Control device, control method, and computer program

Abstract

To appropriately control inhibition and execution of operation of a collision damage reduction function.SOLUTION: A control device 10 or 10a includes: a first information acquisition unit 112 for acquiring steering amount-related information; a function control unit 111 for inhibiting operation of a collision damage reduction function when a steering amount is greater than a threshold steering amount, or allowing the operation of the collision damage reduction function when the steering amount is equal to or smaller than the threshold steering amount; a second information acquisition unit 113 for acquiring at least one of physical information of an object and travel-environment-related information; and a travel scene determination unit 114 for determining whether or not a travel scene of a vehicle corresponds to a function inhibited travel scene. The function control unit is configured to execute either of a first process or a second process; where the first process sets, in the case that the vehicle travel scene is determined not to correspond to the function inhibited travel scene, the threshold steering amount increased compared to that in the case that the vehicle travel scene is determined to correspond to the function inhibited travel scene; and the second process stops a selective execution of either inhibition or permission of the operation of the collision damage reduction function based on the steering amount, and permits the operation of the collision damage reduction function.SELECTED DRAWING: Figure 1

Description

[Technical Field]

[0001] The present disclosure relates to a control device. [Background technology]

[0002] Various vehicles equipped with collision damage mitigation functions, including automatic braking functions and brake assist functions, have been proposed. If the collision damage mitigation function is activated at an unintended timing, for example, when the driver is steering or braking to avoid a collision, the driver may feel annoyed. Therefore, in Patent Document 1, the driver's intention to avoid a collision is estimated based on steering tendencies, such as whether the steering angle exceeds a threshold and whether the steering direction is opposite to the direction of movement of the target. If the driver intends to avoid a collision, the collision damage mitigation function is inhibited, and if the driver does not intend to collide, the collision damage mitigation function is activated. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Japanese Patent Application Laid-Open No. 2016-192165 Summary of the Invention [Problem to be solved by the invention]

[0004] However, when steering to change lanes, the system may steer in a direction that approaches other vehicles traveling in the new lane, resulting in an unintended collision and automatic braking, which can be annoying to the driver. On the other hand, when turning right, the system may inhibit automatic braking, potentially preventing the collision mitigation function from activating even when it is actually needed. For these reasons, a technology capable of appropriately controlling the inhibition and execution of activation of the collision mitigation function is desired. [Means for solving the problem]

[0005] As one aspect of the present disclosure, there is provided a control device (10, 10a) mounted on a vehicle (VL1) and controlling activation and deactivation of a collision damage mitigation function for avoiding a collision between the vehicle and an object or mitigating collision damage. The control device includes a first information acquisition unit (112) that acquires steering amount related information that is information related to a steering amount of the vehicle, a function control unit (111) that suppresses activation of the collision damage mitigation function when the steering amount specified from the acquired steering amount related information is greater than a threshold steering amount and allows activation of the collision damage mitigation function when the steering amount is equal to or less than the threshold steering amount, a second information acquisition unit (113) that acquires at least one of physical information of the object present around the vehicle, including a position, a moving speed, and a moving angle of the object, and driving environment related information that is information related to the environment in which the vehicle is driving, by using at least one of a detection result of a sensor mounted on the vehicle and map information, and and a driving scene determination unit (114) that determines whether the driving scene of the vehicle corresponds to a function suppression driving scene that is preset as a driving scene in which the operation of the collision damage mitigation function is suppressed, by using at least one of the physical information and the driving environment related information, and the driving environment related information. When it is determined that the driving scene of the vehicle does not correspond to the function suppression driving scene, the function control unit executes one of a first process of increasing and setting the threshold steering amount compared to when it is determined that the driving scene of the vehicle corresponds to the function suppression driving scene, and a second process of stopping selective execution of either suppressing or allowing the operation of the collision damage mitigation function based on the steering amount and allowing the operation of the collision damage mitigation function.

[0006] According to this aspect of the control device, physical information and driving environment-related information are acquired, and at least one of these pieces of information is used to determine whether the driving situation corresponds to a function-suppression driving situation. If it is determined that the driving situation does not correspond to a function-suppression driving situation, at least one of a first process of increasing the threshold steering amount compared to when it is determined that the driving situation corresponds to a function-suppression driving situation and a second process of stopping selective execution of either suppressing or allowing activation of the collision damage mitigation function based on the steering amount and allowing activation of the collision damage mitigation function is executed. Therefore, it is possible to suppress activation of the collision damage mitigation function when the driving situation corresponds to a function-suppression driving situation, and to increase the likelihood of activating the collision damage mitigation function when the driving situation does not correspond to a function-suppression driving situation. Therefore, the control device of this aspect of the invention can appropriately control the suppression and execution of activation of the collision damage mitigation function. In addition, the following aspects are provided as other aspects of the present disclosure. [Mode 1] A control device (10, 10a) mounted on a vehicle (VL1) for controlling activation and deactivation of a collision damage mitigation function for avoiding a collision between the vehicle and an object or mitigating collision damage, the control device comprising: a first information acquisition unit (112) that acquires steering amount related information that is information about a steering amount in the vehicle; a function control unit (111) that suppresses activation of the collision damage mitigation function when the steering amount specified from the acquired steering amount related information is greater than a threshold steering amount, and allows activation of the collision damage mitigation function when the steering amount is equal to or less than the threshold steering amount; a second information acquisition unit (113) that acquires at least one of physical information of the object present around the vehicle, including a position, a moving speed, and a moving angle of the object, and driving environment related information that is information about an environment in which the vehicle is traveling, by using at least one of the acquired physical information and the driving environment related information; a driving scene determination unit (114) that determines whether the driving scene corresponds to a function suppression driving scene that is pre-set as a driving scene in which the operation of a collision damage mitigation function is suppressed, wherein the function control unit, when it is determined that the driving scene of the vehicle does not correspond to the function suppression driving scene, executes either a first process of increasing the threshold steering amount compared to when it is determined that the driving scene of the vehicle corresponds to the function suppression driving scene, or a second process of stopping selective execution of either suppressing or allowing the operation of the collision damage mitigation function based on the steering amount and allowing the operation of the collision damage mitigation function; wherein the second information acquisition unit acquires at least the driving environment related information, and the driving environment related information includes information indicating the lighting status of traffic lights at intersections; and the driving scene determination unit uses the driving environment related information to determine that the driving scene of the vehicle does not correspond to the function suppression driving scene when an arrow signal allowing a right turn or a left turn is lit at the traffic light. [Mode 2] A control device (10, 10a) mounted on a vehicle (VL1) and controlling activation and deactivation of a collision damage mitigation function for avoiding a collision between the vehicle and an object or mitigating collision damage, the control device comprising: a first information acquisition unit (112) that acquires steering amount related information that is information about a steering amount in the vehicle; and a function control unit (113) that inhibits activation of the collision damage mitigation function when the steering amount specified from the acquired steering amount related information is greater than a threshold steering amount, and allows activation of the collision damage mitigation function when the steering amount is equal to or less than the threshold steering amount. a second information acquisition unit (113) that acquires at least one of physical information of the object present around the vehicle, including the position, moving speed, and moving angle of the object, and driving environment related information that is information about the environment in which the vehicle is driving, by using at least one of the detection results of a sensor mounted on the vehicle and map information; and a second information acquisition unit (114) that acquires at least one of the physical information and the driving environment related information that is acquired, by using at least one of the acquired physical information and the driving environment related information, that is, the driving scene of the vehicle that is set in advance as a driving scene in which the operation of the collision damage mitigation function is suppressed. and a driving scene determination unit (114) that determines whether a driving scene of the vehicle corresponds to a function-restricting driving scene defined in the function-restricting driving scene specification, wherein the function control unit executes one of: a first process that increases the threshold steering amount and sets it higher than when the driving scene of the vehicle is determined to correspond to the function-restricting driving scene, when it is determined that the driving scene of the vehicle does not correspond to the function-restricting driving scene; and a second process that stops selective execution of either suppressing or allowing the operation of the collision damage mitigation function based on the steering amount and allows the operation of the collision damage mitigation function. The control device further includes a detection area arrival estimation unit that uses the physical information of the object to estimate whether the object will reach the detection area of ​​the sensor when the vehicle moves between the current position and the future position of the vehicle, and the driving scene determination unit determines that the driving scene of the vehicle does not correspond to the function-restricting driving scene when it is estimated that the object will reach the detection area, and determines that the driving scene of the vehicle corresponds to the function-restricting driving scene when it is estimated that the object will not reach the detection area. [Mode 3] A control method for controlling activation and deactivation of a collision damage mitigation function that is mounted on a vehicle and that is used to avoid a collision between the vehicle and an object or to mitigate collision damage, the method comprising: (a) acquiring, in a control device, steering amount-related information that is information relating to a steering amount of the vehicle; (b) in the control device, when the steering amount specified from the acquired steering amount-related information is greater than a threshold steering amount, suppressing the operation of the collision damage mitigation function, and when the steering amount is equal to or less than the threshold steering amount, allowing the operation of the collision damage mitigation function; (c) in the control device, using at least one of detection results of sensors mounted on the vehicle and map information, acquiring at least one of physical information of the object existing around the vehicle, including the position, moving speed, and moving angle of the object, and driving environment-related information, which is information about the environment in which the vehicle is traveling; and (d) in the control device, using at least one of the acquired physical information and the driving environment-related information, determining whether the driving scene of the vehicle corresponds to a function suppression driving scene that is preset as a driving scene in which the operation of the collision damage mitigation function is suppressed. and a step of: determining, using the driving environment related information, whether the threshold steering amount is set to a higher value than when the driving situation of the vehicle is determined to be a function-suppressing driving situation, when it is determined that the driving situation of the vehicle does not fall under the function-suppressing driving situation; or a step of stopping selective execution of either suppressing or allowing the operation of the collision damage mitigation function based on the steering amount and allowing the operation of the collision damage mitigation function; wherein step (c) includes a step of acquiring at least the driving environment related information, the driving environment related information including information indicating the lighting status of traffic lights at an intersection; and step (d) includes a step of determining, using the driving environment related information, that the driving situation of the vehicle does not fall under the function-suppressing driving situation when an arrow signal allowing a right turn or a left turn is lit at the traffic light. [Mode 4] A control method for controlling activation and deactivation of a collision damage mitigation function that is mounted on a vehicle and that is used to avoid a collision between the vehicle and an object or to mitigate collision damage, the method comprising: (a) a step in which, in the control device, a control device acquires steering amount-related information that is information related to a steering amount of the vehicle; (b) a step in which, in the control device, a control device inhibits activation of the collision damage mitigation function when the steering amount identified from the acquired steering amount-related information is greater than a threshold steering amount, and allows activation of the collision damage mitigation function when the steering amount is equal to or less than the threshold steering amount; (c) a control device acquires at least one of physical information of the object that exists around the vehicle, including a position, a moving speed, and a moving angle of the object, and driving environment-related information that is information related to the environment in which the vehicle is traveling, using at least one of the detection results of a sensor mounted on the vehicle and map information; and (d) a control device acquires at least one of the acquired physical information and the driving environment-related information, and determines whether a driving scene of the vehicle is a driving scene that inhibits activation of the collision damage mitigation function. and a step of determining whether the driving scene of the vehicle corresponds to a function-suppressing driving scene set in advance, wherein the step (b) includes a step of executing either a first process of increasing the threshold steering amount when it is determined that the driving scene of the vehicle does not correspond to the function-suppressing driving scene compared to when it is determined that the driving scene of the vehicle corresponds to the function-suppressing driving scene, or a second process of stopping selective execution of either suppressing or allowing activation of the collision damage mitigation function based on the steering amount, and allowing activation of the collision damage mitigation function. and (e) in the control device, using the physical information of the object, estimate whether the object will reach the detection area of ​​the sensor when the vehicle moves between the current position and the future position of the vehicle, wherein step (d) includes a step of determining that the driving scene of the vehicle does not fall under the function-suppressed driving scene when it is estimated that the object will reach the detection area, and determining that the driving scene of the vehicle falls under the function-suppressed driving scene when it is estimated that the object will not reach the detection area. [Mode 5] A computer program that is mounted on a vehicle and controls activation and deactivation of a collision damage mitigation function for avoiding a collision between the vehicle and an object or mitigating collision damage, the computer program comprising: (a) a function for acquiring steering amount related information, which is information regarding a steering amount in the vehicle; (b) a function for suppressing activation of the collision damage mitigation function when the steering amount identified from the acquired steering amount related information is greater than a threshold steering amount, and for allowing activation of the collision damage mitigation function when the steering amount is equal to or less than the threshold steering amount; (c) a function for acquiring at least one of physical information of the object present around the vehicle, including a position, a moving speed, and a moving angle of the object, and driving environment related information, which is information regarding the environment in which the vehicle is traveling, by utilizing at least one of the acquired physical information and the driving environment related information; and (d) a function for determining whether a driving scene of the vehicle is a driving scenario that suppresses activation of the collision damage mitigation function by utilizing at least one of the acquired physical information and the driving environment related information. and a function to determine whether the driving scene of the vehicle corresponds to a function-suppressing driving scene that is preset as a function-suppressing driving scene, wherein function (b) includes a function to execute either a first process of increasing the threshold steering amount and setting it higher than when the driving scene of the vehicle is determined to correspond to the function-suppressing driving scene, when it is determined that the driving scene of the vehicle does not correspond to the function-suppressing driving scene, compared to when it is determined that the driving scene of the vehicle corresponds to the function-suppressing driving scene, or a second process of stopping selective execution of either suppressing or allowing operation of the collision damage mitigation function based on the steering amount, and allowing operation of the collision damage mitigation function; wherein function (c) includes a function to acquire at least the driving environment related information, wherein the driving environment related information includes information indicating the lighting status of traffic lights at an intersection; and function (d) includes a function to use the driving environment related information to determine that the driving scene of the vehicle does not correspond to the function-suppressing driving scene, when an arrow signal allowing a right turn or a left turn is lit at the traffic light. [Mode 6] A computer program that is mounted on a vehicle and controls activation and deactivation of a collision damage mitigation function for avoiding a collision between the vehicle and an object or mitigating collision damage, the computer program comprising: (a) a function for acquiring steering amount-related information, which is information about a steering amount in the vehicle; (b) a function for suppressing activation of the collision damage mitigation function when the steering amount identified from the acquired steering amount-related information is greater than a threshold steering amount, and for allowing activation of the collision damage mitigation function when the steering amount is equal to or less than the threshold steering amount; (c) a function for acquiring at least one of physical information of the object present around the vehicle, including a position, a moving speed, and a moving angle of the object, and driving environment-related information, which is information about the environment in which the vehicle is traveling, by utilizing at least one of the detection results of a sensor mounted on the vehicle and map information; and (d) a function for determining whether a driving scene of the vehicle corresponds to a function suppression driving scene that is preset as a driving scene in which activation of the collision damage mitigation function is suppressed by utilizing at least one of the acquired physical information and the driving environment-related information. and a function to determine whether the vehicle's driving scene corresponds to the function-suppressing driving scene, wherein function (b) includes a function to execute either a first process of increasing the threshold steering amount when it is determined that the vehicle's driving scene does not correspond to the function-suppressing driving scene compared to when it is determined that the vehicle's driving scene corresponds to the function-suppressing driving scene, or a second process of stopping the selective execution of either suppressing or allowing the operation of the collision damage mitigation function based on the steering amount and allowing the operation of the collision damage mitigation function; and (e) a function to estimate whether the object will reach the detection area of ​​the sensor when the vehicle moves between the current position and the future position of the vehicle, wherein function (d) includes a function to determine that the vehicle's driving scene does not correspond to the function-suppressing driving scene when it is estimated that the object will reach the detection area, and to determine that the vehicle's driving scene corresponds to the function-suppressing driving scene when it is estimated that the object will not reach the detection area. [Brief explanation of the drawings]

[0007] [Figure 1] FIG. 2 is a block diagram illustrating a functional configuration of a control device according to an embodiment of the present disclosure. [Figure 2] FIG. 2 is an explanatory diagram showing an example of a trajectory of a vehicle when changing lanes; [Figure 3] FIG. 2 is an explanatory diagram showing an example of a trajectory of a vehicle when turning right at an intersection. [Figure 4] 5 is a flowchart showing a procedure for collision damage mitigation function control processing in the first embodiment. [Figure 5] 10 is a flowchart showing the detailed procedure of step S115 (processing for determining whether or not the driving scene is a function-restricted driving scene) in the first embodiment. [Figure 6]10 is a flowchart showing a detailed procedure of step S115 in the second embodiment. [Figure 7] FIG. 10 is a block diagram showing the functional configuration of a control device in a third embodiment. [Figure 8] 11 is a flowchart showing a procedure for collision damage mitigation function control processing in the third embodiment. [Figure 9] 11 is a flowchart showing a detailed procedure of step S115 in the third embodiment. [Figure 10] FIG. 11 is an explanatory diagram showing an example of the processing content of step S115 in the third embodiment. DETAILED DESCRIPTION OF THE INVENTION

[0008] A. First embodiment: A1.Device configuration: The control device 10 shown in FIG. 1 is mounted on a vehicle VL1 and controls activation and deactivation of a collision damage mitigation function for avoiding a collision with an object or mitigating collision damage. The vehicle VL1 may also be referred to as the "host vehicle VL1." The term "object" has a broad meaning, including moving objects around the host vehicle VL1, such as other vehicles and bicycles, as well as stationary objects such as buildings, utility poles, and guardrails, and people walking on the sidewalk. In this embodiment, the "collision damage mitigation function" refers to an automatic braking function that applies braking force regardless of the driver's intention, and a function that issues an alarm (audio) to prompt the driver to steer to avoid a collision or to pay attention. In addition to or instead of these functions, any other function capable of mitigating collision damage may be used, such as a brake assist function, a steering vibration function, a seatbelt fastening function, or an automatic steering function to avoid an object.

[0009] The control device 10 is configured by a computer including a CPU 11 and a storage unit 12, which are connected to each other via an internal bus 13. Specifically, the control device 10 is configured as an ECU (Electronic Control Unit) mounted on the vehicle VL1. A sensor group 20, a brake ECU 201, and an alarm ECU 202 are connected to the control device 10. The sensor group 20 detects (acquires) information about the environment in which the vehicle VL1 is traveling (hereinafter referred to as "traveling environment related information"), information about the traveling state of the vehicle VL1, and information about the current position of the vehicle VL1. Examples of the "traveling environment related information" include position information about lane boundary lines (white lines) on the road on which the vehicle VL1 is traveling, information about the lighting status of traffic lights ahead, and information about the positions of features around the vehicle VL1 (directions and distances from the vehicle VL1).

[0010] The sensor group 20 includes a millimeter-wave radar 21, an imaging device 22, a yaw rate sensor 23, a steering angle sensor 24, a vehicle speed sensor 25, and a GNSS (Global Navigation Satellite System) device 26. The millimeter-wave radar 21 uses millimeter-wave radio waves to detect the presence or absence of an object in the direction of travel of the host vehicle VL1 (or ahead when the vehicle is moving forward), as well as the distance between the host vehicle VL1 and the object, its position, its size, its moving speed, and its moving angle. When the ignition of the host vehicle VL1 is turned on, the millimeter-wave radar 21 repeatedly emits millimeter-wave radio waves, receives reflected waves, and detects objects (targets). The imaging device 22 is composed of an imaging camera equipped with a light-collecting lens and a light-receiving element, and captures an image in the direction of travel of the host vehicle VL1. The yaw rate sensor 23 detects the yaw rate (rotational angular velocity) of the host vehicle VL1. The steering angle sensor 24 detects the steering angle of the steering wheel of the host vehicle VL1. In this disclosure, the amount of change in the steering angle is also referred to as the "steering amount." The vehicle speed sensor 25 detects the speed of the host vehicle VL1. The GNSS device receives radio waves transmitted from GNSS satellites and identifies the current position of the host vehicle VL1 using the received radio waves. As the GNSS device, for example, a GPS (Global Positioning System) device may be used.

[0011] The brake ECU 201 determines the timing and amount of braking (braking amount) to apply the brakes, and controls the brake mechanism 211. The brake mechanism 211 is made up of sensors, motors, valves, pumps, various actuators, etc. related to brake control. The alarm ECU 202 is an ECU for outputting an alarm, and is electrically connected to the alarm mechanism 212. The alarm ECU 202 determines the timing and output content of an alarm, and controls the alarm mechanism 212. In this embodiment, the alarm mechanism 212 is made up of devices related to audio output, such as a speaker and an amplifier.

[0012] The CPU 11 provided in the control device 10 functions as a function control unit 111, a first information acquisition unit 112, a second information acquisition unit 113, and a driving scene determination unit 114 by executing a control program pre-stored in the memory unit 12.

[0013] The function control unit 111 controls the suppression and permission of the activation of the collision damage mitigation function. Specifically, the function control unit 111 suppresses the activation of the collision damage mitigation function when the steering amount during steering return is greater than a threshold steering amount, and allows the activation of the collision damage mitigation function when the steering amount is equal to or less than the threshold steering amount.

[0014] The first information acquisition unit 112 acquires information related to the steering amount (hereinafter referred to as "steering amount related information"). In this embodiment, the steering amount related information means the steering angle. Note that, instead of or in addition to the steering angle, any information related to the steering amount, such as the yaw rate of the vehicle VL1, may be used as the steering amount related information. The second information acquisition unit 113 acquires physical information of the object. "Physical information of the object" means information that can physically identify the object itself or the movement of the object. In this embodiment, the "physical information of the object" includes the position, movement speed, and movement angle of the object.

[0015] The driving scene determination unit 114 determines whether the driving scene of the vehicle VL1 corresponds to a scene (hereinafter referred to as a "function-suppressed driving scene") that has been preset as a driving scene in which activation of the collision damage mitigation function is suppressed. In this embodiment, a scene in which the vehicle VL1 is changing lanes corresponds to a function-suppressed driving scene. When changing lanes, unlike turning right or left, the road (lane) on which the vehicle is traveling changes significantly, and it is unlikely that an unexpected object will appear ahead. Furthermore, when changing lanes, even if the vehicle initially turns the steering wheel to approach a person or another vehicle, the vehicle will immediately turn the steering wheel back sharply after moving to the adjacent lane, so the possibility of colliding with a person or another vehicle is low. In such a driving scene, if the collision damage mitigation function is activated and the vehicle suddenly brakes, it would be annoying for the driver. Therefore, in this embodiment, a scene in which the vehicle is changing lanes corresponds to a function-suppressed driving scene.

[0016] As shown in FIG. 2, when changing lanes, the trajectory of the host vehicle VL1 is determined by a large steering angle when starting to change from the initial lane L1 to the adjacent lane L2, resulting in a trajectory Tr1 indicated by a thick solid arrow. At point Pa during the lane change, the steering wheel is turned back to form a trajectory Tr2. The amount of steering back at this time is relatively large. In the example of FIG. 2, a person m1 is walking on the sidewalk sw1 in the same direction as the vehicle. If the host vehicle VL1 continued along the trajectory Tr1, it would reach a point Pb (hereinafter referred to as the "collision avoidance activation point") where a collision with the person m1 could be avoided. In other words, beyond the collision avoidance activation point Pb, a collision with the person m1 cannot be avoided even if an avoidance action is taken. However, in the example of FIG. 2, a collision with the person m1 does not occur due to a lane change, so there is no need to activate the collision damage mitigation function. Furthermore, activating the function would be irritating to the driver. In other words, the driving scene shown in FIG. 2 corresponds to a driving scene in which the function is suppressed.

[0017] As shown in Figure 3, when turning right at intersection CR1, the trajectory of vehicle VL1 changes from lane L3, where it is initially traveling, across lane L4, where vehicle VL3 is traveling, to lane L5, where it is turning right. The steering wheel then makes a large turn, resulting in a miracle event Tr3, indicated by a thick solid arrow. In this case, unlike the lane change shown in Figure 2, the steering wheel does not make a large turn back at point Pa along the way. In the example shown in Figure 3, person m2, who was standing on sidewalk sw2, begins to cross the crosswalk pd1 across lane L5. If vehicle VL1 had continued along miracle event Tr3, it would have reached the limit at which it could avoid a collision with person m2 at collision avoidance activation point Pb. Therefore, in this case, the collision damage mitigation function must be activated. In other words, the driving scenario shown in Figure 3 does not qualify as a function-suppressed driving scenario.

[0018] In the lane change illustrated in FIG. 2, the steering amount of steering back before the collision avoidance activation point Pb is larger than that in the case of a right or left turn. Therefore, as described above, when the steering amount of steering back before the collision avoidance activation point Pb is larger than the threshold steering amount, the function control unit 111 determines that the situation is a lane change, i.e., a function-suppressed driving situation, and suppresses the activation of the collision damage mitigation function. On the other hand, when turning right as illustrated in FIG. 3, the steering amount of steering back before the collision avoidance activation point Pb is relatively small. Therefore, when the steering amount of steering back before the collision avoidance activation point Pb is equal to or smaller than the threshold steering amount, the function control unit 111 determines that the situation is not a function-suppressed driving situation, and allows the activation of the collision damage mitigation function.

[0019] As shown in FIG. 1, the memory unit 12 stores the above-mentioned control program, and also includes a threshold steering amount storage unit 121 and a map information storage unit 122. The threshold steering amount storage unit 121 stores a threshold steering amount. The threshold steering amount is a value used when the function control unit 111 controls the suppression and permission of the activation of the collision damage mitigation function, as described above. The threshold steering amount is selected by the function control unit 111 from two preset values ​​consisting of a relatively high value (hereinafter referred to as the "high value") and a relatively low value (hereinafter referred to as the "low value"), and stored in the threshold steering amount storage unit 121. The map information storage unit 122 stores map information. The map information includes information that can identify the positions, sizes, and types of roads and buildings, such as the width of the road, the number of lanes, the type of each lane (for example, a right-turn lane), and the location of intersections.

[0020] The control device 10 having the above configuration can appropriately control the suppression and execution of the operation of the collision damage mitigation function by executing the collision damage mitigation function control process described below.

[0021] A2. Collision mitigation function control processing: The collision damage mitigation function control process shown in FIG. 4 is a process for controlling the suppression and execution of the operation of the collision damage mitigation function, and is executed when the power supply of the control device 10 is turned on.

[0022] The second information acquisition unit 113 detects targets around the host vehicle VL1 from the detection results of the millimeter-wave radar 21 (step S105). The second information acquisition unit 113 acquires physical information of objects present around the vehicle VL1 and driving environment-related information about the environment in which the vehicle VL1 is driving (step S110). Specifically, the second information acquisition unit 113 acquires the physical information using the targets acquired in step S105. Furthermore, the second information acquisition unit 113 acquires driving environment-related information using the targets acquired in step S105, the captured image acquired by the imaging device 22, and the map information stored in the map information storage unit 122. The driving environment-related information includes, for example, information on whether the location where the vehicle VL1 is currently driving is a road, an intersection, or the vicinity of an intersection.

[0023] The driving scene determination unit 114 determines whether the current driving scene of the host vehicle VL1 is a function-suppressed driving scene (step S115). As shown in FIG. 5, in the subroutine of step S115, the driving scene determination unit 114 determines whether the host vehicle VL1 is driving at or near an intersection using the physical information of the object and the environmental information obtained in step S110 (step S205). For example, if it is determined based on the driving environment-related information that the host vehicle VL1 is driving at or near an intersection, and it is determined from the physical information of the object that a traffic light, which is a stationary object on the road, is present within a range of a predetermined distance, it can be determined that the host vehicle VL1 is driving at or near an intersection. Note that it may be determined that the host vehicle VL1 is driving at or near an intersection based solely on the driving environment-related information. Alternatively, it may be determined based solely on the physical information of the object whether a traffic light is present within a predetermined distance range, and based on the determination result, it may be determined that the host vehicle VL1 is driving at or near an intersection.

[0024] If it is determined that the vehicle VL1 is traveling at or near an intersection (step S205: YES), the traveling scene determination unit 114 determines that the current traveling scene of the vehicle VL1 is not a function-suppressing traveling scene (step S210). On the other hand, if it is determined that the vehicle VL1 is not traveling at or near an intersection (step S205: NO), the traveling scene determination unit 114 determines that the current traveling scene of the vehicle VL1 is a function-suppressing traveling scene (step S215).

[0025] 4, if it is determined that the current driving scene of the vehicle VL1 is a function-restricted driving scene (step S115: YES), the function control unit 111 sets the threshold steering amount to a low value (step S120). On the other hand, if it is determined that the current driving scene of the vehicle VL1 is not a function-restricted driving scene (step S115: YES), the function control unit 111 sets the threshold steering amount to a high value (step S125).

[0026] The function control unit 111 determines whether the steering amount of the return before the collision avoidance activation point Pb is equal to or greater than a threshold steering amount (step S130). If it is determined that the steering amount is equal to or greater than the threshold steering amount (step S130: YES), the function control unit 111 suppresses activation of the collision damage mitigation function (step S135). On the other hand, if it is determined that the steering amount is not equal to or greater than the threshold steering amount (step S130: NO), the function control unit 111 allows activation of the collision damage mitigation function (step S140).

[0027] For example, in the case of a lane change as shown in FIG. 2, the threshold steering amount is set to a low value because it is determined to be a function-suppressing driving situation. Therefore, steering back during a lane change can be detected with high sensitivity, and activation of the collision damage mitigation function is suppressed. On the other hand, in the case of a right turn at an intersection as shown in FIG. 3, the threshold steering amount is set to a high value because it is determined not to be a function-suppressing driving situation. Therefore, even if steering back is performed during a right turn, it cannot exceed the threshold steering amount, and as a result, activation of the collision damage mitigation function is permitted. As can be seen from these examples, the high value of the threshold steering amount is set to a value that is identified through experiments, etc., and is larger than the steering amount when steering back that occurs during a normal right turn or left turn. In contrast, the low value of the threshold steering amount is set to a value that is identified through experiments, etc., and is smaller than the steering amount when steering back that occurs during a normal lane change.

[0028] According to the control device 10 of the first embodiment described above, physical information about objects present around the vehicle VL1 and driving environment-related information are acquired, and at least one of these pieces of information is used to determine whether the driving situation corresponds to a function-suppressing driving situation. If it is determined that the driving situation does not correspond to a function-suppressing driving situation, the threshold steering amount is set to be larger than when it is determined that the driving situation corresponds to a function-suppressing driving situation. Therefore, when the current driving situation of the vehicle VL1 corresponds to a function-suppressing driving situation, activation of the collision damage mitigation function can be suppressed, and when the current driving situation does not correspond to a function-suppressing driving situation, the likelihood of activating the collision damage mitigation function can be increased. Therefore, according to the control device 10 of the first embodiment, it is possible to appropriately control the suppression and execution of activation of the collision damage mitigation function.

[0029] Furthermore, the driving scene determination unit 114 uses the driving environment related information to determine whether the host vehicle VL1 is driving at or near the intersection CR1, and if it is determined that the host vehicle VL1 is driving at or near the intersection CR1, it determines that the driving scene of the host vehicle VL1 does not correspond to a function-suppressing driving scene, so it can accurately determine that the scene does not correspond to a function-suppressing driving scene. Generally, when a vehicle is driving at or near an intersection, lane changes are not performed, and steering at that time is likely to result in turning right or left at the intersection. Furthermore, when turning right or left at an intersection, there is a possibility of a collision with an object such as a pedestrian or vehicle at the turn destination, so the scene does not correspond to a function-suppressing driving scene.

[0030] B. Second embodiment: The configuration of the control device 10 of the second embodiment is the same as the configuration of the control device 10 of the first embodiment, so the same components are given the same reference numerals and detailed description thereof will be omitted.

[0031] As shown in Fig. 6, the collision damage mitigation control process of the second embodiment differs from the first embodiment in the detailed procedure of step S115. Since the other procedures in the collision damage mitigation control process of the second embodiment are the same as those of the first embodiment, the same procedures are given the same reference numerals and detailed explanations thereof are omitted. Step S115 of the second embodiment differs from step S115 of the first embodiment shown in Fig. 5 in that steps S206 and S207 are executed instead of step S205, but the other procedures are the same.

[0032] As shown in FIG. 6, the driving scene determination unit 114 uses the driving environment-related information acquired in step S110 to determine whether an arrow signal permitting a right turn or a left turn is on at a traffic light (step S206). In this embodiment, the driving environment-related information includes information indicating the lighting state of the traffic light at the intersection. This can be realized, for example, by identifying the lighting state from the position of the lighting light in an image captured by the imaging device 22, and acquiring such information as driving environment-related information by the second information acquisition unit 113. Alternatively, this can be realized, for example, by receiving information indicating the lighting state via wireless communication from a traffic light control device (not shown) installed on the road or from the traffic light itself.

[0033] If it is determined that the arrow signal permitting a right or left turn is not illuminated (step S206: NO), the above-mentioned step S215 is executed, and the driving scene is identified as a function-suppressed driving scene. This is because if the arrow signal permitting a right or left turn is not illuminated, it is highly likely that the vehicle is traveling outside an intersection, or that a right or left turn is planned at an intersection but cannot be made.

[0034] On the other hand, if it is determined that the arrow signal permitting a right turn or a left turn is on (step S206: YES), the driving scene determination unit 114 determines whether the host vehicle VL1 is moving forward (step S207). For example, the driving scene determination unit 114 can determine whether the host vehicle VL1 is moving forward based on the speed of the host vehicle VL1 received from the vehicle speed sensor 25. If it is determined that the host vehicle VL1 is not moving forward (step S207: NO), the above-mentioned step S215 is executed, and the driving scene is identified as a function-suppressed driving scene. This is because, even if an arrow signal permitting a right turn or a left turn is on at a traffic light, if the host vehicle VL1 is not moving forward, it is highly likely that the host vehicle VL1 is stopped in a straight lane different from the right turn lane or the left turn lane, and the possibility of making a right or left turn is low. On the other hand, if it is determined that the host vehicle VL1 is moving forward (step S207: YES), the above-mentioned step S210 is executed, and the driving scene is identified as not a function-suppressed driving scene. This is because when an arrow signal permitting a right or left turn is lit at a traffic light and the vehicle VL1 is moving forward, there is a high possibility that the vehicle VL1 is moving forward in the right turn lane to make a right turn, or in the left turn lane to make a left turn.

[0035] The control device 10 of the second embodiment described above achieves the same effects as the control device 10 of the first embodiment. In addition, the driving scene determination unit 114 uses driving environment-related information to determine that the driving scene of the host vehicle VL1 does not correspond to a function-suppression driving scene when an arrow signal permitting a right turn or a left turn is lit at a traffic light and the host vehicle VL1 is moving forward, thereby making it possible to accurately determine that the driving scene does not correspond to a function-suppression driving scene. Generally, when an arrow signal permitting a right turn or a left turn is lit at a traffic light and the host vehicle VL1 is moving forward, it is highly likely that the host vehicle VL1 is about to turn right or left at the intersection CR1. In this case, there is a possibility of a collision with an object such as a pedestrian or another vehicle at the destination of the right or left turn, and therefore the driving scene does not correspond to a function-suppression driving scene.

[0036] C. Third embodiment: The configuration of the control device 10a of the third embodiment shown in Fig. 7 differs from the control device 10 of the first embodiment in that the CPU 11 functions as a detection area arrival estimation unit 117. The other configurations of the control device 10a of the third embodiment are the same as the configurations of the control device 10 of the first embodiment, so the same components are denoted by the same reference numerals and detailed description thereof will be omitted.

[0037] The detection area arrival estimation unit 117 estimates whether an object present around the host vehicle VL1 will reach the detection area (hereinafter simply referred to as the "detection area") of the millimeter wave radar 21 and the imaging device 22 when the host vehicle VL1 moves between the current position and the future position of the host vehicle VL1. Note that "whether or not an object will reach" has a broad meaning, including not only moving from outside the detection area to inside the detection area, but also remaining continuously within the detection area. In this embodiment, the detection area arrival estimation unit 117 includes a first trajectory identification unit 115 and a second trajectory identification unit 116.

[0038] The first trajectory identification unit 115 identifies a trajectory of the detection area when the host vehicle VL1 moves between the current position and the future position of the host vehicle VL1 (hereinafter referred to as the "detection area trajectory"). This detection area trajectory can be identified, for example, as in the detection area trajectory Tr1 shown in Fig. 10, by determining in advance the direction and distance of an area SA in which an object can be detected by the millimeter-wave radar 21 and the imaging device 22 using the host vehicle VL1 as a reference (hereinafter referred to as the "detectable area"), estimating a future travel route of the host vehicle VL1 from information obtained from the steering angle sensor 24 and the vehicle speed sensor 25, the current position of the host vehicle VL1 obtained from the GNSS device 26, and map information stored in the map information storage unit 122, and continuously connecting the detectable areas along the travel route.

[0039] The second trajectory identification unit 116 uses physical information of objects present around the host vehicle VL1 to identify the trajectories of the objects (hereinafter referred to as "object trajectories") during the period in which the host vehicle VL1 moves from the current position to the future position of the host vehicle VL1. For example, the second trajectory identification unit 116 detects the position of the person m3 shown in FIG. 10 and the magnitude and angle of the moving speed of the person m3 multiple times at intervals, and identifies the object trajectory of the person m3 from the detection results. Note that FIG. 10 illustrates an example in which two object trajectories Tr11 and Tr12 are identified as the object trajectories of the person m3.

[0040] The collision damage mitigation function control process in the third embodiment shown in Fig. 8 differs from the collision damage mitigation function control process of the first embodiment shown in Fig. 4 and Fig. 5 in that steps S112 and S113 are additionally executed, and in the detailed procedure of step S115 shown in Fig. 9. The other procedures in the collision damage mitigation function control process in the third embodiment are the same as those in the collision damage mitigation function control process of the first embodiment, so the same procedures are denoted by the same reference numerals and detailed explanations thereof will be omitted.

[0041] As shown in Fig. 8, after completion of step S110, the first trajectory identification unit 115 identifies the detection area trajectory (step S112). The second trajectory identification unit 116 identifies the object trajectory (step S113). Note that in step S113, if multiple objects are detected, an object trajectory is identified for each object. After completion of step S113, step S115 shown in Fig. 9 is executed.

[0042] As shown in FIG. 9, the driving scene determination unit 114 determines whether the detection area trajectory identified in step S112 and the object trajectory identified in step S113 intersect with each other (step S205a). If it is determined that these two trajectories do not intersect (step S205a: NO), it is assumed that no object has reached the detection area, and step S215 described above is executed, and the driving scene is identified as a function-suppressed driving scene. For example, when the two trajectories do not intersect, such as the detection area trajectory Tr1 and the object trajectory Tr12 shown in FIG. 10, there is little need to activate the collision damage mitigation function. For this reason, in this embodiment, in such cases, the driving scene is identified as a function-suppressed driving scene, and the activation of the collision damage mitigation function is suppressed.

[0043] On the other hand, if it is determined that these two trajectories intersect (step S205a: YES), it is assumed that an object will reach the detection area, and the above-mentioned step S215 is executed as shown in Figure 9, and the driving scene is identified as not being a function-suppressed driving scene. For example, when two trajectories intersect, such as the detection area trajectory Tr1 and object trajectory Tr11 shown in Figure 10, a collision between the host vehicle VL1 and an object (person m3) in the future is expected. Therefore, in this case, the driving scene is identified as not being a function-suppressed driving scene, and the operation of the collision damage mitigation function is permitted.

[0044] The control device 10a of the third embodiment described above achieves the same effects as the control device 10 of the first embodiment. In addition, if a detection area trajectory Tr1, which is the trajectory of the detection areas of the millimeter-wave radar 21 and the imaging device 22 when the host vehicle VL1 moves between the current position and the future position of the host vehicle VL1, and an object trajectory Tr11, which is the trajectory of the object (person m3) during the period when the host vehicle VL1 moves between the current position and the future position of the host vehicle VL1, intersect with each other, it is determined that the driving scene of the host vehicle VL1 does not correspond to a function-suppressing driving scene, and if the identified detection area trajectory Tr1 and the identified object trajectory Tr12 do not intersect with each other, it is determined that the driving scene of the host vehicle VL1 corresponds to a function-suppressing driving scene, so it is possible to accurately determine whether or not the driving scene of the host vehicle VL1 corresponds to a function-suppressing driving scene.

[0045] D. Other Embodiments: (D1) Step S115 in each embodiment is merely an example and can be modified in various ways. For example, if the vehicle speed of the host vehicle VL1 is equal to or greater than a predetermined threshold speed and a turn signal operation is performed, the situation may be identified as a function-suppressed driving situation, and in other cases, the situation may not be identified as a function-suppressed driving situation. Generally, when changing lanes while traveling, the vehicle speed of the host vehicle VL1 is higher than when turning right or left, and a turn signal operation is performed. Therefore, even with this configuration, it is possible to accurately identify a function-suppressed driving situation because the host vehicle VL1 is changing lanes.

[0046] (D2) In each embodiment, if it is determined that the current driving scene of the host vehicle VL1 is not a function-suppressing driving scene, the threshold steering amount is set to a high value. However, the present disclosure is not limited to this. If it is determined that the driving scene is not a function-suppressing driving scene, steps S130 to S135 may be omitted and step S140 may be executed. That is, generally, if it is determined that the current driving scene of the host vehicle VL1 is not a function-suppressing driving scene, either the first process of setting the threshold steering amount to a high value as in the first to third embodiments, or the second process of executing step S140 (allowing the collision damage mitigation function to operate) as described above, may be executed.

[0047] (D3) The control device 10, 10a and the methods described herein may be implemented by a special-purpose computer configured with a processor and memory programmed to perform one or more functions embodied in a computer program. Alternatively, the control device 10, 10a and the methods described herein may be implemented by a special-purpose computer configured with a processor configured with one or more dedicated hardware logic circuits. Alternatively, the control device 10, 10a and the methods described herein may be implemented by one or more special-purpose computers configured with a processor and memory programmed to perform one or more functions and a processor configured with one or more hardware logic circuits. Furthermore, the computer program may be stored as instructions executed by a computer on a computer-readable non-transitory tangible storage medium.

[0048] (D4) In the second embodiment, when determining whether the driving scene of the host vehicle VL1 corresponds to a function-suppressed driving scene, the driving scene determination unit 114 determines two determination conditions: "whether an arrow signal permitting a right or left turn is lit at a traffic light" and "whether the host vehicle VL1 is moving forward." However, the present disclosure is not limited to this. It may determine only "whether an arrow signal permitting a right or left turn is lit at a traffic light," and omit the determination of "whether the host vehicle VL1 is moving forward." In such a configuration, for example, a collision determination between the host vehicle VL1 and a surrounding object may be performed by the control device 10a or another control device, and the above-mentioned "collision damage mitigation function control process" may be executed when it is determined that there is a "possibility of collision." Generally, in collision determination, it is determined whether "the vehicle VL1 is moving forward." Therefore, as described above, such a determination may be omitted in the collision damage mitigation function suppression process.

[0049] (D5) In the third embodiment, the detection area trajectory and the object trajectory are identified, and whether an object will reach the detection area is determined based on whether these two trajectories intersect. However, the present disclosure is not limited to this. The detection area trajectory may be modeled in advance as a fixed area, and whether an object will reach the detection area may be determined based on whether the identified object trajectory intersects with this area. Furthermore, in such a configuration, instead of identifying the object trajectory, some parameters of the object's position, movement speed, and movement speed angle may be set to fixed values ​​in advance. Other parameters of the object may be identified using the millimeter-wave radar 21 and the imaging device 22, and whether an object will reach the detection area may be determined based on only the identified parameters. In these configurations, the first trajectory identification unit 115 and the second trajectory identification unit 116 may be omitted. In other words, in general, any configuration having a detection area arrival estimation unit that uses physical information of an object to estimate whether or not an object will reach the detection area of ​​a sensor when vehicle VL1 moves between its current position and future position may be adopted in the control device of the present disclosure.

[0050] The present disclosure is not limited to the above-described embodiments and can be realized in various configurations without departing from the spirit thereof. For example, technical features in each embodiment corresponding to technical features in the embodiments described in the Summary of the Invention section can be appropriately replaced or combined to solve some or all of the above-described problems or achieve some or all of the above-described effects. Furthermore, if a technical feature is not described as essential in this specification, it can be deleted as appropriate. The present disclosure can be realized in the form of, for example, a control method for a collision damage mitigation function, a computer program for implementing such a method, a non-transitory recording medium on which such a computer program is recorded, etc. [Explanation of symbols]

[0051] 10, 10a... control device, 112... first information acquisition unit, 111... function control unit, 113... second information acquisition unit, 114... driving scene determination unit, VL1... vehicle (host vehicle)

Claims

1. A control device (10, 10a) mounted on a vehicle (VL1) and controlling activation and deactivation of a collision damage mitigation function for avoiding a collision between the vehicle and an object or mitigating collision damage, a first information acquisition unit (112) that acquires steering amount related information that is information about a steering amount in the vehicle; a function control unit (111) that inhibits activation of the collision damage mitigation function when the steering amount identified from the acquired steering amount related information is greater than a threshold steering amount, and allows activation of the collision damage mitigation function when the steering amount is equal to or less than the threshold steering amount; a second information acquisition unit (113) that acquires at least one of physical information of the object present around the vehicle, including the position, moving speed, and moving angle of the object, and running environment related information, which is information about the environment in which the vehicle is running, by using at least one of map information and a detection result of a sensor mounted on the vehicle; a driving scene determination unit (114) that determines whether or not a driving scene of the vehicle corresponds to a function suppression driving scene that is preset as a driving scene in which the activation of the collision damage mitigation function is suppressed, using at least one of the acquired physical information and the driving environment related information; Equipped with When it is determined that the vehicle's driving scene does not correspond to the function-restricting driving scene, the function control unit executes one of a first process of increasing the threshold steering amount compared to when it is determined that the vehicle's driving scene corresponds to the function-restricting driving scene, and a second process of stopping selective execution of either suppressing or allowing the operation of the collision damage mitigation function based on the steering amount, and allowing the operation of the collision damage mitigation function. the second information acquisition unit acquires at least the driving environment related information, the driving environment-related information includes information indicating the lighting status of traffic lights at intersections; The driving scene determination unit determines, by using the driving environment related information, that the driving scene of the vehicle does not correspond to the function suppression driving scene when an arrow signal permitting a right turn or a left turn is lit at the traffic light. Control device.

2. A control device (10, 10a) mounted on a vehicle (VL1) and controlling activation and deactivation of a collision damage mitigation function for avoiding a collision between the vehicle and an object or mitigating collision damage, a first information acquisition unit (112) that acquires steering amount related information that is information about a steering amount in the vehicle; a function control unit (111) that inhibits activation of the collision damage mitigation function when the steering amount identified from the acquired steering amount related information is greater than a threshold steering amount, and allows activation of the collision damage mitigation function when the steering amount is equal to or less than the threshold steering amount; a second information acquisition unit (113) that acquires at least one of physical information of the object present around the vehicle, including the position, moving speed, and moving angle of the object, and running environment related information, which is information about the environment in which the vehicle is running, by using at least one of map information and a detection result of a sensor mounted on the vehicle; a driving scene determination unit (114) that determines whether or not a driving scene of the vehicle corresponds to a function suppression driving scene that is preset as a driving scene in which the activation of the collision damage mitigation function is suppressed, using at least one of the acquired physical information and the driving environment related information; Equipped with When it is determined that the vehicle's driving scene does not correspond to the function-restricting driving scene, the function control unit executes one of a first process of increasing the threshold steering amount compared to when it is determined that the vehicle's driving scene corresponds to the function-restricting driving scene, and a second process of stopping selective execution of either suppressing or allowing the operation of the collision damage mitigation function based on the steering amount, and allowing the operation of the collision damage mitigation function. a detection area arrival estimation unit that estimates whether the object will reach a detection area of ​​the sensor when the vehicle moves between a current position and a future position of the vehicle by using the physical information of the object; the driving scene determination unit determines that the driving scene of the vehicle does not correspond to the function-suppressing driving scene when it is estimated that the object will reach the detection area, and determines that the driving scene of the vehicle corresponds to the function-suppressing driving scene when it is estimated that the object will not reach the detection area. Control device.

3. The control device according to claim 1 or 2, the second information acquisition unit acquires at least the driving environment related information, The driving scene determination unit uses the driving environment related information to determine whether the vehicle is driving at an intersection or near an intersection, and if it is determined that the vehicle is driving at an intersection or near an intersection, determines that the driving scene of the vehicle does not fall under the function suppression driving scene.

4. A control method for controlling activation and deactivation of a collision damage mitigation function that is mounted on a vehicle and that is used to avoid a collision between the vehicle and an object or to mitigate collision damage, comprising: (a) acquiring, in a control device, steering amount-related information that is information relating to a steering amount of the vehicle; (b) in the control device, when the steering amount identified from the acquired steering amount-related information is greater than a threshold steering amount, suppressing operation of the collision damage mitigation function, and when the steering amount is equal to or less than the threshold steering amount, allowing operation of the collision damage mitigation function; (c) using at least one of map information and detection results from sensors mounted on the vehicle, the control device acquires at least one of physical information of the object around the vehicle, including the position, moving speed, and moving angle of the object, and driving environment-related information, which is information about the environment in which the vehicle is driving; (d) in the control device, using at least one of the acquired physical information and the driving environment-related information, determining whether the driving scene of the vehicle corresponds to a function suppression driving scene that is preset as a driving scene in which the operation of the collision damage mitigation function is suppressed; Equipped with The step (b) includes a step of executing either a first process of increasing the threshold steering amount when it is determined that the vehicle's driving scene does not correspond to the function-suppressing driving scene, compared to when it is determined that the vehicle's driving scene corresponds to the function-suppressing driving scene, or a second process of stopping selective execution of either suppressing or allowing the operation of the collision damage mitigation function based on the steering amount, and allowing the operation of the collision damage mitigation function, The step (c) includes a step of acquiring at least the driving environment related information, the driving environment-related information includes information indicating the lighting status of traffic lights at intersections; The step (d) includes a step of determining, by using the driving environment-related information, that the driving scene of the vehicle does not correspond to the function-suppressing driving scene when an arrow signal permitting a right turn or a left turn is lit at the traffic light. Control method.

5. A control method for controlling activation and deactivation of a collision damage mitigation function that is mounted on a vehicle and that is used to avoid a collision between the vehicle and an object or to mitigate collision damage, comprising: (a) acquiring, in a control device, steering amount-related information that is information relating to a steering amount of the vehicle; (b) in the control device, when the steering amount identified from the acquired steering amount-related information is greater than a threshold steering amount, suppressing operation of the collision damage mitigation function, and when the steering amount is equal to or less than the threshold steering amount, allowing operation of the collision damage mitigation function; (c) using at least one of map information and detection results from sensors mounted on the vehicle, the control device acquires at least one of physical information of the object around the vehicle, including the position, moving speed, and moving angle of the object, and driving environment-related information, which is information about the environment in which the vehicle is driving; (d) in the control device, using at least one of the acquired physical information and the driving environment-related information, determining whether the driving scene of the vehicle corresponds to a function suppression driving scene that is preset as a driving scene in which the operation of the collision damage mitigation function is suppressed; Equipped with The step (b) includes a step of executing either a first process of increasing the threshold steering amount when it is determined that the vehicle's driving scene does not correspond to the function-suppressing driving scene, compared to when it is determined that the vehicle's driving scene corresponds to the function-suppressing driving scene, or a second process of stopping selective execution of either suppressing or allowing the operation of the collision damage mitigation function based on the steering amount, and allowing the operation of the collision damage mitigation function, (e) using the physical information of the object in the control device, to estimate whether the object will reach a detection area of ​​the sensor when the vehicle moves between the current position and a future position of the vehicle; The step (d) includes a step of determining that the vehicle's driving scene does not correspond to the function-suppressing driving scene when it is estimated that the object will reach the detection area, and determining that the vehicle's driving scene corresponds to the function-suppressing driving scene when it is estimated that the object will not reach the detection area. Control method.

6. A computer program that is installed in a vehicle and controls activation and deactivation of a collision damage mitigation function for avoiding a collision between the vehicle and an object or mitigating collision damage, (a) a function of acquiring steering amount related information, which is information regarding the steering amount of the vehicle; (b) a function of suppressing operation of the collision damage mitigation function when the steering amount identified from the acquired steering amount related information is greater than a threshold steering amount, and allowing operation of the collision damage mitigation function when the steering amount is equal to or less than the threshold steering amount; (c) a function of acquiring at least one of physical information of the object around the vehicle, including the position, moving speed, and moving angle of the object, and driving environment-related information, which is information about the environment in which the vehicle is driving, by using at least one of the detection results of a sensor mounted on the vehicle and map information; (d) a function for determining whether the vehicle's driving scene corresponds to a function suppression driving scene that is preset as a driving scene in which the operation of the collision damage mitigation function is suppressed, by using at least one of the acquired physical information and the driving environment-related information; and This is realized by a computer, The function (b) includes a function of executing either a first process of increasing the threshold steering amount when it is determined that the driving scene of the vehicle does not correspond to the function-suppressing driving scene compared to when it is determined that the driving scene of the vehicle corresponds to the function-suppressing driving scene, or a second process of stopping selective execution of either suppressing or allowing the operation of the collision damage mitigation function based on the steering amount, and allowing the operation of the collision damage mitigation function, The function (c) includes at least a function of acquiring the driving environment-related information, the driving environment-related information includes information indicating the lighting status of traffic lights at intersections; The function (d) includes a function of determining, by using the driving environment related information, that the driving scene of the vehicle does not correspond to the function suppression driving scene when an arrow signal permitting a right turn or a left turn is lit at the traffic light. Computer program.

7. A computer program that is installed in a vehicle and controls activation and deactivation of a collision damage mitigation function for avoiding a collision between the vehicle and an object or mitigating collision damage, (a) a function of acquiring steering amount related information, which is information regarding the steering amount of the vehicle; (b) a function of suppressing operation of the collision damage mitigation function when the steering amount identified from the acquired steering amount related information is greater than a threshold steering amount, and allowing operation of the collision damage mitigation function when the steering amount is equal to or less than the threshold steering amount; (c) a function of acquiring at least one of physical information of the object around the vehicle, including the position, moving speed, and moving angle of the object, and driving environment-related information, which is information about the environment in which the vehicle is driving, by using at least one of the detection results of a sensor mounted on the vehicle and map information; (d) a function for determining whether the vehicle's driving scene corresponds to a function suppression driving scene that is preset as a driving scene in which the operation of the collision damage mitigation function is suppressed, by using at least one of the acquired physical information and the driving environment-related information; and This is realized by a computer, The function (b) includes a function of executing either a first process of increasing the threshold steering amount when it is determined that the driving scene of the vehicle does not correspond to the function-suppressing driving scene compared to when it is determined that the driving scene of the vehicle corresponds to the function-suppressing driving scene, or a second process of stopping selective execution of either suppressing or allowing the operation of the collision damage mitigation function based on the steering amount, and allowing the operation of the collision damage mitigation function, (e) using the physical information of the object, to estimate whether the object will reach a detection area of ​​the sensor when the vehicle moves between the current position and a future position of the vehicle; The function (d) includes a function of determining that the vehicle's driving scene does not correspond to the function-suppressing driving scene when it is estimated that the object will reach the detection area, and determining that the vehicle's driving scene corresponds to the function-suppressing driving scene when it is estimated that the object will not reach the detection area. Computer program.

Images