Driving assistance device, driving assistance method, and driving assistance program

Abstract

To provide a driving support apparatus capable of suppressing execution of automatic braking control contrary to a driver's intention.SOLUTION: A driving support apparatus includes: a processor capable of executing automatic braking control to control a braking device of an own vehicle, thereby decelerating the own vehicle, and override control to end the automatic braking control or reduce braking force applied by the braking device when detecting that a steering speed ω which is a change speed of a steering angle of a steering device of the own vehicle exceeds a prescribed reference value on the basis of information acquired from an operation sensor; and a driver sensor for acquiring information on a state of a driver. The processor acquires a steering direction SD from the operation sensor and acquires an attention direction of the driver from the driver sensor. Under a situation where the steering direction SD and the attention direction are the same direction, when detecting that the steering speed ω exceeds a prescribed first speed value smaller than the reference value, the processor executes the override control.SELECTED DRAWING: Figure 3

Description

[Technical Field]

[0001] The present invention relates to a driving assistance device, a driving assistance method, and a driving assistance program that are capable of executing automatic braking control to decelerate a vehicle in order to avoid a collision with a target located in front of the vehicle. [Background technology]

[0002] A driving assistance device has been proposed that includes a forward sensor that acquires information about an object located in front of the vehicle, and that performs automatic braking control to avoid a collision between the object and the vehicle based on the information acquired by the forward sensor (see, for example, Patent Document 1 below). The processor (a computing device mounted on the vehicle) of the driving assistance device described in Patent Document 1 (hereinafter referred to as the "conventional device") has an override function that terminates the automatic braking control if the driver performs a driving operation to avoid the object while the automatic braking control is being executed. Specifically, the processor terminates the automatic braking control when the rate of change in the steering angle (steering speed) of the operating device of the vehicle exceeds a threshold value. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Japanese Patent Application Laid-Open No. 2016-101893 Summary of the Invention

[0004] In some cases, when the vehicle is automatically braked by the conventional device and the vehicle speed is reduced to a certain extent, the object can be avoided by gently steering the vehicle without further deceleration. In this situation, if the rate of change of the steering angle does not exceed a threshold, the automatic braking control continues. However, if the driver does not intend to further brake the vehicle, the continuation of the automatic braking control may be annoying.

[0005] One object of the present invention is to provide a driving support device capable of suppressing the execution of automatic braking control against the intention of a driver.

[0006] To achieve the above object, a driving support device (1) of the present invention includes: Peripheral sensors (21, 22, 23) that acquire information about an object located in front of the host vehicle, An operation sensor (26) that acquires information about an operation of an operation device of the host vehicle, A vehicle sensor (25) that acquires information about a traveling state of the host vehicle, Based on the information acquired from the peripheral sensor and the vehicle sensor, when it is determined that a predetermined condition (TTC < TTCth) regarding the possibility of collision between the object and the host vehicle is satisfied, an automatic braking control for controlling a braking device of the host vehicle to decelerate the host vehicle, and based on the information acquired by the operation sensor, when it is detected that a steering speed (ω), which is a change speed of a steering angle of a steering device of the host vehicle, exceeds a predetermined reference value (ω0), an override control for ending the automatic braking control or relaxing a braking force by the braking device, and a processor (10) configured to be able to execute the above, is provided. A driver sensor (24) that acquires information about a state of a driver is provided, The processor acquires a steering direction from the operation sensor and a driver's attention direction (AD) from the driver sensor, and is configured to execute the override control when it is detected that the steering speed exceeds a predetermined first speed value smaller than the reference value in a situation where the steering direction and the attention direction are in the same direction.

[0007] The processor of the driving assistance device according to the present invention monitors the steering speed (the rotational angular velocity of the steering wheel) while executing automatic braking control. If the steering speed exceeds a threshold, the processor terminates the execution of the automatic braking control. The processor estimates the driver's intention regarding steering based on the driver's attention direction acquired from the driver sensor, and changes the steering speed threshold as a condition for terminating the execution of the automatic braking control according to the estimation result. If the driver is turning the steering wheel in the same direction as the driver's attention direction, there is a high possibility that the driver is intentionally steering. Therefore, in this case, the processor assigns a first speed value smaller than a reference value to the threshold. That is, the processor terminates the execution of the automatic braking control when it detects that the driver has turned the steering wheel in the same direction as the attention direction slightly faster than normal (the maximum steering speed during normal driving). After the processor terminates the execution of the automatic braking control, the driver can brake the vehicle by operating the brake pedal as necessary. As described above, the driving assistance device according to the present invention prevents the execution of automatic braking control against the driver's intention.

[0008] In one aspect of the present invention, there is provided a driving assistance device, The processor is configured to execute the override control when it detects that the steering speed exceeds a predetermined second speed value greater than the reference value under a situation where the steering direction and the target direction are different directions.

[0009] If the driver is steering the vehicle in a direction different from the direction of focus, it is highly likely that the driver is steering unintentionally. Therefore, in this case, the processor assigns a second speed value greater than the reference value to the threshold. That is, when the processor detects that the driver has turned the steering wheel much faster than normal, it terminates the execution of automatic braking control. This ensures high safety for the vehicle.

[0010] In a driving assistance device according to another aspect of the present invention, The processor is configured to execute the override control when it detects that the steering speed exceeds the reference value under a condition in which it is determined that the reliability of the attention direction is low.

[0011] In this case, the processor determines that the reliability of the attention direction is high, for example, if multiple attention directions obtained within a specified period in the past fall within a specified angle range, and determines that the reliability of the attention direction is low, if the number of attention directions that deviate from the specified angle range exceeds a specified number.

[0012] According to this, when the reliability of the direction of interest is low, the execution of automatic braking control against the driver's intention is suppressed to some extent, and the safety of the host vehicle is maintained to a certain degree.

[0013] Furthermore, a driving assistance method and a driving assistance program according to the present invention include steps executed by each device constituting the driving assistance device. [Brief explanation of the drawings]

[0014] [Figure 1] FIG. 1 is a block diagram of a driving assistance device according to an embodiment of the present invention. [Figure 2] FIG. 2 is a graph showing the lower and upper thresholds of the direction of interest. [Figure 3] FIG. 3 is a plan view showing a situation in which the driver steers the vehicle to avoid a collision with a preceding vehicle (obstacle). [Figure 4] FIG. 4 is a graph showing the magnitude relationship among the reference value, the first velocity value, and the second velocity value. [Figure 5] FIG. 5 is a flowchart of a computer program for realizing the function of starting and ending the execution of automatic braking control. [Figure 6] FIG. 6 is a flowchart of a computer program for realizing a function of changing the value assigned to the threshold value according to the estimation result of the driver's steering intention. DETAILED DESCRIPTION OF THE INVENTION

[0015] (Summary) A driving assistance device 1 according to one embodiment of the present invention is mounted on a vehicle V (hereinafter referred to as "host vehicle") equipped with an automatic driving function. When an object is present in front of the host vehicle in a situation where the automatic driving function is disabled and the driver is actively performing driving operations, the driving assistance device 1 has a function (automatic braking function) of executing automatic braking control to control the braking device of the host vehicle to decelerate the host vehicle in order to avoid the host vehicle colliding with (contacting) the object. Furthermore, the driving assistance device 1 has a function (brake override function) of terminating the automatic braking control when the driver turns the wheel relatively suddenly (when the steering wheel is turned at high speed) while the automatic braking control is being executed.

[0016] (Specific configuration) As shown in FIG. 1, the driving assistance device 1 includes a driving assistance ECU 10, an in-vehicle sensor 20, and a braking device 30.

[0017] The driving assistance ECU 10 includes a microcomputer equipped with a CPU 10a, a ROM 10b, a RAM 10c, a timer 10d, etc. The driving assistance ECU 10 is connected to other ECUs provided in the vehicle via a CAN (Controller Area Network).

[0018] The on-board sensor 20 includes a forward sensor that acquires information about an object (another vehicle, a guardrail, etc.) located in front of the vehicle. Specifically, the on-board sensor 20 includes a millimeter-wave radar 21, a sonar 22, and a forward camera 23 as forward sensors.

[0019] The millimeter-wave radar 21 includes a transmitter / receiver and a signal processor (not shown). The transmitter / receiver emits millimeter-wave band radio waves (hereinafter referred to as "millimeter waves") ahead of the vehicle and receives millimeter waves (reflected waves) reflected by passersby A (pedestrians, bicycles, motorcycles, etc.) located within the emission range. The emission range of millimeter waves is approximately fan-shaped in a plan view. The signal processor calculates the distance between the vehicle and a target, the speed of the target, etc. based on the time from when the transmitter / receiver emits the millimeter waves to when the reflected waves are received, the phase difference between the transmitted millimeter waves and the received reflected waves, the attenuation level of the reflected waves, etc., and transmits the calculation results to the driving assistance ECU 10.

[0020] The sonar 22 intermittently emits ultrasonic waves in the area surrounding the vehicle and receives the ultrasonic waves (reflected waves) reflected by a three-dimensional object. The sonar 22 recognizes the distance between the vehicle and the three-dimensional object, the relative position (direction) of the three-dimensional object with respect to the vehicle, etc. based on the time from when the ultrasonic waves are transmitted until when the reflected waves are received, and transmits the recognition results to the driving assistance ECU 10.

[0021] The forward camera 23 includes an imaging device and an image analysis device. The imaging device is, for example, a digital camera incorporating an imaging element such as a charge coupled device (CCD) or a CMOS image sensor (CIS). The imaging device is positioned above the front windshield glass and faces forward. The imaging device captures images of the front view of the vehicle at a predetermined frame rate to acquire image data. The imaging device transmits the image data to the image analysis device. The image analysis device analyzes the acquired image data and acquires information about objects located in front of the vehicle from the images. For example, the image analysis device identifies (recognizes) the type of object located in front of the vehicle (e.g., another vehicle, a guardrail, etc.) and transmits the identification result to the driving assistance ECU 10.

[0022] Furthermore, the on-vehicle sensor 20 includes a driver sensor (driver monitor) that acquires information about the driver's state (the direction in which the driver is looking). Specifically, the on-vehicle sensor 20 includes an in-vehicle camera 24 as a driver sensor.

[0023] Like the front camera 23, the in-vehicle camera 24 includes an imaging device and an image analysis device. The imaging device is installed, for example, in the dashboard (instrument panel) of the vehicle and faces the driver's seat. The imaging device captures images of the driver at a predetermined frame rate and outputs the acquired image data to the image analysis device. The image analysis device analyzes the acquired image data and calculates the direction in which the driver is looking (for example, the angle α with respect to the longitudinal direction D0 of the vehicle in a plan view) based on the orientation of the driver's face, the orientation of the driver's eyes, etc. from the image (see FIG. 2). The image analysis device transmits the calculation result to the driving assistance ECU 10.

[0024] In addition, the on-vehicle sensors 20 include a vehicle sensor that acquires information about the traveling state (speed) of the vehicle, and an operation sensor that acquires information about the operation of an operating device provided in the vehicle. Specifically, as shown in Fig. 1, the on-vehicle sensors 20 include a speed sensor 25 as a vehicle sensor and a steering sensor 26 as an operation sensor.

[0025] The speed sensor 25 detects the rotation speed (wheel speed) of each wheel, and calculates the speed v0 of the host vehicle (actual vehicle speed) based on the wheel speed of each wheel. The speed sensor 25 transmits data representing the speed v0 to the driving assistance ECU 10.

[0026] The steering sensor 26 detects the steering angle (also called the steering angle or the turning angle) θ of the steering wheel SW of the host vehicle. The steering sensor 26 transmits data representing the steering angle θ to the driving assistance ECU 10.

[0027] The braking device 30 applies braking force to the wheels (brake discs). The braking device 40 includes a brake ECU, a brake caliper, etc. The brake caliper includes an actuator that presses brake pads against the brake disc. The brake ECU acquires information (control signal) indicating a target braking force from another ECU, and drives the actuator of the brake caliper based on that information. In this way, the braking force applied to the wheels (brake discs) is controlled.

[0028] (Automatic braking function) The driving assistance ECU 10 sequentially determines whether or not an object OB (e.g., another vehicle, a pedestrian, etc.) is present ahead of the host vehicle based on information acquired from the forward sensors (millimeter-wave radar 21, sonar 22, and forward camera 23). When the driving assistance ECU 10 determines that an object OB is present ahead of the host vehicle, it can execute automatic braking control to decelerate the host vehicle in order to avoid a collision between the host vehicle and the object OB.

[0029] Specifically, when the driving assistance ECU 10 determines that an object OB is present ahead of the host vehicle, it acquires the longitudinal distance ΔL between the host vehicle and the object OB from the millimeter-wave radar 21. Furthermore, the driving assistance ECU 10 acquires the speed v1 of the object OB from the millimeter-wave radar 21 and the speed v0 of the host vehicle from the speed sensor 25. The driving assistance ECU 10 then calculates the relative speed vr (= v1 - v0) between the host vehicle and the object OB. If the relative speed vr is a negative value and is maintained at this value, the distance ΔL decreases. If the relative speed vr is a negative value, the driving assistance ECU 10 calculates the time TTC until the distance between the host vehicle and the object OB becomes "0." If the time TTC is less than the threshold TTCth (high urgency), the driving assistance ECU 10 controls the braking device 30 to decelerate the host vehicle. That is, the driving assistance ECU 10 controls the braking device 40 so that the acceleration G (deceleration) of the host vehicle coincides with a predetermined target value (a value determined in advance as an acceleration that does not cause discomfort to the occupants). As a result, the host vehicle is automatically braked and decelerated. As a result, the relative speed vr between the host vehicle and the object OB becomes a positive value, and a collision between the host vehicle and the object OB is avoided.

[0030] (Brake override function) The driving assistance ECU 10 monitors the steering angle θ while executing the above-described automatic braking control. That is, the driving assistance ECU 10 successively acquires the steering angle θ from the steering sensor 26. Then, when the steering speed ω (deg / s (see FIG. 3)), which is the rate of change of the steering angle θ, exceeds a threshold value ωth, the driving assistance ECU 10 terminates the execution of the automatic braking control. As will be described below, the driving assistance ECU 10 estimates the driver's intention regarding steering and assigns a value corresponding to the estimation result to the threshold value ωth.

[0031] The driving assistance ECU 10 successively acquires the attention direction AD from the in-vehicle camera 24. Then, the driving assistance ECU 10 determines "whether the reliability of the attention direction AD is high" based on the attention direction AD.

[0032] For example, if the number of focus directions AD that deviate from a predetermined angle range among the multiple focus directions AD acquired at a predetermined cycle within a predetermined short period ΔT exceeds a predetermined number, the driving assistance ECU 10 determines that the reliability of the focus direction AD is low.

[0033] Furthermore, if the fluctuation range of the attention direction AD within the period ΔT exceeds a threshold value, or if the frequency at which the attention direction AD switches between "left" and "right" exceeds a threshold value (if the driver's attention is distracted), the driving assistance ECU 10 may determine that "the reliability of the attention direction AD is low." Furthermore, if it is determined that the reliability of the in-vehicle camera 24 itself is low, for example, if it is recognized that the in-vehicle camera 24 is dirty, the driving assistance ECU 10 may determine that the reliability of the attention direction AD is low.

[0034] When the driving assistance ECU 10 determines that the reliability of the attention direction AD is low, it assigns a reference value ω0 (a speed value greater than the maximum steering speed during normal driving (see FIG. 4)) to the threshold value ωth. Note that when the driving assistance ECU 10 is unable to acquire the attention direction AD from the in-vehicle camera 24 due to a malfunction of the in-vehicle camera 24, dirt on the lens of the imaging device, or the like, it assigns the reference value ω0 to the threshold value ωth.

[0035] On the other hand, if the attention direction AD within the period ΔT is determined to a certain extent (if all attention directions AD acquired within the period ΔT fall within a predetermined angle range), the driving assistance ECU 10 determines that "the reliability of the attention direction AD is high."

[0036] Incidentally, for example, if a driver steers to the right while looking diagonally ahead to the right, it can be assumed that the driver is steering intentionally. On the other hand, for example, if a driver steers to the left while looking diagonally ahead to the right, it can be assumed that the driver is looking inattentively. In contrast, if a driver steers to the right or left while looking ahead, to the right, or to the left, it is difficult to accurately estimate the driver's steering intention.

[0037] Therefore, when the driving assistance ECU 10 determines that the reliability of the attention direction AD is high, the driving assistance ECU 10 determines whether the attention direction AD is within a predetermined angle range. Specifically, the driving assistance ECU 10 determines whether the attention direction AD is within a predetermined angle range diagonally forward (diagonally forward right or diagonally forward left). Specifically, when the angle α between the direction D0 (the front-rear direction of the vehicle) in a plan view and the attention direction AD is equal to or greater than a lower threshold α1 and equal to or less than an upper threshold α2, the driving assistance ECU 10 determines that the driver is looking diagonally forward (see FIG. 2). On the other hand, when the attention direction AD is outside the above range, the driving assistance ECU 10 assigns a reference value ω0 to the threshold ωth.

[0038] When the driving assist ECU 10 determines that the driver is looking diagonally forward, it detects the steering direction SD (right steering / left steering) based on a change in the steering angle θ. Then, based on the steering direction SD and the attention direction AD, the driving assist ECU 10 determines whether the driver is intentionally steering (whether the driver is intentionally steering to avoid an obstacle). Specifically, when the attention direction AD and the steering direction SD are the same, the driving assist ECU 10 determines that the driver is intentionally steering. That is, when the driver is turning the steering wheel SW to the left (right) while looking to the left front (right front), the driving assist ECU 10 determines (estimates) that the driver is intentionally steering. When the driving assist ECU 10 determines that the driver is intentionally steering, it assigns a first speed value ω1, which is smaller than a reference value ω0, to the threshold value ωth.

[0039] On the other hand, when the attention direction AD and the steering direction SD are different, the driving assistance ECU 10 estimates that "the driver is steering unintentionally." That is, when the driver is turning the steering wheel SW to the right (left) while looking at the left front (right front), the driving assistance ECU 10 determines (estimates) that "the driver is steering unintentionally." When the driving assistance ECU 10 determines that "the driver is steering unintentionally," it assigns a second speed value ω2, which is greater than the reference value ω0, to the threshold value ωth.

[0040] Furthermore, when the angle α is less than the lower limit threshold α1 or exceeds the upper limit threshold α2, the driving assistance ECU 10 determines that "the driver's steering intention is unclear." When the driving assistance ECU 10 determines that "the driver's steering intention is unclear," it assigns a reference value ω0 to the threshold ωth.

[0041] Next, with reference to FIG. 5, a program PR1 executed by the CPU 10a (hereinafter simply referred to as "CPU") to realize the above-described automatic braking function and brake override function will be described.

[0042] When the ignition switch of the host vehicle is in the ON state, the CPU starts executing the program PR1 at a predetermined cycle. The CPU starts executing the program PR1 from step 100 and proceeds to step 101.

[0043] When the CPU proceeds to step 101, it determines whether or not automatic braking control is being executed. If the CPU is executing automatic braking control (101: Yes), it proceeds to step 104, which will be described later. On the other hand, if the CPU is not executing automatic braking control (101: No), it proceeds to step 102.

[0044] When the CPU proceeds to step 102, it calculates the time TTC and determines whether the time TTC is less than the threshold TTCth. If the time TTC is less than the threshold TTCth (102: Yes), the CPU proceeds to step 103. On the other hand, if the time TTC is equal to or greater than the threshold TTCth (102: No), the CPU proceeds to step 106 and ends execution of the program PR1.

[0045] When the CPU proceeds to step 103, it starts automatic braking control and proceeds to step 104.

[0046] When the CPU proceeds to step 104, it calculates the steering speed ω based on the steering angle θ acquired from the steering sensor 26, and determines whether the steering speed ω exceeds a threshold value ωth. As will be described later, the CPU assigns a value to the threshold value ωth according to the situation by executing program PR2. If the steering speed ω exceeds the threshold value ωth (104: Yes), the CPU proceeds to step 105. On the other hand, if the steering speed ω is equal to or less than the threshold value ωth (104: No), the CPU proceeds to step 106 and ends execution of program PR1.

[0047] When the CPU proceeds to step 105, it ends the execution of the automatic braking control (brake override by steering operation), and then the CPU proceeds to step 106 to end the execution of the program PR1.

[0048] Next, with reference to FIG. 6, a program PR2 that realizes a function of assigning a value to the threshold value ωth according to the situation will be described.

[0049] When the ignition switch of the host vehicle is in the ON state, the CPU starts executing the program PR2 at a predetermined cycle. The CPU starts executing the program PR2 from step 200 and proceeds to step 201.

[0050] When the CPU proceeds to step 201, it determines whether or not automatic braking control is being executed. If automatic braking control is being executed (201: Yes), the CPU proceeds to step 202. On the other hand, if automatic braking control is not being executed (201: No), the CPU returns to step 201.

[0051] When the CPU proceeds to step 202, it acquires the attention direction AD from the in-vehicle camera 24. The CPU stores in the RAM 10c time-series data of the attention direction AD acquired within a certain period of time in the past (within a period going back a predetermined short time from the present time). Then, the CPU proceeds to step 203.

[0052] When the CPU proceeds to step 203, it determines whether the reliability of the attention direction AD is high based on the time-series data of the attention direction AD stored in the RAM 10c. If all of the attention directions AD constituting the time-series data fall within a predetermined angle range, the CPU determines that the reliability of the attention direction AD is high. If the CPU determines that the reliability of the attention direction AD is high (203: Yes), it proceeds to step 204. On the other hand, if the CPU does not determine that the reliability of the attention direction AD is high (203: No), it proceeds to step 208, which will be described later.

[0053] When the CPU proceeds to step 204, it determines whether or not the driver is looking diagonally forward. That is, the CPU determines whether or not the angle α between the longitudinal direction D0 of the vehicle and the direction of attention AD is equal to or greater than a lower threshold value α1 and equal to or less than an upper threshold value α2. If the CPU determines that the driver is looking diagonally forward (204: Yes), it proceeds to step 205. On the other hand, if the CPU does not determine that the driver is looking diagonally forward (204: No), it proceeds to step 208, which will be described later.

[0054] When the CPU proceeds to step 205, it determines whether the attention direction AD and the steering direction SD are the same direction. If the CPU determines that the attention direction AD and the steering direction SD are the same direction (205: Yes), it proceeds to step 206. On the other hand, if the CPU does not determine that the attention direction AD and the steering direction SD are the same direction (205: No), it proceeds to step 207, which will be described later.

[0055] When the CPU proceeds to step 206, it assigns the first speed value ω1 to the threshold value ωth. Then, the CPU proceeds to step 209 and ends the execution of the program PR2.

[0056] When the CPU proceeds to step 207, it assigns the second speed value ω2 to the threshold value ωth. Then, the CPU proceeds to step 209 and ends the execution of the program PR2.

[0057] When the CPU proceeds to step 208, it assigns the reference value ω0 to the threshold value ωth. Then, the CPU proceeds to step 209 and ends the execution of the program PR2.

[0058] (effect) As described above, the driving assistance ECU 10 monitors the steering speed ω (the rotational angular velocity of the steering wheel SW) while executing the automatic braking control. If the steering speed ω exceeds the threshold value ωth, the driving assistance ECU 10 terminates the execution of the automatic braking control. Here, the driving assistance ECU 10 determines a value to be assigned to the threshold value ωth based on the attention direction AD and the steering direction SD. If the reliability of the driver's attention direction AD is low, the driving assistance ECU 10 assigns a reference value ω0 to the threshold value ωth. On the other hand, if the reliability of the attention direction AD is high and the attention direction AD and the steering direction SD are in the same direction, the driving assistance ECU 10 estimates that the driver is intentionally steering. In this case, the driving assistance ECU 10 assigns a first speed value ω1, which is smaller than the reference value ω0, to the threshold value ωth. That is, if the driving assistance ECU 10 detects that the driver has turned the steering wheel SW in the same direction as the attention direction AD slightly faster than usual, the driving assistance ECU 10 terminates the execution of the automatic braking control. After the driving assistance ECU 10 has completed the execution of the automatic braking control, the driver can operate the brake pedal to brake the vehicle as needed. As described above, the driving assistance device 1 prevents the execution of automatic braking control against the driver's intention.

[0059] On the other hand, if the reliability of the attention direction AD is high and the attention direction AD and the steering direction are opposite to each other, the driving assistance ECU 10 estimates that the driver is steering unintentionally. In this case, the driving assistance ECU 10 assigns a second speed value ω2, which is greater than the reference value ω0, to the threshold value ωth. That is, when the driving assistance ECU 10 detects that the driver has turned the steering wheel SW much faster than usual, it terminates the execution of the automatic braking control. This ensures a high level of safety for the host vehicle.

[0060] The present invention is not limited to the above-described embodiment, and various modifications can be adopted within the scope of the present invention.

[0061] (Variation 1) The driving assistance ECU 10 may learn the characteristics of the driver's steering, and set (change) the reference value ω0, the first speed value ω1, and the second speed value ω2 based on the learning results.

[0062] (Variation 2) In the above embodiment, the driving assistance ECU 10 terminates the execution of the automatic braking control when the steering speed ω exceeds the threshold value ωth while the automatic braking control is being executed. Alternatively, the driving assistance ECU 10 may reduce the braking force by the automatic braking control when the steering speed ω exceeds the threshold value ωth while the automatic braking control is being executed. [Explanation of symbols]

[0063] 1... driving assistance device, 10... driving assistance ECU, 20... in-vehicle sensor, 30... braking device

Claims

1. a surroundings sensor that acquires information about a target located in front of the host vehicle; an operation sensor that acquires information about an operation of an operation device of the host vehicle; a vehicle sensor that acquires information about the running state of the vehicle; a processor configured to execute automatic braking control that controls a braking device of the host vehicle to decelerate the host vehicle when it is determined that a predetermined condition regarding the possibility of a collision between the target and the host vehicle is satisfied based on information acquired from the surrounding sensor and the vehicle sensor, and override control that terminates the automatic braking control or reduces the braking force of the braking device when it is detected that a steering speed, which is the rate of change in the steering angle of the steering device of the host vehicle, has exceeded a predetermined reference value based on information acquired from the operation sensor; A driving assistance device comprising: A driver sensor is provided to acquire information about the driver's condition. The processor acquires the steering direction from the operation sensor, acquires the driver's attention direction from the driver sensor, and executes the override control when it detects that the steering speed exceeds a predetermined first speed value that is smaller than the reference value under a situation where the steering direction and the attention direction are the same.

2. The driving assistance device according to claim 1, The processor is configured to execute the override control when it detects that the steering speed exceeds a predetermined second speed value that is greater than the reference value under a situation where the steering direction and the direction of interest are different directions.

3. The driving assistance device according to claim 1 or 2, The driving assistance device is configured to execute the override control when the processor detects that the steering speed exceeds the reference value under a situation in which the reliability of the attention direction is determined to be low.

4. a surrounding information acquisition step of acquiring information about a target located ahead of the host vehicle; an operation information acquisition step of acquiring information about an operation of an operation device of the host vehicle; a vehicle information acquisition step of acquiring information about a traveling state of the host vehicle; an automatic braking step of executing automatic braking control for controlling a braking device of the host vehicle to decelerate the host vehicle when it is determined that a predetermined condition regarding the possibility of a collision between the target and the host vehicle is satisfied based on the information acquired in the surrounding information acquisition step and the vehicle information acquisition step, and override control for terminating the automatic braking control or reducing the braking force of the braking device when it is detected that a steering speed, which is the rate of change of the steering angle of the steering device of the host vehicle, has exceeded a predetermined reference value based on the information acquired in the operation information acquisition step; A driving assistance method including: a driver information acquisition step of acquiring information about a driver's state; a step of acquiring a steering direction in the operation information acquiring step, acquiring a driver's attention direction in the driver information acquiring step, and executing the override control when it is detected that the steering speed exceeds a predetermined first speed value that is smaller than the reference value under a situation where the steering direction and the attention direction are the same direction.

5. The computer installed in the vehicle a surrounding information acquisition step of acquiring information about a target located ahead of the host vehicle; an operation information acquisition step of acquiring information about an operation of an operation device of the host vehicle; a vehicle information acquisition step of acquiring information about a traveling state of the host vehicle; an automatic braking step of executing automatic braking control for controlling a braking device of the host vehicle to decelerate the host vehicle when it is determined that a predetermined condition regarding the possibility of a collision between the target and the host vehicle is satisfied based on the information acquired in the surrounding information acquisition step and the vehicle information acquisition step, and override control for terminating the automatic braking control or reducing the braking force of the braking device when it is detected that a steering speed, which is the rate of change of the steering angle of the steering device of the host vehicle, has exceeded a predetermined reference value based on the information acquired in the operation information acquisition step; A driving assistance program that executes a driver information acquisition step of acquiring information about a driver's state; a step of acquiring a steering direction in the operation information acquisition step, acquiring a driver's attention direction in the driver information acquisition step, and executing the override control when it is detected that the steering speed exceeds a predetermined first speed value that is smaller than the reference value under a situation where the steering direction and the attention direction are the same direction.

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