Vehicle control device, vehicle control method, and program

Abstract

To provide a vehicle control device, a vehicle control method, and a program capable of performing more appropriate vehicle control according to a surrounding situation of a vehicle for an occupant.SOLUTION: A vehicle control device comprises: a recognition section that recognizes a surrounding situation of a host vehicle; and a control section that controls one or both of steering or acceleration / deceleration of the host vehicle when it is determined that an obstacle is present in front of the host vehicle on the basis of a recognition result of the recognition section. The control section executes at least steering control of moving the host vehicle to a center of a traveling lane when the recognition section determines that the obstacle is present in front of the host vehicle.SELECTED DRAWING: Figure 1

Description

Technical Field

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

Background Art

[0002] In recent years, efforts have been actively made to provide access to a sustainable transportation system that takes into account people in vulnerable positions among traffic participants. Toward this realization, research and development have focused on further improving traffic safety and convenience through research and development on preventive safety technologies. In this regard, in recent years, technologies have been disclosed for performing a vehicle's deceleration brake control so that an object is included in the camera detection range when it is determined that there is a possibility of proximity between the object and the host vehicle, and for estimating the presence or absence of a collision between a following vehicle and an obstacle when an obstacle is avoided from the host vehicle by either a lane change or a steering avoidance operation, and determining an avoidance operation based on the estimated presence or absence of a collision (see, for example, Patent Documents 1 and 2).

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Patent Document 2

Summary of the Invention

Problems to be Solved by the Invention

[0004] By the way, in preventive safety technologies, vehicle behavior for prompting the driver of the vehicle to pay attention to the surroundings has not been considered at the stage prior to performing contact avoidance control between the vehicle and an object. Therefore, conventionally, there has been a problem that appropriate vehicle control may not be possible for the driver according to the surrounding situation of the vehicle.

[0005] To address the above-mentioned problems, this invention aims to provide a vehicle control device, a vehicle control method, and a program that enable the occupant to perform more appropriate vehicle control according to the surrounding conditions of the vehicle. Ultimately, this will contribute to the development of a sustainable transportation system. [Means for solving the problem]

[0006] The vehicle control device, vehicle control method, and program according to this invention employ the following configuration. (1) A vehicle control device according to one aspect of the present invention comprises a recognition unit that recognizes the surrounding conditions of the vehicle, and a control unit that, based on the recognition result of the recognition unit, determines that an obstacle exists in front of the vehicle and controls either or both of the steering and / or acceleration / deceleration of the vehicle, wherein the control unit, when determined by the recognition unit to be present in front of the vehicle, performs steering control to move at least the vehicle to the center of the driving lane.

[0007] (2): In the embodiment of (1) above, the control unit performs steering control to move the vehicle to the center of the driving lane when the vehicle is traveling within a predetermined range in the center of the driving lane.

[0008] (3) In the embodiment of (1) above, the control unit performs steering control to move the vehicle toward the center of the driving lane when the obstacle is located on the side of the lane marking that defines the driving lane that is closer to the vehicle.

[0009] (4): In the embodiment of (1) above, the control unit performs steering control to move the vehicle toward the center of the driving lane when the obstacle is within a predetermined range relative to the vehicle in the width direction of the driving lane.

[0010] (5) In the embodiment of (1) above, the control unit does not perform steering control to move the vehicle to the center of the driving lane if the obstacle is located in the center of the driving lane or outside the center of the driving lane as seen from the vehicle.

[0011] (6) In the embodiment of (5) above, the control unit performs deceleration control of the vehicle when it does not perform steering control to move the vehicle to the center of the driving lane.

[0012] (7) In the embodiment of (1) above, the control unit further comprises a driving state detection unit for detecting the driving state of the occupant of the vehicle, and when the driving state detection unit detects distracted driving by the occupant, the control unit controls either or both of the steering or acceleration / deceleration of the vehicle.

[0013] (8) Another aspect of the present invention is a vehicle control method in which a computer recognizes the surrounding conditions of the vehicle, and if it is determined that there is an obstacle in front of the vehicle based on the recognized conditions, it controls either or both of the steering and / or acceleration / deceleration of the vehicle, and if it is determined that there is an obstacle in front of the vehicle, it performs steering control to move the vehicle to the center of the driving lane.

[0014] (9): A program according to another aspect of the present invention is a program that causes a computer to recognize the surrounding conditions of its own vehicle, and, based on the results of the recognition, if it is determined that there is an obstacle in front of the vehicle, to control one or both of the steering and / or acceleration / deceleration of the vehicle, and if it is determined that there is an obstacle in front of the vehicle, to execute steering control that moves the vehicle to the center of the driving lane. [Effects of the Invention]

[0015] According to the embodiments described in (1) to (9) above, the occupants can be given more appropriate vehicle control in accordance with the surrounding conditions of the vehicle. [Brief explanation of the drawing]

[0016] [Figure 1] It is a configuration diagram of the host vehicle M equipped with the vehicle control device according to the first embodiment. [Figure 2] It is a diagram for explaining the content of vehicle control related to collision avoidance. [Figure 3] It is a diagram for explaining the content of the attention - calling control. [Figure 4] It is a diagram for explaining the first operation determination of the attention - calling control. [Figure 5] It is a diagram for explaining the second operation determination of the attention - calling control. [Figure 6] It is a diagram for explaining the content of the contact - attention warning control. [Figure 7] It is a diagram for explaining the adjustment of the target position according to the presence or absence of an accelerator operation. [Figure 8] It is a diagram for explaining the content of the automatic steering avoidance control. [Figure 9] It is a diagram for explaining the steering control after the driver - steering trigger. [Figure 10] It is a diagram for explaining the conditions of the speed of the host vehicle M for starting control for each operation phase. [Figure 11] It is a diagram showing an example of the content of the override control for the deceleration - reduction control. [Figure 12] It is a diagram showing the relationship between the opening degree and the change rate of the accelerator pedal 84 in the override determination. [Figure 13] It is a flowchart showing an example of the process executed by the driving support device 100 in the first embodiment. [Figure 14] It is a flowchart showing an example of the process for deriving the contact margin value. [Figure 15] It is a flowchart showing an example of the override control process for the deceleration - reduction control. [Figure 16] It is a diagram showing the first embodiment of the centering steering control in the second embodiment. [Figure 17]This figure shows a second embodiment of centering steering control in the second embodiment. [Figure 18] This figure shows a third embodiment of centering steering control in the second embodiment. [Figure 19] This figure shows a fourth embodiment of centering steering control in the second embodiment. [Figure 20] This diagram illustrates the concept based on the lateral position of the object and the vehicle M. [Figure 21] This diagram illustrates the conditions for executing override control during centering steering control. [Figure 22] This flowchart shows an example of a process performed by the driver assistance device 100 in the second embodiment. [Figure 23] This flowchart shows an example of override control processing during centering steering control. [Modes for carrying out the invention]

[0017] Hereinafter, embodiments of the vehicle control device, vehicle control method, and program of the present invention will be described with reference to the drawings.

[0018] (First embodiment) [Overall structure] Figure 1 is a diagram showing the configuration of the vehicle M on which the vehicle control device of the first embodiment is installed. The vehicle M is, for example, a two-wheeled, three-wheeled, or four-wheeled vehicle, and its drive source is an internal combustion engine such as a diesel engine or a gasoline engine, an electric motor, or a combination thereof. The electric motor operates using power generated by a generator connected to the internal combustion engine, or power discharged from a secondary battery or fuel cell.

[0019] The vehicle M is equipped with, for example, a camera 10, a radar device 12, a LiDAR (Light Detection and Ranging) 14, an object recognition device 16, a communication device 20, an HMI (Human Machine Interface) 30, a vehicle sensor 40, a navigation device 50, an MPU (Map Positioning Unit) 60, a driver monitor camera 70, a driver control device 80, a driver assistance device 100, a driving force output device 200, a brake device 210, and a steering device 220. These devices and equipment are connected to each other by multiplex communication lines such as CAN (Controller Area Network) communication lines, serial communication lines, wireless communication networks, etc. Note that the configuration shown in Figure 1 is merely an example, and some of the configuration may be omitted, or other configurations may be added. The driver assistance device 100 is an example of a "vehicle control device".

[0020] Camera 10 is a digital camera that uses a solid-state image sensor such as a CCD (Charge Coupled Device) or CMOS (Complementary Metal Oxide Semiconductor). Camera 10 can be mounted at any location on the vehicle M. When imaging the area in front, camera 10 can be mounted on the top of the front windshield or behind the rearview mirror, etc. Camera 10 periodically and repeatedly images the area around the vehicle M. Camera 10 may also be a stereo camera.

[0021] The radar device 12 emits radio waves such as millimeter waves around the vehicle M and detects radio waves reflected by objects (reflected waves) to determine at least the position (distance and bearing) of an object. The radar device 12 can be mounted at any location on the vehicle M. The radar device 12 may also detect the position and velocity of an object using the FM-CW (Frequency Modulated Continuous Wave) method.

[0022] The LIDAR 14 irradiates light (or electromagnetic waves with a wavelength close to light) around the vehicle M and measures the scattered light. The LIDAR 14 detects the distance to the target based on the time from emission to reception. The irradiated light is, for example, pulsed laser light. The LIDAR 14 can be attached to any location on the vehicle M.

[0023] The object recognition device 16 performs sensor fusion processing on the detection results from some or all of the camera 10, radar device 12, and LIDAR 14 to recognize the position, type, speed, etc., of an object. The object recognition device 16 outputs the recognition results to the driver assistance device 100. The object recognition device 16 may output the detection results from the camera 10, radar device 12, and LIDAR 14 directly to the driver assistance device 100. The object recognition device 16 may be omitted from the vehicle M. Some or all of the camera 10, radar device 12, LIDAR 14, and object recognition device 16 are examples of "external environment detection devices".

[0024] The communication device 20 communicates with other vehicles in the vicinity of its own vehicle M, or with various server devices via a wireless base station, for example, by using a cellular network, Wi-Fi network, Bluetooth®, DSRC (Dedicated Short Range Communication), etc.

[0025] The HMI 30 presents various information to the occupants of the vehicle M and accepts input operations from the occupants. The HMI 30 includes, for example, a display unit 32 and a speaker 34. The display unit 32 is, for example, an LCD (Liquid Crystal Display) or an organic EL (Electro Luminescence) display device. The display unit 32 displays various images (including video) in the embodiment. The display unit 32 may be configured integrally with the input unit as a touch panel. The speaker 34 outputs predetermined sounds (for example, alarms). In addition to (or instead of) the display unit 32 and speaker 34, the HMI 30 may also include a microphone, buzzer, vibration generator (vibrator), touch panel, switch, key, etc.

[0026] The vehicle sensor 40 includes a vehicle speed sensor for detecting the speed of the vehicle M, an acceleration sensor for detecting acceleration, a yaw rate sensor for detecting yaw rate (for example, the angular velocity of rotation around the vertical axis passing through the center of gravity of the vehicle M), a compass sensor for detecting the orientation of the vehicle M, and a steering angle sensor for detecting the steering angle of the vehicle M (which may be the angle of the steering wheels or the operating angle of the steering wheel). The vehicle sensor 40 may also be provided with a position sensor for detecting the position of the vehicle M. The position sensor is, for example, a sensor that acquires position information (longitude and latitude information) from a GPS (Global Positioning System) device. Alternatively, the position sensor may be a sensor that acquires position information using a GNSS (Global Navigation Satellite System) receiver 51 of the navigation device 50.

[0027] The navigation device 50 includes, for example, a GNSS receiver 51, a navigation HMI 52, and a route determination unit 53. The navigation device 50 stores first map information 54 in a storage device such as an HDD (Hard Disk Drive) or flash memory. The GNSS receiver 51 determines the position of the vehicle M based on signals received from GNSS satellites. The position of the vehicle M may be determined or supplemented by an INS (Inertial Navigation System) that utilizes the output of vehicle sensors 40. The navigation HMI 52 includes a display device, speaker, touch panel, keys, etc. The navigation HMI 52 may be partially or completely shared with the HMI 30 described above. The route determination unit 53 determines, for example, a route (hereinafter referred to as the route on the map) from the position of the vehicle M determined by the GNSS receiver 51 (or any input position) to the destination input by the occupant using the navigation HMI 52, by referring to the first map information 54. The first map information 54 is, for example, information in which the road shape is represented by links indicating roads and nodes connected by those links. The first map information 54 may also include information such as road curvature and POI (Point of Interest) information. The route on the map is output to the MPU 60. The navigation device 50 may provide route guidance using the navigation HMI 52 based on the route on the map. The navigation device 50 may be implemented, for example, by the functions of a terminal device such as a smartphone or tablet held by an occupant. The navigation device 50 may transmit the current location and destination to the navigation server via the communication device 20 and obtain a route equivalent to the route on the map from the navigation server.

[0028] The MPU 60 includes, for example, a recommended lane determination unit 61 and stores second map information 62 in a storage device such as an HDD or flash memory. The recommended lane determination unit 61 divides the map route provided by the navigation device 50 into multiple blocks (for example, every 100m with respect to the direction of vehicle travel) and determines a recommended lane for each block by referring to the second map information 62. The recommended lane determination unit 61 makes decisions such as which lane from the left the vehicle should travel in. In addition, if there is a branching point on the map route, the recommended lane determination unit 61 determines a recommended lane so that the vehicle M can travel along a reasonable route to proceed to the branching point. The second map information 62 is map information with higher accuracy than the first map information 54. The second map information 62 includes, for example, information on the center of the lane, or lane boundary information such as road markings that demarcate the lanes. The second map information 62 may include road information, traffic regulation information, address information (address and postal code), facility information, telephone number information, etc. The second map information 62 may be updated as needed by the communication device 20 communicating with other devices. In addition, the first map information 54 and the second map information 62 may be stored in the memory unit of the driver assistance device 100.

[0029] The driver monitor camera 70 is a digital camera that uses a solid-state image sensor such as a CCD or CMOS. The driver monitor camera 70 is mounted at any location in the vehicle M in a position and orientation that allows it to capture the head and upper body (including the position of the hands) of the occupant (hereinafter referred to as the driver) seated in the driver's seat of the vehicle M from the front (in a direction that captures the face). For example, the driver monitor camera 70 is mounted on top of a display device located in the center of the instrument panel of the vehicle M. The driver monitor camera 70 outputs an image of the interior of the vehicle M, including the driver, taken from its mounted position, to the driver assistance device 100.

[0030] The driver control elements 80 include, for example, a steering wheel 82, an accelerator pedal 84, a brake pedal 86, a turn signal control switch, a shift lever, and other controls. The driver control elements 80 are equipped with sensors that detect the amount of operation or whether or not an operation is performed, and the detection results are output to the driver assistance device 100, or to some or all of the driving force output device 200, the brake device 210, and the steering device 220.

[0031] For example, the steering wheel 82 is equipped with a steering wheel sensor (SW sensor) 82A. The SW sensor 82A detects whether or not the driver is gripping the steering wheel 82. The SW sensor 82A also detects the amount of operation (steer torque, steering amount) performed by the driver on the steering wheel 82. The steering wheel 82 does not necessarily have to be ring-shaped; it may be an irregularly shaped steering wheel, a joystick, a button, or the like. In that case, the SW sensor 82A detects the amount of operation corresponding to each form.

[0032] The accelerator pedal 84 is fitted with an accelerator pedal sensor (AP sensor) 84A. The AP sensor 84A detects the amount of operation (opening) of the accelerator pedal 84, which changes in response to the driver's operation of the accelerator pedal 84. The brake pedal 86 is equipped with a brake pedal sensor (BP sensor) 86A. The BP sensor 86A detects the amount of operation (opening) of the brake pedal 86, which changes in response to the driver's operation of the brake pedal 86.

[0033] The driving force output device 200 outputs driving force (torque) to the drive wheels for the vehicle M to move. The driving force output device 200 includes, for example, a combination of an internal combustion engine, an electric motor, and a transmission, and an ECU (Electronic Control Unit) that controls them. The ECU controls the above configuration according to information input from the driver assistance device 100 or from the driver control device 80.

[0034] The brake system 210 includes, for example, a brake caliper, a cylinder that transmits hydraulic pressure to the brake caliper, an electric motor that generates hydraulic pressure in the cylinder, and an ECU. The ECU controls the electric motor according to information input from the driver assistance device 100 or from the driver control unit 80, so that brake torque corresponding to the braking operation is output to each wheel. The brake system 210 may also include a backup mechanism that transmits hydraulic pressure generated by the operation of the brake pedal included in the driver control unit 80 to the cylinder via a master cylinder. The brake system 210 is not limited to the configuration described above, and may also be an electronically controlled hydraulic brake system that controls an actuator according to information input from the driver assistance device 100 to transmit hydraulic pressure from the master cylinder to the cylinder.

[0035] The steering device 220 includes, for example, a steering ECU and an electric motor. The electric motor, for example, applies force to a rack and pinion mechanism to change the direction of the steering wheels. The steering ECU drives the electric motor to change the direction of the steering wheels according to information input from the driver assistance device 100 or from the driver control device 80.

[0036] [Driving assistance system] The driver assistance device 100 includes, for example, a recognition unit 110, a driving state detection unit 120, a contact possibility determination unit 130, a control unit 140, an HMI control unit 150, and a storage unit 160. The recognition unit 110, the driving state detection unit 120, the contact possibility determination unit 130, the control unit 140, and the HMI control unit 150 are realized, for example, by a hardware processor such as a CPU (Central Processing Unit) executing a program (software). Furthermore, some or all of these components may be realized by hardware (including circuitry) such as an LSI (Large Scale Integration), ASIC (Application Specific Integrated Circuit), FPGA (Field-Programmable Gate Array), or GPU (Graphics Processing Unit), or by the cooperation of software and hardware. The program may be stored in advance in a storage device such as the HDD or flash memory of the driver assistance device 100 (a storage device equipped with a non-transient storage medium), or it may be stored in a removable storage medium such as a DVD or CD-ROM, and installed in the HDD or flash memory of the driver assistance device 100 when the storage medium (non-transient storage medium) is mounted on a drive device. The HMI control unit 150 is an example of a "notification control unit".

[0037] For example, the driving force output device 200, brake device 210, and steering device 220 are configured internally so that instructions from the driving assistance device 100 to the driving force output device 200, brake device 210, and steering device 220 are executed with priority over detection results from the driver control device 80. Regarding braking, if the braking force based on the amount of operation of the brake pedal 86 is greater than the instruction from the driving assistance device 100, the system may be configured to prioritize the latter. Furthermore, communication priority in the in-vehicle LAN (Local Area Network) may be used as a mechanism to prioritize the execution of instructions from the driving assistance device 100.

[0038] The memory unit 160 may be implemented using the various storage devices described above, or an SSD (Solid State Drive), EEPROM (Electrically Erasable Programmable Read Only Memory), ROM (Read Only Memory), or RAM (Random Access Memory), etc. The memory unit 160 stores, for example, programs and other various information. The memory unit 160 may also store the map information described above (first map information 54, second map information 62).

[0039] The recognition unit 110 recognizes the surrounding conditions of the vehicle M based on information input from the external environment detection device. For example, the recognition unit 110 recognizes the position and state, such as speed and acceleration, of objects in the surrounding area (for example, within a predetermined distance from the vehicle M). Objects include, for example, other vehicles, bicycles, and pedestrians. The position of an object is recognized as a position on an absolute coordinate system with a representative point of the vehicle M (such as the center of gravity or the center of the drive axis) as the origin, and is used for control. The position of an object may be represented by a representative point such as the center of gravity or a corner of the object, or it may be represented by a region. The "state" of an object may include the object's acceleration, jerk, or "action state" (for example, whether or not it is changing lanes or is about to change lanes). The recognition unit 110 also recognizes the relative position and relative speed of objects.

[0040] Furthermore, the recognition unit 110 recognizes, for example, the lane in which the vehicle M is traveling (driving lane). For example, the recognition unit 110 recognizes the driving lane by comparing the road marking pattern (for example, an arrangement of solid and dashed lines) obtained from the second map information 62 with the road marking pattern around the vehicle M recognized from the image captured by the camera 10. The recognition unit 110 may also recognize the driving lane by recognizing not only road markings, but also road boundaries (road boundaries) including road markings, shoulders, curbs, median strips, guardrails, etc. In this recognition, the position of the vehicle M obtained from the navigation device 50 and the processing results by INS may also be taken into consideration. The recognition unit 110 recognizes obstacles, stop lines, red lights, toll booths, and other road events from the object recognition results. Obstacles are objects that the vehicle M needs to avoid contact with, and include, for example, other vehicles.

[0041] When recognizing a driving lane, the recognition unit 110 recognizes the position and orientation of the vehicle M relative to the driving lane. For example, the recognition unit 110 may recognize the deviation of the vehicle M's reference point from the center of the lane, and the angle it makes with a line connecting the centers of the lanes in the direction of travel, as the relative position and orientation of the vehicle M relative to the driving lane. Alternatively, the recognition unit 110 may recognize the position of the vehicle M's reference point relative to any side edge of the driving lane (road marking or road boundary), etc., as the relative position of the vehicle M relative to the driving lane.

[0042] The driving state detection unit 120 detects a predetermined driving state of the occupant (driver) of the vehicle M. The predetermined driving state is, for example, a state of distracted driving. Distracted driving is a state in which the driving operations of the vehicle M become slow (or not operated) due to a decrease in the driver's attention, etc. For example, based on the detection result of the SW sensor 82A, the driving state detection unit 120 detects the driver's distracted driving state if the state in which the steering operation of the steering wheel 82 by the driver is below a threshold (determination threshold TH1 described later) continues for a predetermined time or longer. Alternatively, based on the detection results of the AP sensor 84A and the BP sensor 86A, the driving state detection unit 120 may also detect the driver's distracted driving state if the change in the opening degree of the accelerator pedal 84 and brake pedal 86 continues for a predetermined time or longer. The predetermined time mentioned above may be set variably, for example, by the speed of the vehicle M or the margin before the vehicle M comes into contact with an obstacle (for example, another vehicle). This allows for a more accurate determination of inattentive driving based on the speed of the vehicle M and the positional relationship between the vehicle M and the obstacle. The predetermined time may be a fixed time.

[0043] Furthermore, the driving state detection unit 120 may detect that the driver is in a state of distracted driving if it determines that the driver's state, as detected based on the analysis results of the images captured by the driver monitor camera 70, is not suitable for driving. A state that is not suitable for driving includes, for example, when the driver is not monitoring the surroundings of their vehicle M (especially the area in front) due to distraction, or when it is predicted that the driver's concentration is reduced based on their facial expression (a sleepy face, a face in pain, etc.).

[0044] Furthermore, the driving state detection unit 120 may detect the content of the driver's driving operations. For example, the driving state detection unit 120 may detect the driver's steering amount (torque amount of steer torque) based on the detection result of the SW sensor 82A, or it may detect the operation (opening degree) of the accelerator pedal 84 based on the detection result of the AP sensor 84A, or it may detect the operation (opening degree) of the brake pedal 86 based on the BP sensor 86A. In addition, the driving state detection unit 120 may detect a state in which the driver is not driving.

[0045] The contact possibility determination unit 130 recognizes whether there is a possibility of contact between the vehicle M and an obstacle (for example, another vehicle) based on the surrounding conditions (external information) recognized by the recognition unit 110. For example, the contact possibility determination unit 130 determines whether there is a possibility of contact between the vehicle M and another vehicle based on the contact margin value with respect to the other vehicle (preceding vehicle) located in front of the vehicle M, based on the surrounding conditions. The contact margin value is a value set based on, for example, the contact margin time TTC (Time To Collision), but it may also be a value set based on the inter-vehicle time THW (Time Headway). The contact margin time TTC is derived, for example, by dividing the relative distance between the vehicle M and the other vehicle by the relative speed. The inter-vehicle time THW is derived, for example, by dividing the relative distance (inter-vehicle distance) by the speed of the vehicle M. The contact margin time (TTC) may be derived using, for example, a trained model or a predetermined function that outputs the contact margin time (TTC) when the positions and speeds of the vehicle M and the other vehicle are input, or it may be derived using a correspondence table that associates relative speed and relative position with the contact margin time (TTC). The same derivation method applies to the inter-vehicle time (THW). For example, the shorter the contact margin time (TTC) (or inter-vehicle time (THW)), the smaller the contact margin value (in other words, the longer the contact margin time, the larger the contact margin value). For example, the contact possibility determination unit 130 determines that there is a possibility of contact between the vehicle M and the other vehicle if the contact margin value is less than a threshold, and determines that there is no possibility of contact if it is above the threshold.

[0046] The control unit 140 controls either the steering or acceleration / deceleration of the vehicle M, or both, based on at least one of the recognition results from the recognition unit 110, the detection results from the driving state detection unit 120, and the determination results from the contact possibility determination unit 130. The control unit 140 includes, for example, a braking control unit 142 and a steering control unit 144.

[0047] Based on the recognition results of the recognition unit 110, the braking control unit 142 determines that an obstacle exists in front of the vehicle M and performs deceleration control of the vehicle M based on the target deceleration of the vehicle M. The braking control unit 142 also performs braking control of the vehicle M in response to, or regardless of, the driving operations (hereinafter referred to as driver operations) performed by the driver of the vehicle M. For example, the braking control unit 142 sets a deceleration state based on the contact margin value between the vehicle M and the obstacle and executes deceleration control based on the set deceleration state. The braking control unit 142 includes, for example, a gradual deceleration control unit 142A and a contact avoidance braking control unit 142B.

[0048] The slow deceleration control unit 142A performs slow deceleration control of the vehicle M when the recognition unit 110 determines that an obstacle (for example, another vehicle) is present in front of the vehicle M. Slow deceleration control is a control (warning control) that prompts the driver to pay attention to approaching other vehicles through the vehicle behavior of deceleration, and is different from contact avoidance control which is aimed at avoiding contact with obstacles (however, it may result in avoiding contact with an obstacle). For example, when the slow deceleration control unit 142A determines that an obstacle is present in front of the vehicle M, it derives a target deceleration for the vehicle M and decelerates the vehicle M without driver intervention to approach the derived target deceleration. Slow deceleration control may also be performed when the driving state detection unit 120 detects that the driver is driving inattentively, or when the contact margin value satisfies the operating conditions for slow deceleration control.

[0049] Furthermore, the slow deceleration control unit 142A may discontinue slow deceleration control if the driving state detection unit 120 detects that the driver has operated the accelerator pedal (operated the accelerator pedal 84) to a predetermined value (e.g., a predetermined amount) or more during slow deceleration control. In this way, by determining the driver's intention through accelerator operation, a more appropriate override control (switching to manual driving by the driver) can be performed on the slow deceleration control. The predetermined value (determined amount) may be changed based on the operating speed of the driver's accelerator operation. For example, the slow deceleration control unit 142A may set the predetermined value smaller when the operating speed is above the predetermined speed than when it is below the predetermined speed, and larger when it is below the predetermined speed than when it is above the predetermined speed. Alternatively, the slow deceleration control unit 142A may change the predetermined value according to the target deceleration, setting the predetermined value larger as the target deceleration increases. This makes it possible to achieve a more appropriate override determination according to the driver's driving situation and the surrounding conditions of the vehicle M.

[0050] The collision avoidance braking control unit 142B performs emergency braking control to avoid contact between the vehicle M and an obstacle. For example, if the collision avoidance braking control unit 142B determines, based on the surrounding conditions recognized by the recognition unit 110, that there is a possibility of the vehicle M coming into contact with an obstacle, it performs braking control (deceleration control) to avoid contact. The braking control performed by the collision avoidance braking control unit 142B includes, for example, CMBS (Collision Mitigation Brake System) control to assist in collision avoidance or damage mitigation. The braking control performed by the collision avoidance braking control unit 142B may be performed, for example, after gradual deceleration control, or when the contact margin value satisfies the operating conditions for the braking control.

[0051] The steering control unit 144 controls the steering of the vehicle M. The steering control unit 144 includes, for example, a centering steering control unit 144A and a contact avoidance steering control unit 144B. When the recognition unit 110 determines that there is an obstacle in front of the vehicle M, the centering steering control unit 144A executes steering control (centering steering control) to move the vehicle M toward the center of the driving lane. This steering control is not intended to avoid contact with the obstacle, but rather to alert the driver to the obstacle ahead by causing the vehicle to move laterally toward the center (however, it may result in avoiding contact with the obstacle). This steering control allows the driver to become aware of the obstacle ahead early, contributing to driving that avoids contact. The centering steering control may also be executed when the driving state detection unit 120 detects that the driver is driving inattentively, or when the contact margin value satisfies the operating conditions for the steering control. Furthermore, the aforementioned gradual deceleration control and centering steering control may be performed separately, or they may be performed simultaneously at the same time (for example, during the warning control phase).

[0052] The contact avoidance steering control unit 144B controls the steering of the vehicle M to avoid contact with an obstacle. For example, if it is possible for the vehicle M to avoid the obstacle within its lane, the contact avoidance steering control unit 144B will perform steering operations to move the vehicle in a direction that avoids contact with the obstacle, without requiring steering input from the driver, as long as it does not deviate from the same lane. Alternatively, after the vehicle M has crossed a lane marking and performed an avoidance operation with an obstacle due to steering input from the driver, the contact avoidance steering control unit 144B may perform steering control of the vehicle M to stabilize its behavior after the avoidance operation. The steering control performed by the contact avoidance steering control unit 144B may be performed, for example, after centering steering control, and may be performed when the contact margin value satisfies the operating conditions for the above steering control.

[0053] The control unit 140 may also perform controls other than the vehicle control described above. For example, the control unit 140 may perform LKAS (Lane Keeping Assistance System) control (lane keeping control) to steer the vehicle M to keep it within the driving lane. In this case, the control unit 140 assists the driver's steering operation by controlling the steering device 220 to prevent the vehicle M from deviating from the driving lane.

[0054] The HMI control unit 150 notifies the occupants (including the driver) of predetermined information via the HMI 30. The predetermined information includes, for example, information related to the driving of the vehicle M, such as information regarding the status of the vehicle M and information regarding driving control. Information regarding the status of the vehicle M includes, for example, the speed of the vehicle M, engine speed, and shift position. Information regarding driving control includes, for example, the type of driving control being performed (e.g., gradual deceleration, centering steering control, collision avoidance braking control, collision avoidance steering control), the reason for the operation of the driving control, and the status of the driving control. Information regarding driving control may also include information regarding warnings and alerts to the driver. The predetermined information may also include information regarding the current position and destination of the vehicle M, the remaining fuel level, and information unrelated to the driving control of the vehicle M, such as content stored on a storage medium such as a television program or DVD (e.g., a movie).

[0055] For example, the HMI control unit 150 may generate an image containing the predetermined information described above and display the generated image on the display unit 32 of the HMI 30, or it may generate audio indicating the predetermined information and output the generated audio from the speaker 34 of the HMI 30. The timing of the audio output may be, for example, when driving control is started or stopped, when an incoming call is received, when the displayed image is switched, or when the vehicle M reaches a predetermined state. The HMI control unit 150 may also output the information received by the HMI 30 to the control unit 140 or the like.

[0056] [Control Unit] Next, the details of vehicle control by the control unit 140 will be explained. Figure 2 is a diagram illustrating the content of vehicle control related to collision avoidance. The example in Figure 2 shows the content of vehicle control when it is determined that there is a possibility of collision based on the collision margin time TTC. In the example in Figure 2, time T1 is the earliest, and the times T2, T3, T4, and T5 are in the order of decreasing time.

[0057] First, let's assume that at time T1 in Figure 2, the contact possibility determination unit 130 determines that there is a possibility of contact between the vehicle M and the obstacle. If a contact possibility is determined, the control unit 140 performs a warning control ((1) in the figure) to prompt the driver to pay attention to the surroundings (especially the direction of travel) based on the contact margin time TTC and the detection result of the driving state detection unit 120.

[0058] Figure 3 is a diagram illustrating the content of the warning control. In the example in Figure 3, lanes L1 and L2 are shown, which can be traveled in the same direction (X-axis direction in the figure). Lane L1 is demarcated by road markings LN1 and LN2, and lane L2 is demarcated by road markings LN2 and LN3. In the example in Figure 3, it is assumed that the vehicle M is traveling in lane L1 at speed VM, and that the vehicle m1 traveling ahead of vehicle M (preceding vehicle) is traveling in lane L1 ahead of vehicle M at speed Vm1. The following explanation assumes that the other vehicle m1 is an obstacle.

[0059] In the example shown in Figure 3, the control unit 140 performs a warning control when the time T2 is such that the contact margin time TTC (contact margin value), based on the relative position and relative speed between the vehicle M and the other vehicle m1, is less than or equal to a first predetermined value (predetermined time), and when it is detected that the driver is driving carelessly. Time T2 is, for example, a value set so that the contact margin time TTC is between approximately 3 and 4 seconds, but it may be set variably based on relative speed, relative position, road shape, etc.

[0060] The warning control includes, for example, at least one of the following: gradual deceleration control by the gradual deceleration control unit 142A and centering steering control by the centering steering control unit 144A. The gradual deceleration control performed in the warning control is control in the first deceleration state. The gradual deceleration control unit 142A sets a target deceleration (first target deceleration) so that a load (longitudinal G) of a first upper limit deceleration (approximately 0.1 [G]) is applied to the driver in the direction of travel (longitudinal direction). In addition, in the warning control (first deceleration state), the gradual deceleration control unit 142A may first perform gradual deceleration control with a first deceleration force (for example, longitudinal G of 0.05 [G]), and then perform deceleration control with a second deceleration force (for example, longitudinal G of 0.1 [G]) which is greater than the first deceleration force. By controlling the deceleration rate to increase in stages in this way, the burden on the driver and other occupants at the start of the gradual deceleration control can be reduced, and the risk of occupants being startled by the gradual deceleration control can be suppressed.

[0061] Furthermore, in the warning control, the centering steering control unit 144A performs centering steering control to steer the vehicle M toward the center of the driving lane (lane L1). Details of the centering steering control will be described later (second embodiment). In the example in Figure 3, the control unit 140 generates a future target trajectory K1 of the vehicle M corresponding to the gradual deceleration and centering steering control, and controls the steering and speed of the vehicle M to travel along the target trajectory K1.

[0062] Furthermore, at time T2, the HMI control unit 150 may generate an image showing the reason for the driver's warning control (gradual deceleration, centering steering control), and display the generated image on the display unit 32 to notify the driver (however, there is no audio output). This allows the driver to be informed of the approach of an obstacle and prompts them to take caution, and encourages the occupants to take early evasive action.

[0063] In this case, when the operation decision is made using the contact margin time TTC, there is a possibility that the warning control may not be able to be performed at the appropriate timing when the relative speed between the vehicle M and the other vehicle m1 is 0 (zero). Also, if the other vehicle m1 decelerates or the vehicle M accelerates, the operation timing may be delayed. Therefore, in the first embodiment, in the control that performs gradual deceleration or centering steering control, the position of the other vehicle m1 before or after a predetermined time is estimated, a contact margin value is derived from the estimated position, and the operation decision of warning control such as gradual deceleration control or centering steering control is made. Several examples of operation decisions for warning control are described below. In the following description, the contact margin value is assumed to be set based on the inter-vehicle time THW.

[0064] [First activation determination] Figure 4 is a diagram illustrating the first operation determination of the warning control. The example in Figure 4 shows the situation of the self-vehicle M and another vehicle m1 traveling in lane L1, which is demarcated by road markings LN1 and LN2. For example, as shown in Figure 4, the control unit 140 derives the contact margin value between the self-vehicle M and the other vehicle m1 by assuming that the position of the other vehicle m1 is at the position after a first predetermined time, and makes a first determination of whether or not to execute contact avoidance control (e.g., warning control) based on the derived contact margin value.

[0065] In the example shown in Figure 4, the control unit 140 assumes the position of the other vehicle m1 after a first predetermined time based on the speed Vm1 of the other vehicle m1, and calculates the inter-vehicle time THW based on the distance D1 between the assumed position and the vehicle M and the speed VM of the vehicle M. The control unit 140 then determines whether to execute warning control if the contact margin value based on the calculated inter-vehicle time THW is less than a threshold, and whether to execute warning control if it is above the threshold. In this way, the first determination allows for the calculation of the contact margin value with a margin of distance equivalent to the first predetermined time, so that the warning control (gradual deceleration control, centering steering control) can be operated with a certain degree of margin. Therefore, the occupants can be more reliably recognized as being in a dangerous situation. Furthermore, even in situations where the inter-vehicle distance becomes shorter unintentionally, warning control can be performed earlier.

[0066] [Second activation determination] Figure 5 is a diagram illustrating the second operation determination of the warning control. In the second operation determination, the recognition unit 110 estimates the inter-vehicle distance D2 and speed (speed VM# of the vehicle M) after a second predetermined time based on the position and speed VM of the vehicle M recognized by the recognition unit 110 and the position and speed Vm1 of the other vehicle m1. Based on the estimation result, a contact margin value is derived, and a second determination is made as to whether or not to execute contact avoidance control (e.g., warning control) based on the derived contact margin value. In other words, the control unit 140 calculates the inter-vehicle time THW based on the inter-vehicle distance D2 and the speed VM# of the vehicle M after a second predetermined time. The control unit 140 then determines to execute warning control if the contact margin value based on the calculated inter-vehicle time THW is less than the threshold, and determines not to execute warning control if it is above the threshold. According to the second operation determination, for example, even if the other vehicle m1 decelerates suddenly, the possibility of delays in vehicle control and notification can be reduced.

[0067] Here, the second predetermined time is, for example, about 1 second, but is not limited to this. Also, the first predetermined time is, for example, shorter than the second predetermined time (for example, about 0.5 seconds). This prevents the position of the other vehicle m1 from deviating significantly from its actual position, thus enabling more appropriate operation determination.

[0068] Returning to Figure 2, if the driver does not take any action to alert others to their surroundings (or override control) even after the above-mentioned alert control has been performed, and the contact margin time TTC (contact margin value) falls below a predetermined value (predetermined time) at time T3, and the driver is detected to be driving carelessly, then the contact warning control ((2) in the figure) is performed. Time T3 is, for example, the time when the contact margin time TTC is approximately 2 seconds.

[0069] Figure 6 is a diagram illustrating the content of the contact warning control. Figure 6 shows a scenario in which the contact margin time (TTC) becomes 2 seconds, with no driver accelerator operation, following the situation shown in Figure 3. In the contact warning control stage, the slow deceleration control unit 142A sets a target deceleration (second target deceleration) and executes slow deceleration control according to the set second target deceleration. Alternatively, it may generate a target trajectory K2 for executing slow deceleration control and control the vehicle M to travel along the generated target trajectory K2. The slow deceleration control executed in the contact warning control is control in the second deceleration state. In the second deceleration state, the slow deceleration control unit 142A sets a target deceleration (second target deceleration) so that the load (longitudinal G) in the direction of travel (longitudinal direction) is greater than the first upper limit deceleration, but below the second upper limit deceleration (approximately 0.2 G). This makes it clearer to the driver that their vehicle M is approaching another vehicle m1. In this way, by controlling deceleration while increasing the deceleration rate as needed, more time can be created to alert other vehicles m1, allowing the driver to drive with ample time to avoid contact with other vehicles m1.

[0070] Here, when the slow deceleration control unit 142A performs deceleration by warning control or contact warning control, it may adjust the above-mentioned target deceleration and the position where deceleration by the target deceleration is completed (for example, the target stopping position of the vehicle M) based on the detection result of the AP sensor 84A, depending on whether or not it has detected accelerator operation by the driver of its own vehicle M. Figure 7 is a diagram illustrating the adjustment of the target position depending on whether or not accelerator operation is performed. For example, if accelerator operation by the driver is detected, the slow deceleration control unit 142A sets a position (first target position P1) that slightly overlaps the main unit area when viewed from above with respect to the other vehicle m1 (for example, several tens [cm] forward from the rear end), and sets a first target deceleration that will complete deceleration by the time the vehicle M reaches the first target position P1. The first target position P1 is set behind the other vehicle m1 in the longitudinal direction. Furthermore, if no driver accelerator operation is detected, a target position (second target position P2) is set behind the first target position P1 (in other words, on the side of the vehicle M or in front of the vehicle M), and a second target deceleration is set so that the vehicle M can complete deceleration before reaching the second target position P2. By performing deceleration based on the above-mentioned target deceleration, the slow deceleration control unit 142A can suppress excessive deceleration and allow the driver to intervene in the deceleration operation as much as possible.

[0071] Furthermore, during contact warning control, in addition to (or instead of) gradual deceleration control, centering steering control by the centering steering control unit 144A may be performed as described above. Also, during contact warning control, the HMI control unit 150 may perform control (warning escalation control) to highlight the image of the warning information displayed on the display unit 32 or to output the warning to the speaker 34. This makes it possible to notify the driver of the high probability of contact while decelerating, and to further clearly prompt the driver to pay attention and take contact avoidance actions.

[0072] Returning to Figure 2, at time T4, when it is determined that automatic avoidance is possible within the driving lane after the execution of the collision warning control, the steering control unit 144 executes automatic steering avoidance control (shown as (3) in Figure 2). Figure 8 is a diagram illustrating the content of the automatic steering avoidance control. In the example in Figure 8, for example, this is the control when the driver has not operated the accelerator after the execution of the collision warning control. In this case, the collision avoidance steering control unit 144B generates a target trajectory K3 for driving through the avoidance space if an avoidance space exists within the driving lane, based on the area of ​​the driving lane and the position of the other vehicle m1, and executes steering control (speed control if necessary) so that the vehicle M drives along the generated target trajectory K3. In addition, the collision avoidance steering control unit 144B may also perform acceleration / deceleration control in addition to steering control. Furthermore, during automatic steering avoidance control, the HMI control unit 150 may continue to execute the warning escalation control described above. This makes it possible to achieve more appropriate vehicle control by executing automatic steering control when steering avoidance is possible with a highly safe control.

[0073] At this time, CMBS control may be executed in parallel by the collision avoidance braking control unit 142B. If CMBS control is executed, the automatic steering avoidance control described above and the collision avoidance steering control described later do not need to be executed.

[0074] Returning to Figure 2, at time T5, when the driver operates the steering wheel 82 (detecting the driver steering trigger) and steers in a direction to avoid the other vehicle m1, the collision avoidance steering control unit 144B performs collision avoidance steering control to prevent further deviation from the adjacent lane (lane L2) adjacent to the driving lane (lane L1) (Figure 2 (4)). Collision avoidance steering control may be performed after automatic steering avoidance control or after collision warning control.

[0075] Figure 9 is a diagram illustrating steering control after a driver steering trigger. In the example in Figure 9, if there is no space on the vehicle's lane L1 to avoid contact between the vehicle M and another vehicle m1, and a driver steering trigger (steering amount by the driver exceeding a threshold value on the steering wheel 82) is detected, the contact avoidance steering control unit 144B allows the vehicle M to move from lane L1 to the adjacent lane L2, and further controls the steering of the vehicle M to prevent it from deviating further from the adjacent lane L2. For example, it generates a target trajectory K4 for changing lanes to lane L2, and performs steering assistance so that the position of the vehicle M approaches the target trajectory K4 through steering operations by the driver. In addition, during contact avoidance steering control, the HMI control unit 150 may continue to execute the above-mentioned warning escalation control. This enables more appropriate vehicle control after emergency avoidance steering is performed by the driver's steering operation.

[0076] Furthermore, if the contact margin time (TTC) approaches the limit value immediately after the warning control shown in Figure 2 (1), and the driver performs a steering operation, the control unit 140 executes contact avoidance steering control (driver steering assistance control) to prevent the vehicle from crossing further into the adjacent lane, similar to the control in Figure 2 (4) (Figure 2 (5)). In this case, the HMI control unit 150 may perform notification control such as notifying the driver that steering assistance is active or issuing an alarm.

[0077] Furthermore, in the above-mentioned warning, collision warning, automatic steering avoidance, and collision avoidance steering operation phases, conditions related to the vehicle's speed M may be added to the conditions for activation. Figure 10 is a diagram illustrating the conditions for the vehicle's speed M to initiate control for each operation phase. For example, in collision avoidance steering control in automatic steering avoidance and collision avoidance steering (steering assistance), one of the activation conditions is that the vehicle's speed VM is 40 [km / h] or higher. Since this control is performed after warning, a collision avoidance is possible with the driver's brake operation if the collision margin time TTC is about 2 [seconds]. In addition, centering steering control in warning and collision warning is controlled to be executed when the vehicle's speed VM is 30 [km / h] or higher. Furthermore, gradual deceleration control in warning and collision warning is controlled to be executed when the vehicle's speed VM is 30 [km / h] or higher if accelerator operation (AP operation) is performed. This speed is below the steering avoidance limit speed and within the performance margin of the CMBS control, so setting this condition enables more appropriate driving control. In addition, if there is no AP operation, the control is set to execute when the vehicle speed VM of the own vehicle M is 5 km / h or higher. In other words, the speed is set lower when no driver AP operation is detected than when an AP operation is detected. By relaxing the conditions for initiating gradual deceleration control when no AP operation is detected, gradual deceleration control can be performed in various situations, including distracted driving in traffic jams, and collisions between the own vehicle M and other vehicles m1 can be avoided more safely.

[0078] [About override control] The gradual deceleration control in the above-mentioned warning and collision warnings may be stopped midway through the gradual deceleration control by a predetermined operation by the driver. Hereafter, the above content will be referred to as override control for gradual deceleration. Figure 11 is a diagram showing an example of the content of override control for gradual deceleration control. In the example of Figure 11, as shown in Figure 3, etc., when the vehicle M and its preceding vehicle m1 are on lane L1, the state of the vehicle M, the driver, and the vehicle control as time progresses is shown. In the example of Figure 11, time T11 is the earliest, and it is assumed that it gets progressively slower in the order of T12, T13, T14, and T15.

[0079] The period from time T11 to T12 shown in Figure 11 is a state in which the driver is determined to be in a distracted state. During this period, the driver operates the accelerator, and the vehicle M is traveling at a constant speed (vertical G is 0 (zero)). In addition, no information is output to the HMI30, and no deceleration control is performed.

[0080] From time T12 onward, the control unit 140 performs slow deceleration control because the conditions for executing slow deceleration control have been met. In this case, a longitudinal G-force is generated in the vehicle M during slow deceleration. At this stage, a notification of the reason for the operation (image display only) is output to the HMI 30. In the example in Figure 11, the driver feels the longitudinal G-force due to slow deceleration and recognizes the notification output by the HMI 30, thereby recognizing the area in front of the vehicle M and deciding on the next action (driving operation).

[0081] At time T13, the driver performs an accelerator operation to accelerate the vehicle M while gradual deceleration control is being executed. At this point, since the accelerator operation has not exceeded a predetermined amount, gradual deceleration control continues, and the HMI30 continues to output notifications for the reason for operation. Then, at time T14, when the accelerator operation exceeds a predetermined amount, the gradual deceleration control unit 142A stops gradual deceleration control. Subsequently, the vehicle M accelerates according to the accelerator opening due to the driver's manual operation, generating a longitudinal G associated with acceleration. As a result, override control for gradual deceleration is executed. In the example in Figure 11, since the accelerator operation is kept constant from time T14 onward, the vehicle M accelerates to a speed corresponding to the accelerator operation after the override, and reaches a constant speed when the speed VM reaches the speed corresponding to the accelerator opening (time T15). After the override control is executed, notifications such as warnings and alarms from the HMI30 also end, and gradual deceleration control is not executed until the next conditions for gradual deceleration are met.

[0082] The braking control unit 142 will discontinue the gradual deceleration control if the driving state detection unit 120 detects an accelerator operation exceeding a predetermined value, but the predetermined value may be changed depending on the accelerator operation speed.

[0083] Figure 12 shows the relationship between the opening degree and the rate of change of the accelerator pedal 84 in override determination. In the example in Figure 12, the AP opening degree and the rate of change of the AP opening degree are shown in two patterns. In each pattern, the horizontal axis represents time, and the vertical axis represents the AP opening degree and the rate of change of the AP opening degree. For example, in pattern 1, if a predetermined opening degree △OP (e.g., about 3-5%) is opened using a time △T1 of about 3-4 seconds, it can be considered that there is no intention to stop the slow deceleration control that is being performed at that time. In contrast, as shown in pattern 2, if a predetermined opening degree △OP is opened in a short time △T2 (e.g., about 1 second), it can be considered a reaction to the slow deceleration control. Based on the above reasoning, the rate of change when a predetermined opening degree is opened within a predetermined time is used as a basis to determine whether or not to perform override control for the slow deceleration control.

[0084] For example, the braking control unit 142 may, as in pattern 2, make an override determination based on whether the AP opening change rate is greater than or equal to a predetermined value (for example, whether there is an AP operation of 3 to 5 percent in 0.5 to 1 second). Alternatively, the braking control unit 142 may perform override control when the AP operation amount increases by 10 to 20 percent or more, based on the AP opening at the start of control, regardless of the AP opening change rate. The braking control unit 142 may also change the threshold for determining whether or not to perform override control according to the deceleration of gradual deceleration. In this case, the threshold should be lower for smaller deceleration (or higher for larger deceleration). The braking control unit 142 may also determine whether or not to perform override control based on whether or not an AP opening change rate or AP opening has occurred that generates the acceleration necessary to counteract the deceleration due to gradual deceleration.

[0085] Furthermore, the braking control unit 142 may set a smaller predetermined value when the speed at which the driver operates the accelerator is above a predetermined speed, and set a larger predetermined value when the speed at which the driver operates the accelerator is below a predetermined speed. In this way, by determining the driver's intention from the driver's accelerator operation speed, a more appropriate override determination can be made during gradual deceleration. In addition, by making an override determination when the AP opening change rate is above a predetermined value (3-5%), an override determination can be made in a short time, accommodating drivers who operate the AP quickly. Furthermore, by making an override determination when the AP operation amount increases by 10-20% or more (10-20%) based on the AP opening at the start of control, an override determination can be made even if an override determination cannot be made with AP operation in a short time. This allows for drivers who operate the AP slowly. In addition, by changing the override determination threshold according to the deceleration of gradual deceleration (for example, target deceleration) (for example, lower if the deceleration is small, and higher if the deceleration is large), the determination threshold is changed according to the deceleration, allowing it to be matched to the driver's driving feel.

[0086] [First Embodiment: Processing Flow] Figure 13 is a flowchart showing an example of a process performed by the driver assistance device 100 in the first embodiment. In the example of Figure 13, the process related to gradual deceleration control among the processes performed by the driver assistance device 100 will be explained in particular.

[0087] In the example shown in Figure 13, the recognition unit 110 recognizes the surrounding conditions of the vehicle M (step S100). Next, the driving state detection unit 120 detects the driving state of the occupant (driver) of the vehicle M (step S110). The driving state detection unit 120 determines whether the driver is driving distractedly or not (step S120). If it is determined that the driver is driving distractedly, the contact possibility determination unit 130 determines whether there is another vehicle m1 (an example of an obstacle) in front of the vehicle M (step S130). If it is determined that there is another vehicle m1 in front, it derives the contact margin value between the vehicle M and the other vehicle m1 (step S140). Details of the process in step S140 will be described later.

[0088] Next, the slow deceleration control unit 142A determines whether the contact margin value satisfies the operating conditions for slow deceleration control (in other words, the execution conditions for warning control) (step S150). If it is determined that the operating conditions are met, it derives a target deceleration based on the detection result of the driver's accelerator operation detected by the driving state detection unit 120 (step S160). Next, the slow deceleration control unit 142A executes slow deceleration control according to the derived target deceleration (step S170). This completes the flowchart process. Furthermore, if it is determined in step S120 that the driving is not distracted, if it is determined in step S130 that there are no other vehicles ahead, or if it is determined in step S150 that the contact margin value does not satisfy the operating conditions for slow deceleration control, the flowchart process also terminates.

[0089] Figure 14 is a flowchart illustrating an example of the process for deriving the contact margin value. The process shown in Figure 14 details the process in step S140. In the process in Figure 14, the contact possibility determination unit 130 calculates the contact margin value (first margin value) between the vehicle M and the other vehicle m1 with the other vehicle m1 at the position of the Furthermore, the process for deriving the contact margin value may be performed by either the process in steps S141 to S142 (first process) or the process in steps S143 to S145 (second process) alone. Also, if both the first and second processes are performed, the first predetermined time may be set to be shorter than the second predetermined time.

[0090] Figure 15 is a flowchart showing an example of override control processing for gradual deceleration control. In the example in Figure 15, the recognition unit 110 recognizes the surrounding conditions of the vehicle M (step S200). Next, the driving state detection unit 120 detects the driver's driving state (step S210). Next, the gradual deceleration control unit 142A determines whether or not it has received an accelerator operation of a predetermined amount or more during gradual deceleration (step S220). If it determines that it has received an accelerator operation of a predetermined value or more, it stops the gradual deceleration control (step S230). This completes the processing of this flowchart. Also, if it is determined in step S220 that it has not received an accelerator operation of a predetermined value or more during gradual deceleration control, the processing of this flowchart also completes. The predetermined amount in step S220 may be adjusted, for example, according to the driver's accelerator operation speed.

[0091] As described above, according to the first embodiment, more appropriate vehicle control can be provided to the occupants according to the surrounding conditions of the vehicle. For example, according to the first embodiment, in the warning control, the target deceleration is changed depending on whether or not the driver's accelerator operation is detected, and by performing gradual deceleration control according to the changed target deceleration, the occupants can be informed of the approach of an obstacle, and the occupants can be prompted to pay attention or take deceleration action. Also, according to the first embodiment, in the contact warning control, by further increasing the deceleration rate, the occupants can be made aware that there is a high possibility of contact with an obstacle while decelerating, and the occupants can be prompted to take deceleration action. Furthermore, according to the first embodiment, by performing gradual deceleration control when the driver is driving inattentively, unnecessary warnings can be suppressed, and more appropriate vehicle control can be provided to the driver.

[0092] Furthermore, according to the first embodiment, for example, during gradual deceleration control which operates before CMBS control is activated, the override threshold can be changed according to the operating speed of the accelerator pedal 84, thereby determining the occupant's intention from the driver's AP operating speed and making a more appropriate override determination. Also, according to the first embodiment, by making an override determination according to the rate of change in the opening of the accelerator pedal, the determination can be made in a short time, and it can accommodate drivers who operate the AP quickly. Also, according to the first embodiment, by using the opening of the accelerator pedal 84 at the start of gradual deceleration control as a reference, and executing override control when the subsequent operating amount increases by a predetermined amount or more, it can accommodate drivers who operate the AP slowly. Also, according to the first embodiment, since the determination threshold is changed according to the deceleration, it is possible to make an override determination that matches the driver's driving feel.

[0093] Furthermore, according to the first embodiment, by revising the position of the preceding vehicle to the position after a first predetermined time in the interval between the vehicle and the preceding vehicle and deriving the contact margin time, even if the preceding vehicle decelerates suddenly when the relative speed is the same and the distance between vehicles is short, gradual deceleration or centering can be operated with ample margin. In addition, dangerous situations can be recognized early by the occupants. By estimating the distance and relative speed between the vehicle and the preceding vehicle after a second predetermined time and calculating the contact margin time based on the estimation result, the possibility of delays in vehicle control and notification when the preceding vehicle decelerates suddenly can be reduced. As a result, it is possible to respond to the deceleration of the preceding vehicle when the distance between vehicles is short, and to respond to the sudden deceleration of the preceding vehicle when the distance between vehicles is short.

[0094] (Second embodiment) In the first embodiment described above, the focus was mainly on deceleration control for avoiding contact with objects. In the second embodiment, the focus will be mainly on steering control of the vehicle M. The second embodiment can be configured similarly to the vehicle M described in the first embodiment. Therefore, the functional configuration of the vehicle M shown in Figure 1 will be used below, and its specific explanation will be omitted.

[0095] In the second embodiment, the centering steering control unit 144A performs centering steering control to steer the vehicle M toward the center of the driving lane when the recognition unit 110 determines that an obstacle (for example, another vehicle m1) is present in front of the vehicle M. Several embodiments of the centering steering control will be described below.

[0096] (First example) Figure 16 shows a first embodiment of centering steering control in the second embodiment. In the example in Figure 16, the vehicle M and a preceding vehicle m1 are shown traveling in lane L1, which is demarcated by road markings LN1 and LN2. For example, when approaching an obstacle ahead, the centering steering control unit 144A generates a target trajectory K5 to position the vehicle M at the center CL1 of the lane, and performs steering control so that the vehicle M travels along the generated target trajectory K5.

[0097] In this way, by steering the vehicle M to the center of the lane CL1, if the driver is unaware of an obstacle ahead, the change in the lateral behavior of the vehicle M (in the width direction of the driving lane) can alert the driver to the obstacle ahead, thus contributing to avoiding contact with the obstacle ahead. Note that the steering control in the attention-raising control is a behavior intended to encourage the driver to monitor the surroundings, and is therefore different from the steering control used to avoid another vehicle m1. However, in the steering control in the first embodiment, the vehicle is steered in a direction away from the other vehicle m1, making it easier for the driver to perform evasive maneuvers afterward.

[0098] (Second example) Figure 17 shows a second embodiment of centering steering control in the second embodiment. In the example in Figure 17, the case where another vehicle m1 is located near the center of the lane CL1 from the perspective of the vehicle M, or on the opposite side of the vehicle M via the center of the lane CL1 (outside the center of the lane CL but within the same lane), is schematically shown. In this case, the centering steering control unit 144A does not perform steering control to move the vehicle M to the center of the lane CL. In this case, the control unit 140 may generate a target trajectory K6 that travels along the lane marking LN2, which is closer to the vehicle M, and control the vehicle to travel along the generated target trajectory K6. In this case, the control unit 140 may also perform LKAS control to prevent the vehicle M from deviating from the driving lane. Furthermore, in the second embodiment, when steering control to move the vehicle M to the center of the driving lane is not performed, the control unit 140 may perform deceleration control of the vehicle M (for example, gradual deceleration control).

[0099] (Third example) Figure 18 shows a third embodiment of centering steering control in the second embodiment. As shown in Figure 18, in the third embodiment, regardless of the position of the other vehicle m1 on the lane L1 (near the center of the lane, near the road markings that demarcate the lane L1), if the vehicle M is within the lane center error range, the centering steering control unit 144A generates a target trajectory K7 to move the vehicle M to the center of the lane CL1, and performs steering control to travel along the generated target trajectory K7. In this way, the driver can be made aware of the presence of a preceding vehicle by the lateral movement behavior of the vehicle M.

[0100] (Fourth embodiment) Figure 19 shows a fourth embodiment of centering steering control in the second embodiment. In the fourth embodiment, when another vehicle m1 is located within a predetermined range (error range) relative to the vehicle M in the width direction of the driving lane, steering control is performed to move the vehicle M toward the center of the driving lane. As shown in Figure 19, in the fourth embodiment, when the lateral positions of the vehicle M and the other vehicle m1 are close (when the relative relationship cannot be determined), the centering steering control unit 144A generates a target trajectory K8 so that the vehicle M moves toward the center CL1 of the lane, and controls the steering of the vehicle M so that the vehicle M travels along the generated target trajectory K8.

[0101] In the fourth embodiment, positioning the vehicle M at the center of the lane CL1 results in steering towards the other vehicle m1. However, the steering control for alerting the driver is intended to make the driver aware of the other vehicle and is different from steering control to avoid contact with the other vehicle m1. By performing this control, the vehicle M is positioned at the center of the lane L1 when the driver becomes aware of the other vehicle, making it easier to steer in either the left or right direction, as well as decelerate, during subsequent manual driving.

[0102] [Centering judgment] Here, we will explain the lateral positional relationship (in the width direction of the driving lane) between the vehicle M and an object (other vehicles or the center of the lane) used to determine whether or not to perform centering steering control. Figure 20 is a diagram to explain the concept based on the lateral position of the object and the vehicle M. In the example of Figure 20, the relationship between the lateral position on the road between the projected rear end of an object such as another vehicle and the position of the vehicle M is shown. The lane center error range is set, for example, so that the lateral distance W1 between the center CM of the vehicle M and the lane center CL1 is approximately 0.3 to 0.5 [m] to the left and right of the lane center CL1. This is because, in a typical lane, the vehicle M is generally considered to be located near the lane center CL1 up to a distance W of about 0.5 [m]. However, at 0.5 [m], the vehicle M may be closer to one of the road markings. Therefore, when the distance W1 is within approximately 0.3 [m], it is determined that the vehicle M is within the lane center error range.

[0103] Furthermore, regarding the error range between the center CM of the vehicle M and the center Cm1 of the object, if the distance W2 is within 0.2 to 0.3 [m], it is determined that the lateral position of the vehicle M and the object are close, and the vehicle M is steered to the center CL1 of the lane. However, the steering control may cause the vehicle M to wobble within a range of ±0.2 [m], and errors will occur in the accuracy of external environment recognition. Therefore, it is considered that there is a range where the lateral displacement between the vehicle M and the object is about 0.2 [m] and cannot be used for judgment, so a lower limit of 0.2 [m] is set for the distance W2. In addition, if this value is increased, centering will be performed even for objects that are clearly located in a range where the lateral position overlaps with the vehicle M and do not require centering. Therefore, by setting the distance W2 for determining whether the lateral position is close or not with an upper limit of about 0.3 [m], a more appropriate judgment can be made.

[0104] [Regarding override control for centering steering control] Furthermore, regarding the centering steering control described above, if predetermined conditions are met by the driver's steering operation during execution, the centering steering control may be stopped and the system may switch to manual driving by the driver. The details of the override control for centering steering control will be explained below. Figure 21 is a diagram illustrating the conditions for executing override control during centering steering control. In the example of Figure 21, the relationship between the steering angle of the vehicle M and the torque characteristics of the steering wheel 82 is shown, with the horizontal axis representing the steering angle of the vehicle M and the vertical axis representing the torque amount (steer torque) of the steering wheel 82. In addition, in the example of Figure 21, a determination threshold TH1 for determining whether or not the driving is inattentive, a determination threshold TH2 (an example of the first threshold) for overriding forward steering during centering steering control, and a determination threshold TH3 (an example of the second threshold) for overriding reverse (opposite) steering during centering steering control are shown. "Forward direction" refers to a case where, for example, the direction of the torque (steer torque) of the steering wheel 82 and the direction of rotation of the steering wheel 82 are the same. "Reverse direction" refers to a case where, for example, the direction of the torque (steer torque) of the steering wheel 82 and the direction of rotation of the steering wheel 82 are opposite.

[0105] The threshold TH1 used to determine whether or not the driver is driving carelessly is set to a steering torque smaller than the steering angle at which the direction of the vehicle M changes. This allows for the detection of careless driving before the direction of the vehicle M changes.

[0106] Furthermore, during centering steering control, the centering steering control unit 144A executes override control to discontinue centering steering control if the driver's steering torque (steering amount) exceeds a threshold. In the determination for executing this override control (hereinafter referred to as override determination), the centering steering control unit 144A changes the threshold depending on whether the driver's steering direction is forward or reverse of the steering performed by the centering steering control. In this way, by performing the override determination while considering the driver's intention from the steering direction of the driver's steering wheel 82, a more appropriate override determination can be made during centering steering control.

[0107] For example, the judgment threshold TH2 for forward steering is set to be smaller than the judgment threshold TH3 for forward steering. This allows the driver's intention to act contrary to the centering steering control to be taken into consideration, enabling more appropriate override decisions during centering. Conversely, by setting the judgment threshold TH3 for reverse steering to be larger than the judgment threshold TH2, a more appropriate override can be achieved by considering the driver's intention not to act contrary to the steering control, or the state in which the driver is being influenced by the steering caused by the centering steering control.

[0108] The override determination for centering steering is applied, for example, from the start of centering steering control by warning control to contact warning control. Furthermore, the determination threshold TH3 for steering in the reverse direction may correspond to, for example, the override determination threshold for LKAS control (an example of a third threshold). Similarly, the determination threshold TH2 for steering in the forward direction may correspond to, for example, the override determination threshold for automatic steering avoidance control or contact avoidance steering control (an example of a fourth threshold). For example, when the control unit 140 cancels LKAS control if the driver's steering torque amount (steering amount) during LKAS control is greater than or equal to the third threshold, the determination threshold TH2 (first threshold) is set to a value closer to the third threshold than the determination threshold TH3 (second threshold). By setting the threshold to a value close to (or equivalent to) the override determination threshold of other driving assistance (existing driving control) in this way, it becomes easier for the driver to understand the amount of operation required for override.

[0109] [Second Embodiment: Processing Flow] Figure 22 is a flowchart showing an example of processing performed by the driver assistance device 100 in the second embodiment. In the example in Figure 22, the processing performed by the driver assistance device 100 will be described in particular, with a focus on the centering steering control process. Furthermore, the processing in steps S300 to S340 shown in Figure 22 is the same as the processing in steps S100 to S140 shown in Figure 13, so its explanation here is omitted.

[0110] In the example shown in Figure 22, after calculating the contact margin, the centering steering control unit 144A determines whether the contact margin satisfies the operating conditions for centering steering control (step S350). If it is determined that the operating conditions are met, it determines whether the other vehicle m1 is located closer to the center of the driving lane or on the opposite side of the lane (within the same lane) than the vehicle M, based on the positional relationship between the other vehicle m1 recognized by the recognition unit 110 (step S360). If it is determined that the other vehicle m1 is not located closer to the center of the driving lane or on the opposite side of the lane, the centering steering control unit 144A executes centering steering control to steer the vehicle M toward the center of the driving lane (step S370). Also, in the process of step S360, if it is determined that the other vehicle m1 is located closer to the center of the driving lane or on the opposite side of the lane than the vehicle M, the centering steering control unit 144A drives the vehicle M along the lane marking closest to it (in other words, it does not steer toward the center) (step S380). This completes the processing of this flowchart.

[0111] Furthermore, if it is determined in step S320 that the vehicle is not driving carelessly, if it is determined in step S330 that there are no other vehicles ahead, or if it is determined in step S350 that the contact margin value does not meet the operating conditions for centering steering control, this flowchart process will terminate.

[0112] Figure 23 is a flowchart showing an example of override control processing during centering steering control. In the example in Figure 23, the recognition unit 110 recognizes the surrounding conditions of the vehicle M (step S400). Next, the driving state detection unit 120 detects the driver's driving state (step S410). Next, the centering steering control unit 144A determines whether the amount of steering (steer torque) of the steering wheel 82 by the driver is greater than or equal to a threshold during centering steering control (step S420). If it is determined that the amount of steering is greater than or equal to the threshold, the centering steering control unit 144A stops the centering steering control (step S430). Also, if it is determined in step S420 that the amount of steering is not greater than or equal to the threshold, the processing in this flowchart ends.

[0113] As described above, according to the second embodiment, more appropriate vehicle control can be provided to the occupants depending on the surrounding conditions of the vehicle. For example, according to the second embodiment, when approaching an obstacle ahead, steering towards the center of the lane allows the occupants to become aware of the obstacle ahead if they were unaware of it, thus contributing to avoiding contact with the obstacle ahead. Also, when the vehicle M is within the lane center error range, steering towards the center of the lane assists in steering towards the center of the lane even if other vehicles are near the center of the lane, increasing the likelihood that occupants will become aware of the obstacle from the vehicle's behavior if they were unaware of it. Furthermore, when an obstacle exists on the road marking side relative to the vehicle M, steering towards the center of the lane can assist in avoiding the obstacle. In addition, when the lateral position of the vehicle and the obstacle are close (the relative relationship cannot be determined), steering towards the center of the lane can assist in avoiding the obstacle. Furthermore, according to the second embodiment, when an obstacle exists on the lane center side of the vehicle M, or on the opposite lane line across the lane center, steering along the lane line closer to the vehicle M (without performing centering steering) enables more appropriate steering assistance depending on the situation. Also, even when there is clearly a distance to the obstacle, deceleration can increase the likelihood that the occupants will notice the obstacle from the vehicle's behavior if they are unaware of it. In addition, by performing centering steering control when it is determined that the driver is driving inattentively, attention control is performed only on drivers who are not driving inattentively, thus suppressing unnecessary control.

[0114] Furthermore, according to the second embodiment, in override control for centering steering control, by considering the occupant's intentions from the driver's steering direction and then making a steering override determination, a more appropriate override determination can be made in centering. Also, according to the second embodiment, by setting a first threshold set for the forward direction and a second threshold set for the reverse direction, and setting the second threshold to a higher value than the first threshold, the occupant's intentions contrary to steering control can be considered, and a more appropriate override determination can be made in centering. Furthermore, according to the second embodiment, the occupant's intentions contrary to steering control can be considered, and by setting the override threshold to be equivalent to that of normal driving assistance, it becomes easier for the occupant to grasp the amount of operation required for override.

[0115] [Differentiation] Each of the first and second embodiments may be combined with at least a part of the other embodiment. For example, centering steering control may be performed in conjunction with the execution of gradual deceleration control for warning purposes. Alternatively, one of gradual deceleration control or centering steering control may be selected and executed depending on road conditions, the position and number of surrounding vehicles, etc. For example, if it is determined that the driver is driving inattentively, gradual deceleration control and centering steering control may be performed, and if it is determined that the driver is not driving inattentively, either gradual deceleration control or centering steering control may be performed. Furthermore, gradual deceleration control may be performed when centering steering control is not performed (for example, when driving along road markings) or when the vehicle M moves in a direction that approaches another vehicle m1 by performing centering steering control. In this way, appropriate vehicle control can be performed according to the state of the driver.

[0116] Furthermore, in the embodiments described above, gradual deceleration control and centering steering control may be performed without determining whether or not the driver is driving inattentively. Also, the numerical values ​​shown in the embodiments described above are merely examples and may be adjusted as appropriate depending on road conditions (shape, number of lanes, road type), the driver's driving condition (degree of inattentiveness), vehicle conditions (speed, vehicle type, shape, number of passengers), etc.

[0117] The embodiments described above can be expressed as follows. A storage medium that stores computer-readable instructions, A processor connected to the storage medium, The processor executes the computer-readable instructions to: Recognize the surrounding conditions of your vehicle, Based on the recognized results, if it is determined that an obstacle exists in front of the vehicle, the steering and / or acceleration / deceleration of the vehicle will be controlled. If it is determined that an obstacle exists in front of the vehicle, the system will perform steering control to move the vehicle to the center of the driving lane. Vehicle control device.

[0118] Although embodiments for carrying out the present invention have been described above using examples, the present invention is not limited in any way to these embodiments, and various modifications and substitutions can be made without departing from the spirit of the present invention. [Explanation of symbols]

[0119] 10...Camera, 12...Radar device, 14...LIDAR, 16...Object recognition device, 20...Communication device, 30...HMI, 40...Vehicle sensor, 50...Navigation device, 60...MPU, 70...Driver monitor camera, 80...Driver control unit, 82...Steering wheel, 84...Accelerator pedal, 86...Brake pedal, 100...Driving assistance device, 110...Recognition unit, 120...Driving state detection unit, 130...Contact possibility determination unit, 140...Control unit, 142...Braking control unit, 144...Steering control unit, 150...HMI control unit, 160...Storage unit, 200...Driving force output device, 210...Brake device, 220...Steering device, M...Own vehicle

Claims

1. A recognition unit that recognizes the surrounding conditions of the vehicle, The system includes a control unit that controls either or both of the steering or acceleration / deceleration of the vehicle when it is determined, based on the recognition result of the recognition unit, that an obstacle exists in front of the vehicle. When the control unit determines that an obstacle exists in front of the vehicle, it performs steering control to move the vehicle to the center of the driving lane, The steering control is a warning control that causes the occupants of the vehicle to become aware of the obstacle by moving the vehicle laterally. The control unit, when the vehicle is traveling within a predetermined range from the center of the driving lane, executes steering control to move the vehicle to the center of the driving lane, regardless of the position of the obstacle within the driving lane. Vehicle control device.

2. When the recognition unit determines that an obstacle exists in front of the vehicle, the control unit executes deceleration control of the vehicle as a warning control to alert the occupants of the vehicle to the obstacle. The vehicle control device according to claim 1.

3. The vehicle further includes a driving state detection unit that detects the driving state of the occupants of the vehicle, The control unit controls either the steering or acceleration / deceleration of the vehicle, or both, when the driving state detection unit detects that the occupant is driving inattentively. The vehicle control device according to claim 1.

4. Computers Recognize the surrounding conditions of your vehicle, Based on the recognized results, if it is determined that an obstacle exists in front of the vehicle, the steering and / or acceleration / deceleration of the vehicle will be controlled. If it is determined that an obstacle exists in front of the vehicle, the steering control is performed to move the vehicle to the center of the driving lane, The steering control is a warning control that causes the occupants of the vehicle to become aware of the obstacle by moving the vehicle laterally. When the vehicle is traveling within a predetermined range from the center of the driving lane, regardless of the location of the obstacle in the driving lane, steering control is performed to move the vehicle to the center of the driving lane. Vehicle control method.

5. On the computer, Allow the vehicle to recognize its surroundings, Based on the recognition results, if it is determined that an obstacle exists in front of the vehicle, the system will control either the steering or acceleration / deceleration of the vehicle, or both. If it is determined that an obstacle exists in front of the vehicle, the steering control is performed to move the vehicle to the center of the driving lane, The steering control is a warning control that causes the occupants of the vehicle to become aware of the obstacle by moving the vehicle laterally. When the vehicle is traveling within a predetermined range from the center of the driving lane, regardless of the position of the obstacle within the driving lane, steering control is performed to move the vehicle to the center of the driving lane. program.

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