, and a second notification that is issued when a second driving control that is executed in a state where the host vehicle is closer to the obstacle than when the host vehicle is in the first driving control is being executed, The second notification is made when a specific driving assistance function is activated within a predetermined time from the first notification. Vehicle control device.

[0105] The above describes the form for carrying out the present invention using an embodiment, but the present invention is not limited to such an embodiment, and various modifications and substitutions can be made within the scope that does not deviate from the gist of the present invention. [Explanation of symbols]

[0106] 10...camera, 12...radar device, 14...LIDAR, 16...object recognition device, 20...communication device, 30...HMI, 40...vehicle sensor, 50...navigation device, 60...MPU, 70...driver monitor camera, 80...driving operator, 82...steering wheel, 84...accelerator pedal, 86...brake pedal, 100...driving assistance device, 110...recognition unit, 120...driving state detection unit, 130...contact possibility determination unit, 140...control unit, 142...braking control unit, 144...steering control unit, 150...HMI control unit, 160...memory unit, 200...driving force output device, 210...brake device, 220...steering device, M...host vehicle

Claims

1. a recognition unit that recognizes the surrounding conditions of the vehicle; a driving state detection unit that detects a driving state of a driver of the vehicle; a control unit that, when an obstacle is present ahead of the host vehicle and the driver is in a distracted driving state based on a recognition result by the recognition unit, executes driving control according to the obstacle; a notification unit that notifies the driver when the driving control is executed by the control unit, The notification unit a first notification that is given when a first driving control including a steering control is executed for the first time, and a second notification that is given when a second driving control that is executed in a state where the host vehicle is closer to the obstacle than the host vehicle is when the first driving control is executed, The second notification is made when a specific driving assistance function is activated within a predetermined time from the first notification. the first driving control is a steering control for urging the driver of the host vehicle to pay attention to the obstacle, the driving control by the specific driving assistance function is at least one of a second first driving control, a road departure prevention control for preventing the host vehicle from leaving a road, and a control for stopping the host vehicle at a predetermined position when it is detected that the driver is not in a state to drive the host vehicle; The control unit The second notification is issued when it is determined that the first operational control is to be performed and the first operational control is to be performed a second time within a predetermined time after the first notification is issued, or determining that the first operational control will not be performed and performing the second notification when a second operational control other than the first operational control is executed among the operational controls performed by the specific driving assistance function; Vehicle control device.

2. the first notification is a notification by image display, The second notification is a notification by image display and sound output. The vehicle control device according to claim 1 .

3. the control unit performs deceleration control to decelerate the host vehicle without performing the first driving control when the recognition unit cannot recognize the driving lane of the host vehicle; The notification unit issues a notification regarding the deceleration control. The vehicle control device according to claim 1 .

4. The notification unit does not issue the second notification when override control for switching to manual driving is executed by a predetermined driving operation of the driver during execution of the first driving control. The vehicle control device according to claim 1 .

5. The predetermined driving operation of the driver is a steering operation of the vehicle. The vehicle control device according to claim 4.

6. the notification unit does not issue the second notification when the override control is executed by an accelerator operation or a brake operation by the driver, on the condition that the driver is gripping the steering wheel. The vehicle control device according to claim 4.

7. the control unit does not execute driving control based on the specific driving assistance function when the notification unit issues the second notification within a predetermined time from the first notification. The vehicle control device according to claim 1 .

8. When the notification unit issues the second notification within a predetermined time from the first notification, the control unit does not execute driving control to alert the driver of the host vehicle to the obstacle until a predetermined time has elapsed. The vehicle control device according to claim 1 .

9. The notification unit extends the notification time based on the number of times the second notification is made within the predetermined time. The vehicle control device according to claim 1 .

10. The computer Recognizes the surrounding situation of the vehicle, Detecting a driving state of a driver of the vehicle; Based on the result of recognizing the surrounding situation, when an obstacle is present ahead of the vehicle and the driver is in a distracted driving state, executes driving control according to the obstacle; When the driving control is executed, a notification is given to the driver. The notification includes a first notification that is issued when a first driving control including a steering control is executed for the first time, and a second notification that is issued when a second driving control that is executed in a state where the host vehicle is closer to the obstacle than when the host vehicle is in the first driving control is executed, The second notification is made when a specific driving assistance function is activated within a predetermined time from the first notification. the first driving control is a steering control for urging the driver of the host vehicle to pay attention to the obstacle, the driving control by the specific driving assistance function is at least one of a second first driving control, a road departure prevention control for preventing the host vehicle from leaving a road, and a control for stopping the host vehicle at a predetermined position when it is detected that the driver is not in a state to drive the host vehicle; issuing the second notification when it is determined that the first operational control will be performed and the first operational control will be performed a second time within a predetermined time after the first notification is issued, or when it is determined that the first operational control will not be performed and an operational control other than the second first operational control is executed among the operational controls by the specific driving assistance function; Vehicle control method.

11. On the computer, Recognize the surrounding situation of your vehicle, Detecting a driving state of a driver of the vehicle; Based on the result of recognizing the surrounding situation, when an obstacle is present ahead of the vehicle and the driver is in a distracted driving state, executes driving control according to the obstacle; When the driving control is executed, a notification is given to the driver; The notification includes a first notification that is issued when a first driving control including a steering control is executed for the first time, and a second notification that is issued when a second driving control that is executed in a state where the host vehicle is closer to the obstacle than when the host vehicle is in the first driving control is executed, making the second notification when a specific driving assistance function is activated within a predetermined time from the first notification; the first driving control is a steering control for urging a driver of the host vehicle to pay attention to the obstacle, the driving control by the specific driving assistance function is at least one of a second first driving control, a road departure prevention control for preventing the host vehicle from leaving a road, and a control for stopping the host vehicle at a predetermined position when it is detected that the driver is not in a state to drive the host vehicle; The second notification is made when it is determined that the first operational control will be performed and the first operational control is performed a second time within a predetermined time after the first notification is made, or when it is determined that the first operational control will not be performed and an operational control other than the second first operational control is performed among the operational controls by the specific driving assistance function. program.

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