Vehicle control device, vehicle control method, and program

Abstract

To provide a vehicle control device that can execute control based on a collision possibility at appropriate timing considering a possibility that a preceding vehicle decelerates due to congestion.SOLUTION: The vehicle control device is capable of executing predetermined control based on a collision possibility that a preceding vehicle and an own vehicle present on an own lane collide with each other. In a case where a hazard vehicle which is a vehicle traveling on the own lane or another lane other than the own lane in the same direction as the own vehicle and having its hazards flashing is present, and advancing conditions that a relative deceleration of the preceding vehicle with respect to the own vehicle is more than or equal to a threshold value deceleration are established, the vehicle control device advances timing for executing the control as compared with a case in which the advancing conditions are not established.SELECTED DRAWING: Figure 5

Description

Technical Field

[0001] The present invention relates to a vehicle control device capable of executing predetermined control based on the possibility of collision between a preceding vehicle and the host vehicle, a vehicle control method in which a computer mounted on the host vehicle can execute predetermined control based on the possibility of collision between the preceding vehicle and the host vehicle, and a program capable of causing a computer mounted on the host vehicle to execute predetermined control based on the possibility of collision between the preceding vehicle and the host vehicle.

Background Art

[0002] Conventionally, vehicle control devices that execute predetermined control (such as warnings to the driver and deceleration control) based on the possibility of collision have been known. For example, the vehicle control device described in Patent Document 1 (hereinafter referred to as the "conventional device") calculates a dangerous inter-vehicle distance (possibility of collision) based on the inter-vehicle distance between the host vehicle and the preceding vehicle, the relative speed of the preceding vehicle with respect to the host vehicle, and the speed of the host vehicle. When the inter-vehicle distance is less than the dangerous inter-vehicle distance, the conventional device executes emergency automatic braking.

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

[0004] There is a possibility that the preceding vehicle may decelerate after the emergency automatic braking is executed, but the conventional device does not consider this possibility. In particular, when a traffic jam has occurred ahead of the preceding vehicle, the preceding vehicle is likely to decelerate in order to stop before the traffic jam. When a traffic jam has occurred ahead of the preceding vehicle, the possibility that the preceding vehicle will decelerate after the execution of the emergency automatic braking increases. Therefore, even if the conventional device executes the emergency automatic braking at the timing when the inter-vehicle distance becomes less than the dangerous inter-vehicle distance, there is a possibility that the inter-vehicle distance from the preceding vehicle may become too short or that there may be a high possibility of colliding with the preceding vehicle.

[0005] This invention was made to address the aforementioned problems. Specifically, one of the objectives of this invention is to provide a vehicle control device that can perform collision-prone control at an appropriate timing, taking into account the possibility that the preceding vehicle may slow down when there is congestion ahead of it.

[0006] The vehicle control device of the present invention (hereinafter referred to as "the present invention device") is In a vehicle control device (10) capable of performing predetermined control based on the possibility of a collision between the vehicle (SV) and a preceding vehicle (HV) in the same lane (SL) in which the vehicle is traveling, The aforementioned vehicle control device is If there is a hazard vehicle (HV) traveling in the same lane as the vehicle or in another lane (OL) in the same direction as the vehicle and flashing its hazard lights (Step 505 "Yes"), and the condition for early execution is met such that the relative deceleration of the preceding vehicle with respect to the vehicle is greater than or equal to a predetermined threshold deceleration (Step 515 "Yes", Step 525 "Yes"), the timing of executing the control is earlier than when the condition for early execution is not met (Step 505 "No", Step 515 "No", Step 525 "No") (Step 520). It is structured in this way.

[0007] Generally, drivers flash their hazard lights when their vehicle is at the end of a traffic jam. Therefore, when the conditions for early detection are met, there is a high probability that the preceding vehicle in the same lane is slowing down to stop in the traffic jam. According to the present invention, when the conditions for early detection are met, the timing of the "control based on the possibility of collision" is advanced. This makes it possible to advance the timing of the above control when there is a high probability that the preceding vehicle in the same lane is slowing down to stop in the traffic jam. Consequently, the possibility of "the distance between the vehicle and the preceding vehicle becoming too short or a collision with the preceding vehicle" can be reduced, and the above control can be executed at an appropriate timing, taking into account the possibility that the preceding vehicle will slow down if a traffic jam is occurring ahead of the preceding vehicle. [Brief explanation of the drawing]

[0008] [Figure 1] This is a schematic diagram of a vehicle control device according to an embodiment of the present invention. [Figure 2] This is an explanatory diagram of the operation of the vehicle control system when a vehicle with hazard lights on is located in the same lane. [Figure 3] This is an explanatory diagram of the operation of the vehicle control system when a vehicle with hazard lights on is located in another lane. [Figure 4] This is a flowchart of the routines executed by the CPU of the vehicle control system. [Figure 5] This is a flowchart of the subroutines executed by the CPU of the vehicle control system. [Figure 6] This is a flowchart of a subroutine executed by the CPU of a vehicle control device according to a modified embodiment of the present invention. [Modes for carrying out the invention]

[0009] As shown in Figure 1, the vehicle control device according to this embodiment (hereinafter referred to as "the device 10") is applied to the vehicle SV and comprises the components shown in Figure 1.

[0010] The vehicle control ECU is the ECU that performs the "collision-based control" described later, and will be referred to as "ECU20" below.

[0011] In this specification, "ECU" refers to an electronic control unit comprising a microcomputer as its main component. An ECU may also be referred to as a control unit, controller, or computer. The microcomputer includes a CPU (processor), ROM, RAM, and interfaces, etc. At least one function implemented by the ECU 20 may be implemented by multiple ECUs.

[0012] Camera 22 acquires image data by photographing the scenery in front of the vehicle SV. Based on the image data, Camera 22 acquires camera object information and white line information. The camera object information includes the position of objects located in front of the vehicle SV relative to the vehicle SV. The white line information includes the position of the white lines on the road the vehicle SV is traveling on relative to the vehicle SV. Camera 22 transmits the camera object information and white line information to the ECU 20.

[0013] The millimeter-wave radar 24 transmits millimeter waves in front of the vehicle SV and acquires radar object information by receiving reflected waves that have been reflected by the reflection point of an object. The radar object information includes "the position of the object relative to the vehicle SV" and "the relative velocity Vr of the object relative to the vehicle SV". The millimeter-wave radar 24 transmits the radar object information to the ECU 20.

[0014] The vehicle speed sensor 26 detects the vehicle speed Vs, which represents the speed of the vehicle SV. The yaw rate sensor 27 detects the yaw rate Yr acting on the vehicle SV. The ECU 20 acquires these detected values.

[0015] The powertrain actuator 32 modifies the driving force generated by the vehicle SV's drive system (e.g., internal combustion engine and / or electric motor). The brake actuator 34 controls the braking force applied to the vehicle SV's wheels. The display device 36 displays a warning screen, which will be described later. The speaker 38 emits a warning sound, which will be described later.

[0016] (Control based on collision probability) The ECU20 identifies the position of an object relative to the vehicle SV based on camera object information and radar object information, and predicts the future trajectory of the object based on the object's position history. Furthermore, the ECU20 predicts the future trajectory of the vehicle SV based on the vehicle speed Vs and yaw rate. Then, based on the trajectory of the object and the trajectory of the vehicle SV, the ECU20 identifies objects that may collide with the vehicle SV.

[0017] The ECU 20 acquires the time it takes for an object that may collide with the host vehicle SV to collide with the host vehicle SV. Hereinafter, this time will be referred to as the "collision required time" or "TTC (abbreviation of Time To Collision)". Note that the shorter this time is, the higher the possibility that the host vehicle SV will collide with the object. Therefore, this time may also be referred to as the "collision possibility". The ECU 20 acquires the TTC by dividing the "distance between the host vehicle SV and the object" by the relative speed Vr of the object.

[0018] When the TTC is less than or equal to the threshold time Tth, the ECU 20 executes at least one of warning control and deceleration control as the above control.

[0019] <Warning Control> The ECU 20 causes the display device 36 to display a warning screen for warning the driver that there is a possibility of colliding with an object. Note that the ECU 20 may cause the speaker 38 to emit a warning sound for warning the driver that there is a possibility of colliding with an object.

[0020] <Deceleration Control> The ECU 20 controls the power train actuator 32 and the brake actuator 34 so that the acceleration G of the host vehicle SV coincides with a predetermined target acceleration Gtgt. The target acceleration Gtgt is preset to a predetermined negative value.

[0021] (Operation) The operation of the ECU 20 will be described while referring to FIGS. 2 and 3. The ECU 20 specifies the "host vehicle lane SL on which the host vehicle SV is traveling" and the "other lane OL which is a lane other than the host vehicle lane" based on the white line information. The host vehicle lane SL is specified by the right white line RWL closest to the host vehicle SV among the white lines located on the right side of the host vehicle SV, and the left white line LWL closest to the host vehicle SV among the white lines located on the left side of the host vehicle SV.

[0022] The ECU 20 specifies another vehicle that satisfies all of the following conditions 1 to 3 as the preceding vehicle PV. Condition 1: It exists within a predetermined distance in front of the host vehicle SV. Condition 2: Must be present in the SL of the same lane. Condition 3: Among other vehicles that meet conditions 1 and 2 above, the vehicle must be the closest to your own SV.

[0023] The ECU20 determines whether the acceleration condition is met, which is that if the object with the smallest TTC is the preceding vehicle PV, then a hazard vehicle HV exists and the relative deceleration Gdec of the preceding vehicle PV is greater than or equal to the threshold deceleration Gth.

[0024] A hazard vehicle (HV) is a vehicle located in the same lane (SL) or another lane (OL), traveling in the same direction as the current vehicle (SV) ahead of it, and flashing its hazard lights. Specifically, the ECU20 identifies a vehicle as a hazard vehicle (HV) from among vehicles located in the same lane (SL) or another lane (OL) ahead of it, traveling in the same direction as it, whose hazard lights have flashed at or above a predetermined threshold number of times.

[0025] The ECU20 identifies the relative velocity Vr of the preceding vehicle PV based on radar object information and obtains the relative acceleration Gr by differentiating the relative velocity Vr with respect to time. Note that a positive value for relative acceleration Gr is defined as the direction away from the vehicle SV. A negative relative acceleration Gr (i.e., relative acceleration Gr in the direction approaching the vehicle SV) is referred to as "relative deceleration Gdec". Relative deceleration Gdec is a positive value.

[0026] If the acceleration condition is met, the ECU20 sets the threshold time Tth used to determine whether or not to execute "control based on collision possibility" to the first acceleration threshold time T1th, and if the acceleration condition is not met, it sets the threshold time Tth to the normal threshold time T0th.

[0027] The first early-response threshold time T1th is set to a larger (longer) value than the normal threshold time T0th. Therefore, when the early-response condition is met, the execution timing of "collision-probability-based control" will be earlier than when the early-response condition is not met.

[0028] Generally, drivers flash their hazard lights when their vehicle is at the end of a traffic jam. Therefore, if a vehicle with hazard lights on (HV) is present, there is a high probability that a traffic jam is occurring ahead of the vehicle with hazard lights on (HV). If the vehicle with hazard lights on (HV) and the relative deceleration Gdec of the preceding vehicle (PV) is greater than or equal to the threshold deceleration Gth (i.e., the early deceleration condition is met), there is a high probability that a traffic jam is occurring ahead of the preceding vehicle (PV) and that the preceding vehicle (PV) is slowing down to stop in the traffic jam. According to this device 10, when the early deceleration condition is met, the timing of the execution of "control based on collision possibility" is advanced, so it is possible to advance the timing of the execution of the above control when there is a high probability that the preceding vehicle traveling in the same lane (SL) is slowing down to stop in a traffic jam. This reduces the "possibility of the distance between the vehicle and the preceding vehicle (PV) becoming too short or a collision with the preceding vehicle (PV) is possible," and the above control can be executed at an appropriate timing considering the possibility that the preceding vehicle (PV) is slowing down.

[0029] As shown in Figure 2, when the hazard vehicle HV is located in its own lane SL (in the example shown in Figure 2, the preceding vehicle PV is the hazard vehicle HV), the ECU 20 sets the first threshold deceleration G1th (>0) to threshold deceleration Gth and determines whether the acceleration condition is met. As shown in Figure 3, when the hazard vehicle HV is located in another lane OL, the ECU 20 sets the "second threshold deceleration G2th, which is set to a value greater than the first threshold deceleration G1th" to threshold deceleration Gth and determines whether the acceleration condition is met.

[0030] If a hazard vehicle (HV) is not in its own lane (SL) but is in another lane (OL), there is a possibility that congestion is occurring in the HV's own lane (SL). However, this possibility is lower than when the HV is in the HV's own lane (SL). For this reason, the second threshold deceleration G2th is pre-set to a larger value than the first threshold deceleration G1th. Consequently, the condition for early deceleration when the HV is in another lane (OL) is less likely to be met than the condition for early deceleration when the HV is in the HV's own lane (SL). This reduces the possibility that the condition for early deceleration will be met when the preceding vehicle (PV) is not slowing down to stop in congestion, and that "collision-based control" will be executed incorrectly.

[0031] (Specific operation) <Control Execution Routine> The CPU of ECU20 executes the routine shown in the flowchart in Figure 4 at predetermined intervals. When the appropriate time arrives, the CPU starts processing from step 400 in Figure 4 and executes steps 405 and 410.

[0032] Step 405: The CPU acquires camera object information and white line information from camera 22, and radar object information from millimeter-wave radar 24. Step 410: The CPU determines whether or not there is an object that could potentially collide with its own vehicle SV.

[0033] If there is an object that could potentially collide with the vehicle SV, the CPU determines "Yes" in step 410 and executes steps 415 and 420.

[0034] Step 415: The CPU obtains the TTC of any objects that could potentially collide with its own vehicle SV. Step 420: The CPU determines whether or not a preceding vehicle PV exists.

[0035] If a preceding vehicle PV exists, the CPU determines "Yes" in step 420 and proceeds to step 425. In step 425, the CPU determines whether the object with the smallest TTC (i.e., the object with the highest probability of collision) is the preceding vehicle PV.

[0036] If the object with the smallest TTC is the preceding vehicle PV, the CPU determines "Yes" in step 425 and executes steps 430 and 435. Step 430: The CPU executes a threshold time setting subroutine to set the threshold time Tth. Step 435: The CPU determines whether TTC is less than or equal to the threshold time Tth.

[0037] If TTC is less than or equal to the threshold time Tth, the CPU determines "Yes" in step 435 and performs "collision-probability-based control" in step 440. After that, the CPU proceeds to step 495 and terminates this routine.

[0038] On the other hand, if TTC is greater than the threshold time Tth, the CPU determines "No" in step 435 and proceeds to step 495 to terminate this routine.

[0039] If no preceding vehicle PV exists when the CPU proceeds to step 420, the CPU determines "No" in step 420 and proceeds to step 445. In step 445, the CPU sets the normal threshold time T0th to threshold time Tth and proceeds to step 435. The first early threshold time T1th is set to a value greater (longer) than the normal threshold time T0th.

[0040] If the object with the smallest TTC is not the preceding vehicle PV, the CPU determines "No" in step 425, proceeds to step 445, sets the normal threshold time T0th to threshold time Tth, and proceeds to step 435.

[0041] If there are no objects that could potentially collide with the vehicle SV when the CPU proceeds to step 410, the CPU determines "No" in step 410 and proceeds to step 495, terminating this routine.

[0042] <Subroutine for determining the condition for acceleration> When the CPU proceeds to step 430 in Figure 4, it starts processing from step 500 in Figure 5 and proceeds to step 505. In step 505, the CPU determines whether there is a hazard vehicle HV that is located in its own lane SL or another lane OL and is traveling in the same direction as the own vehicle SV, and that the number of times the hazard lights have flashed is equal to or greater than a threshold number. The CPU acquires image data from camera 22 and makes the determination in step 505 based on the image data.

[0043] If a hazard vehicle (HV) is present, the CPU determines "Yes" in step 505 and proceeds to step 510. In step 510, the CPU determines whether or not a hazard vehicle (HV) is present in its own lane (SL).

[0044] If a hazard vehicle (HV) with its lights on is present in the vehicle's lane (SL), the CPU determines "Yes" in step 510 and proceeds to step 515. In step 515, the CPU determines whether the relative deceleration Gdec of the preceding vehicle (PV) is greater than or equal to the first threshold deceleration G1th.

[0045] If the relative deceleration Gdec is greater than or equal to the first threshold deceleration G1th, the CPU determines that the acceleration condition is met. In this case, the CPU determines "Yes" in step 515 and proceeds to step 520. In step 520, the CPU sets the first acceleration threshold time T1th to the threshold time Tth and proceeds to step 595 to terminate this routine.

[0046] If the relative deceleration Gdec is less than the first threshold deceleration G1th, the CPU determines that the acceleration condition is not met. In this case, the CPU determines "No" in step 515 and proceeds to step 525, where it sets the normal threshold time T0th to threshold time Tth. After that, the CPU proceeds to step 595 and terminates this routine.

[0047] If, when the CPU proceeds to step 510, there is no hazard vehicle HV in its own lane SL but there is a hazard vehicle HV in another lane OL, the CPU determines "No" in step 510 and proceeds to step 530. In step 530, the CPU determines whether the relative deceleration Gdec of the preceding vehicle PV is greater than or equal to the second threshold deceleration G2th.

[0048] If the relative deceleration Gdec is greater than or equal to the second threshold deceleration G2th, the CPU determines "Yes" in step 530 and proceeds to step 520. On the other hand, if the relative deceleration Gdec is less than the second threshold deceleration G2th, the CPU determines "No" in step 530 and proceeds to step 525.

[0049] If there is no hazard vehicle HV when the CPU proceeds to step 505, the CPU determines "No" in step 505 and proceeds to step 525.

[0050] If the early detection condition is met, the preceding vehicle PV is likely to be slowing down to stop in traffic. Therefore, the device 10 executes the "collision-probability-based control" earlier when the early detection condition is met than when the early detection condition is not met. This reduces the possibility of the following distance to the preceding vehicle PV becoming too short or a collision with the preceding vehicle PV is possible, and the control can be executed at an appropriate timing considering the possibility of the preceding vehicle PV slowing down.

[0051] Furthermore, the condition for early acceleration when a hazard vehicle (HV) is in another lane (OL) is less likely to be met than the condition for early acceleration when a hazard vehicle (HV) is in the same lane (SL). This reduces the possibility that the early acceleration condition will be met when the preceding vehicle (PV) is not slowing down to stop in traffic, and that "collision-based control" will be executed incorrectly.

[0052] Furthermore, vehicles whose hazard lights flash more than a certain threshold number of times are identified as hazard vehicle hybrids (HVs). Vehicles slowing down due to traffic congestion and at the end of that congestion are likely to flash their hazard lights for a certain period of time. This increases the likelihood of accurately identifying such vehicles as hazard vehicle hybrids. In other words, it reduces the likelihood of identifying vehicles flashing their hazard lights for other purposes (for example, to express gratitude) as hazard vehicle hybrids.

[0053] (modified version) The CPU may set the threshold time Tth for when the acceleration condition is met, where the hazard vehicle HV is not in its own lane SL but is in another lane OL, to a smaller value than the threshold time Tth for when the acceleration condition is met, where the hazard vehicle HV is in its own lane SL.

[0054] In this modified example, the CPU executes the flowchart shown in Figure 6 instead of the flowchart shown in Figure 5. In Figure 6, steps that perform the same processing as those shown in Figure 5 are given the same reference numerals as in Figure 5, and their explanation is omitted.

[0055] When the CPU proceeds to step 430 shown in Figure 4, it starts processing from step 600 shown in Figure 6. If the condition for early detection is met when a hazard vehicle (HV) is not in its own lane (SL) but is in another lane (OL), the CPU determines "Yes" in step 505 shown in Figure 6, "No" in step 510 shown in Figure 6, and "Yes" in step 530 shown in Figure 6. If the CPU determines "Yes" in step 530 shown in Figure 6, it proceeds to step 605. In step 605, the CPU sets the second early detection threshold time T2th to the threshold time Tth, and proceeds to step 695 to terminate this routine. The second early detection threshold time T2th is set to a value that is smaller than the first early detection threshold time T1th and larger than the normal threshold time T0th.

[0056] When a hazard vehicle (HV) is not present in its own lane (SL) but in another lane (OL), the likelihood of congestion occurring in the same lane (SL) is lower than when the hazard vehicle (HV) is present in the same lane (SL). Therefore, the CPU uses a second early-release threshold time T2th, which is smaller than the first early-release threshold time T1th, to determine whether or not to execute a predetermined control. This reduces the possibility of the predetermined control being incorrectly executed when the hazard vehicle (HV) is not present in the same lane (SL) but in another lane (OL).

[0057] Furthermore, the CPU may determine that the acceleration condition has been met if the hazard vehicle HV is not present in its own lane SL but is present in another lane OL, and the following conditions are met. Condition: The relative deceleration Gdec of the preceding vehicle PV is equal to or greater than the second threshold deceleration G2th, and the relative deceleration Gdec' of the hazard vehicle HV with respect to its own vehicle SV is equal to or greater than the predetermined threshold deceleration.

[0058] This reduces the possibility of identifying a vehicle in another lane that is flashing its hazard lights for a different purpose (for example, to express gratitude) as a hazard vehicle (HV).

[0059] In the above embodiment, the CPU used TTC as an index value for collision probability, but other values ​​may be used. For example, the CPU may use "the object distance between the object that may collide and the vehicle SV" as an index value for collision probability. Similar to TTC, the object distance also indicates that the smaller the value, the greater the collision probability. The CPU executes "control based on collision probability" when the object distance is less than or equal to the threshold distance. If the acceleration condition is met, the CPU executes "control based on collision probability" when the object distance becomes less than or equal to "the threshold distance set to a longer value than when the acceleration condition is not met".

[0060] In the above embodiment, the CPU identified a preceding vehicle as a hazard vehicle HV if the number of hazard flashes was equal to or greater than a threshold number of times. However, a preceding vehicle as a hazard vehicle HV may also be identified if the hazard flashing time is equal to or greater than a threshold flashing time.

[0061] In the above embodiment, the CPU accelerates the execution timing of "collision-based control" by determining whether the TTC is less than or equal to a threshold time Tth that is greater than the threshold time when the acceleration condition is not met, when the acceleration condition is met, but it is not limited to this. For example, when the acceleration condition is met, the CPU may obtain a weighted TTC by multiplying the TTC by a weight coefficient greater than 1, and determine whether the weighted TTC is less than or equal to the threshold time Tth, and when the acceleration condition is not met, it may determine whether the TTC is less than or equal to the threshold time Tth.

[0062] This device 10 is applicable to vehicles such as engine-powered vehicles, hybrid vehicles, plug-in hybrid vehicles, fuel cell vehicles, and electric vehicles. Furthermore, this device 10 is also applicable to vehicles capable of autonomous driving. [Explanation of Symbols]

[0063] 10...Driving assistance system, 22...Camera, 24...Millimeter-wave radar, 32...Powertrain actuator, 34...Brake actuator, 36...Display device, 38...Speaker.

Claims

1. A vehicle control device capable of executing at least one of the following as predetermined controls: a warning control to warn the driver of the possibility of a collision between the vehicle and a preceding vehicle in the same lane in which the vehicle is traveling, and a deceleration control to slow down the vehicle, The aforementioned vehicle control device is If a hazard vehicle exists that is traveling in the same lane or another lane as the vehicle and has its hazard lights flashing, and the preceding vehicle's relative deceleration with respect to the vehicle is greater than or equal to a threshold deceleration, the timing of executing the control is brought forward compared to when the aforementioned conditions are not met. If the hazard vehicle is in the same lane, a predetermined first threshold deceleration is used as the threshold deceleration. If the hazard vehicle is not in the same lane but is in another lane, a predetermined second threshold deceleration, set to a value greater than the first threshold deceleration, is used as the threshold deceleration. A vehicle control device configured as follows.

2. In the vehicle control device according to claim 1, The aforementioned vehicle control device is A vehicle traveling in the same lane or another lane in the same direction as the vehicle, and whose hazard lights flash at a predetermined threshold number of times or more, is identified as the hazard vehicle. When the aforementioned acceleration condition is met, and the collision time, which represents the time it takes for the preceding vehicle to collide with the vehicle in question as an indicator value representing the likelihood of collision, falls below a predetermined acceleration threshold time, the control is executed. If the aforementioned acceleration condition is not met, when the collision duration falls below a predetermined normal threshold time, the control is executed. The aforementioned early threshold time is set to a value larger than the aforementioned normal threshold time. A vehicle control device configured as follows.

3. A vehicle control method in which a computer mounted on the vehicle can execute at least one of the following as predetermined controls, based on the possibility of a collision between the vehicle and a preceding vehicle in the lane in which the vehicle is traveling: a warning control to warn the driver that there is a possibility of a collision with the preceding vehicle and a deceleration control to decelerate the vehicle, The aforementioned vehicle control method is The first step is for the computer to determine whether or not there is a hazard vehicle, which is a vehicle traveling in the same direction as the vehicle in its own lane or in another lane other than the own lane and flashing its hazard lights. The computer, when it finds that the hazard vehicle is present and the relative deceleration of the preceding vehicle relative to its own vehicle is above a predetermined threshold deceleration, performs a second step of executing the control earlier than when the aforementioned conditions are not met. Includes, In the second step described above, If the hazard vehicle is in the same lane, the computer uses a predetermined first threshold deceleration as the threshold deceleration. If the hazard vehicle is not in the current lane but is in another lane, the computer uses a predetermined second threshold deceleration, which is set to a value greater than the first threshold deceleration, as the threshold deceleration. Vehicle control method.

4. A program that can cause a computer mounted on a vehicle to execute, as a predetermined control, at least one of a warning control to warn the driver that there is a possibility of collision with a preceding vehicle in the lane in which the vehicle is traveling, and a deceleration control to slow down the vehicle, based on the possibility of a collision between the vehicle and a preceding vehicle in the lane in which the vehicle is traveling, The program is installed on the computer. The first step involves determining whether or not there is a hazard vehicle, which is a vehicle traveling in the same direction as the vehicle in the same lane or in another lane other than the same lane and flashing its hazard lights. If the aforementioned hazard vehicle is present and the relative deceleration of the preceding vehicle with respect to the vehicle itself is greater than or equal to a predetermined threshold deceleration, the second step is to advance the timing of executing the control compared to when the aforementioned hazard vehicle is not met. Make it run, In the second step, the computer is instructed to: If the hazard vehicle is in the same lane, a predetermined first threshold deceleration is used as the threshold deceleration. If the hazard vehicle is not in the vehicle's own lane but is in another lane, a predetermined second threshold deceleration, set to a value greater than the first threshold deceleration, is used as the threshold deceleration. program.

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