Vehicle control device, vehicle control method, and program thereof

Abstract

To provide a vehicle control apparatus, a vehicle control method, and a program thereof which are able to more appropriately control an own vehicle for a specific situation.SOLUTION: A vehicle control apparatus (DS) includes: a first control system (11) which executes first operation for reducing a possibility of a collision with an obstacle present in a predicted traveling area of an own vehicle; and a second control system (12) which executes second control for automatically stopping the own vehicle when a driver is in an abnormal condition where the driver cannot drive the own vehicle normally. The apparatus is configured in such a manner that "first operation start condition during non-execution of the second control" which needs to be satisfied for starting execution of the first operation when the second control is not being executed, and "first operation start condition during execution of the second control" which needs to be satisfied for starting execution of the first operation when the second control is being executed, are different from each other.SELECTED DRAWING: Figure 1

Description

Technical Field

[0001] The present invention relates to a vehicle control device, a vehicle control method, and a program thereof that execute a first control (for example, collision avoidance support control) for avoiding a collision between the host vehicle and an obstacle, and a second control (for example, emergency stop control) for decelerating and stopping the host vehicle when the driver is in a state where the driver cannot drive the host vehicle normally (hereinafter referred to as an "abnormal state").

Background Art

[0002] Conventionally, there has been known a vehicle control device that detects an obstacle in front of the host vehicle and executes automatic braking, which is one of the collision avoidance support operations, when it is predicted that the host vehicle will collide with the obstacle. One such vehicle control device (hereinafter referred to as a "conventional device") determines whether driving operations such as an accelerator operation and / or a steering operation by the driver are detected when it is predicted that the host vehicle will collide with the obstacle, and whether those driving operations are incorrect operations. Then, when it is determined that those driving operations are not incorrect operations, the conventional device does not execute automatic braking and gives priority to the driving operations by the driver. That is, the conventional device permits override control. On the other hand, when it is determined that those driving operations are incorrect operations, the conventional device prohibits override control and executes automatic braking (see, for example, Patent Document 1).

[0003] Furthermore, there has been developed a device (driver abnormality response system: EDSS) that determines whether the driver is in an abnormal state including a "sudden change in physical condition that is difficult for the driver to predict in advance", and performs control (hereinafter referred to as "emergency stop control") to decelerate the host vehicle and stop it at a safe location when such a determination is made (see, for example, Patent Document 2).

Prior Art Documents

Patent Documents

[0004]

Patent Document 1

[0005] However, in situations where a collision with an obstacle is predicted and the driver incapacitation response system is activated (i.e., emergency stop control is performed), there has been insufficient consideration of how to control the vehicle. As a result, there may be cases where the vehicle cannot be properly controlled in such special circumstances.

[0006] This invention was made to solve the above problems. Specifically, one of the objectives of this invention is to provide a vehicle control device, a vehicle control method, and a program thereof that can more appropriately control the vehicle in the above-mentioned special circumstances.

[0007] One embodiment (DS) of the vehicle control device of the present invention is: A first control system (first control device 11) performs a first action to reduce the possibility of collision between the vehicle and an obstacle present in the predicted area of ​​the vehicle's movement, If information is received that the driver of the vehicle is in an abnormal state in which he is unable to operate the vehicle normally, the second control system (second control device 12) executes a second control to automatically stop the vehicle, It is equipped with.

[0008] And the vehicle control device (DS) is, The system is configured such that the "first operation start condition when the second control is not being executed" which must be met for the first control system to start executing the first operation when the second control system is not executing the second control, and the "first operation start condition when the second control is being executed" which must be met for the first control system to start executing the first operation when the second control system is executing the second control, are different from each other (steps 230, 240).

[0009] In this embodiment, the "conditions for initiating the first action when the second control is not being executed" and the "conditions for initiating the first action when the second control is being executed" are set to be different from each other. Therefore, as described below, the first action to reduce the possibility of collision can be appropriately initiated depending on whether or not the second control for automatically stopping the vehicle is being executed.

[0010] In one embodiment of the present invention, The first operation start condition during the non-execution of the second control is a condition that is met when a collision index value, which is correlated with the probability of the vehicle colliding with the obstacle, reaches a first collision determination threshold (steps 440 and 450). The first operation start condition during the execution of the second control is a condition that is met when the collision index value reaches the second collision determination threshold (steps 470 and 450), The second collision determination threshold is set to a value at which the collision index value reaches an earlier point in time than the point at which the collision index value reaches the first collision determination threshold.

[0011] For example, the collision index value is the time until the vehicle is expected to collide with the obstacle, which is the time until the collision is expected to occur. The early collision detection threshold (TthLarge), which is set as the second collision detection threshold, is set to a value greater than the standard collision detection threshold (TthNormal), which is set as the first collision detection threshold.

[0012] According to this embodiment, if the driver is in an abnormal state and the second control, which automatically stops the vehicle, is being executed, the "first action to reduce the possibility of collision between the vehicle and an obstacle" is initiated at an earlier time than when the second control is not being executed. Therefore, according to this embodiment, a collision between the vehicle and an obstacle can be avoided more reliably. Furthermore, if the first action is automatic braking, the first action, which is automatic braking, is executed earlier while the second control is being executed, so the need to rapidly decelerate the vehicle with automatic braking to avoid a collision is reduced. Consequently, since the vehicle is not rapidly decelerated by automatic braking, the "possibility of a vehicle behind suddenly approaching the vehicle" while the second control is being executed can be reduced.

[0013] In one embodiment of the present invention, The first operation start condition when the second control is not being executed (step 530: No) is a condition that is met when the collision index value, which correlates with the probability of the vehicle colliding with the obstacle, reaches a first collision determination threshold (step 580, step 560: Yes) when the operation determination condition is not met (step 540: No), and a condition that is met when the collision index value reaches a third collision determination threshold (step 550, step 560: Yes) when the operation determination condition is met (step 540: Yes). The first operation start condition during the execution of the second control (step 530: Yes) is a condition that is met when the collision index value reaches the first collision determination threshold, regardless of whether the operation determination condition is met or not (steps 580, 560: Yes), The third collision determination threshold is set to a value at which the collision index value reaches a later time than the time at which the collision index value reaches the first collision determination threshold.

[0014] For example, the collision index value is the time until the vehicle is expected to collide with the obstacle, which is the time until the collision is expected to occur. The delayed collision detection threshold (TthSmall), which is set as the third collision detection threshold, is set to a value smaller than the standard collision detection threshold (TthNormal), which is set as the first collision detection threshold.

[0015] According to this embodiment, if the second control for automatically stopping the vehicle is not in progress, the start of the first action will be delayed compared to when the operation determination condition that is met when the vehicle's driver controls are being operated is met. If the second control is not in progress, the driver may be attempting to avoid a collision by operating the driver controls. Therefore, this embodiment can prevent a situation from occurring where "the first action intervenes early and hinders collision avoidance actions by such driving operations."

[0016] In contrast, when the second control, which automatically stops the vehicle, is in progress, the likelihood of the driver performing correct driving operations is low. Therefore, according to the above embodiment, such driving operations are ignored, and the first action is initiated at an earlier timing (the same timing as when the operation judgment condition is not met when the second control is not in progress). Thus, according to the above embodiment, collisions between the vehicle and obstacles can be avoided more reliably. In addition, if the first action is automatic braking, the automatic braking is performed earlier during the execution of the second control, so there is less need to rapidly decelerate the vehicle with automatic braking. Therefore, the possibility of a vehicle behind suddenly approaching the vehicle can be reduced by automatic braking during the execution of the second control.

[0017] In one embodiment of the present invention, The first operation start condition when the second control is not being executed (step 615: No) is a condition that is met when the collision index value, which correlates with the probability of the vehicle colliding with the obstacle, reaches a first collision determination threshold (steps 645, 635) when the predetermined second control not being executed operation determination condition, which is met when the driver is operating the vehicle's control controls, is not met (step 625: No), and when the collision index value reaches a third collision determination threshold (steps 630, 635: Yes) when the second control not being executed operation determination condition is met (step 625: Yes), The first operation start condition during the execution of the second control (step 615: Yes) is a condition that is met when the collision index value reaches the first collision determination threshold (step 645, step 635: Yes) when the predetermined second control execution operation determination condition that is met when the driver is operating the driving control is not met (step 625: No), and a condition that is met when the collision index value reaches the third collision determination threshold (step 630, step 635: Yes) when the second control execution operation determination condition is met (step 625: Yes). The second control execution operation determination condition is set to be met when the driver operates the control device faster or more forcefully than the second control non-execution operation determination condition (steps 615, 620, and 650). The third collision determination threshold is set to a value at which the collision index value reaches a later time than the time at which the collision index value reaches the first collision determination threshold (steps 630, 645).

[0018] For example, the collision index value is the time until the vehicle is expected to collide with the obstacle, which is the time until the collision is expected to occur. The delayed collision detection threshold (TthSmall), which is set as the third collision detection threshold, is set to a value smaller than the standard collision detection threshold (TthNormal), which is set as the first collision detection threshold.

[0019] According to this aspect, when the second control for automatically stopping the host vehicle is being executed, the operation determination condition (i.e., the operation determination condition during the execution of the second control) is set such that it is satisfied when the driver operates the driving operator faster or more strongly than when the second control is not being executed (i.e., the operation determination condition when the second control is not being executed). Therefore, when there is a high possibility that the driver has fallen into an abnormal state (during the execution of the second control), the collision avoidance operation by the driving operation is permitted only when a clearer (more reliable) driving operation is detected.

[0020] In one aspect of the present invention, The first operation start condition when the second control is not being executed (step 770: No) is a condition that is satisfied when the collision index value, which has a correlation with the possibility of the host vehicle colliding with the obstacle, reaches the first collision determination threshold value when a predetermined operation determination condition when the second control is not being executed is not satisfied (step 730: No) when the driver is operating the driving operator of the host vehicle (steps 740, step 750: Yes), and is a condition that is satisfied when the collision index value reaches the third collision determination threshold value when the operation determination condition when the second control is not being executed is satisfied (step 730: Yes) (steps 780, step 750: Yes). The first operation start condition when the second control is being executed (step 770: Yes) is a condition that is satisfied when the collision index value reaches the first collision determination threshold value when a predetermined operation determination condition when the second control is being executed is not satisfied (step 730: No) when the driver is operating the driving operator (steps 740, step 750: Yes), and is a condition that is satisfied when the collision index value reaches the fourth collision determination threshold value when the operation determination condition when the second control is being executed is satisfied (step 730: Yes) (steps 790, step 750: Yes). That is, in this aspect, the second control non-executing operation determination condition and the second control executing operation determination condition are determined as operation determination conditions in step 730 of FIG. 7. Therefore, when the operation determination condition is not satisfied (step 730: No), regardless of whether the second control is being executed or not, the first operation start condition is a condition that is satisfied when the collision index value reaches the first collision determination threshold (steps 740, step 750).

[0021] Furthermore, the second control executing operation determination condition is the same condition as the second control non-executing operation determination condition (step 730), or compared to the second control non-executing operation determination condition, it is set to a condition that is satisfied when the driver operates the operation operator faster or more strongly (see steps similar to steps 615, step 620, and step 650).

[0022] In addition, the third collision determination threshold is set to a value that the collision index value reaches at a time later than the time when the collision index value reaches the first collision determination threshold (step 780), the fourth collision determination threshold is set to a value that the collision index value reaches at a time that is later than the time when the collision index value reaches the first collision determination threshold and earlier than the time when the collision index value reaches the third collision determination threshold (step 790).

[0023] For example, the collision index value is the collision margin time (TTC), which is the time until the time when the host vehicle is expected to collide with the obstacle, the delayed collision determination threshold (TthSmall) set as the third collision determination threshold is set to a value smaller than the standard collision determination threshold (TthNormal) set as the first collision determination threshold, the intermediate delayed collision determination threshold (TthMidSmall) set as the fourth collision determination threshold is set to a value smaller than the standard collision determination threshold (TthNormal) and larger than the delayed collision determination threshold (TthSmall).

[0024] According to this embodiment, when the operation determination condition is met, the start timing of the execution of the first operation is earlier when the second control is being executed compared to when the second control is not being executed.

[0025] Therefore, when the driver control is operated while the second control is in operation, a collision avoidance action based on the driver control is initially permitted, but the first action starts relatively earlier compared to when the driver control is operated while the second control is not in operation. Thus, the possibility of a collision between the vehicle and an obstacle while the second control is in operation can be reduced.

[0026] In one embodiment of the present invention, The first control system is If the second control is not performed (step 810: No), When the collision index value, which correlates with the probability of the vehicle colliding with the obstacle, reaches the collision determination threshold when the second control is not executed (step 815: Yes), if the predetermined second control not executed operation determination condition, which is met when the driver is operating the vehicle's control controls, is not met (step 910: No), the system determines that the first operation start condition when the second control is not executed has been met and starts executing the first operation (steps 920, 825: Yes, 830). If the second control not executed operation determination condition is met (step 910: Yes), the system does not execute the first operation (steps 930, 825: No, 835). The meaning of "do not execute the first operation" can be said to be "prohibit the first operation" or "cancel the first operation".

[0027] Furthermore, if the second control is being performed (step 810: Yes), When the collision index value reaches the collision determination threshold during the execution of the second control (step 840: Yes), if the predetermined operation determination condition during the execution of the second control, which is met when the driver is operating the driving control, is not met (step 1010: No), the system determines that the first operation start condition during the execution of the second control has been met and starts the execution of the first operation (steps 1020, 850: Yes, 855). When the operation determination condition during the execution of the second control is met (step 1010: Yes), the system does not execute the first operation (steps 1030, 850: No, 860).

[0028] In addition, the second control execution collision determination threshold is set to a value at which the collision index value reaches an earlier time than the time at which the collision index value reaches the second control non-execution collision determination threshold (steps 810, 815). The second control execution operation determination condition is set to a different condition from the second control non-execution operation determination condition (step 820, Figure 9, step 845, Figure 10, Figure 11).

[0029] According to this embodiment, during the execution of the second control, it is determined from an earlier point (when the collision index value reaches the collision judgment threshold during the execution of the second control) whether or not the operation judgment condition during the execution of the second control has been met, and based on the result of that determination, the first action can be started from an earlier point. Therefore, collisions between the vehicle and obstacles can be avoided more reliably. Furthermore, if the first action is automatic braking, since automatic braking is started relatively early during the execution of the second control, there is less need to rapidly decelerate the vehicle with automatic braking. As a result, during the execution of the second control, the possibility of a vehicle behind suddenly approaching the vehicle due to the first action, automatic braking, can be reduced.

[0030] In the above embodiment, the second control execution operation determination condition is set to be met when the driver operates the control device faster or more forcefully than the second control non-execution operation determination condition (step 910 in Figure 9 and step 1010 in Figure 10).

[0031] Therefore, if there is a high probability that the driver is in an abnormal state (during the execution of the second control), collision avoidance actions by driving operations are permitted only when a clearer (more certain) driving operation is detected.

[0032] In the above embodiment, The second control non-execution operation determination condition is set to be met when the vehicle is steered, regardless of the direction of travel of the vehicle due to said steering (step 820, Figure 9). The second control execution operation determination condition is set to be met when the vehicle is steered and the direction of travel of the vehicle is changed by the steering to avoid collision with the obstacle (step 845, Figure 11).

[0033] In the above embodiment, The second control non-execution operation determination condition is set to be met when an operation is performed on the accelerator pedal, brake pedal, and steering wheel of the vehicle (step 910), The second control execution operation determination condition is set to be met when an operation is performed on the steering wheel and a steering collision avoidance state is created in which the direction of travel of the vehicle is changed in a direction that avoids collision with the obstacle as a result of the operation on the steering wheel. However, it is set not to be met if an operation is performed on either the accelerator pedal or the brake pedal of the vehicle but the steering collision avoidance state is not created (steps 1110 and 1130).

[0034] According to these embodiments, the second control execution operation determination condition is set to be met when the vehicle is steered and the direction of travel of the vehicle changed by that steering is in a direction that avoids collision with an obstacle. Therefore, when the second control is being executed, if there is steering that is clearly done to avoid a collision, the first action is not executed, and the collision avoidance action by driving operation (collision avoidance action by the driver's steering) takes precedence.

[0035] In these embodiments, The collision index value is the time until the vehicle is expected to collide with the obstacle, which is the time until the collision is expected to occur. The second control execution collision detection threshold (TTCthL) is set to a value greater than the second control non-execution collision detection threshold (TTCthS).

[0036] According to this, during the execution of the second control, it is determined from an earlier point (when the collision index value reaches the collision judgment threshold during the execution of the second control) whether or not the operation judgment condition during the execution of the second control has been met, and based on that judgment result, the first action can be started from an earlier point. Therefore, if the first action is automatic braking, the automatic braking is performed from an earlier point during the execution of the second control, so there is less need to rapidly decelerate the vehicle with the automatic braking. Consequently, the possibility of a vehicle behind suddenly approaching the vehicle can be reduced by using automatic braking during the execution of the second control.

[0037] In the above description, to aid in understanding the present invention, the names and / or reference numerals used in the embodiments described later are indicated in parentheses for the components of the invention corresponding to those embodiments. However, the components of the present invention are not limited to the embodiments defined by the above names and / or reference numerals. Furthermore, the present invention also extends to the vehicle control method and program executed by the above-described vehicle control device. [Brief explanation of the drawing]

[0038] [Figure 1]This is a schematic configuration diagram of a vehicle control device according to each embodiment of the present invention. [Figure 2] This is a conceptual flowchart illustrating the operation of the vehicle control device according to each embodiment of the present invention. [Figure 3] Figure 1 is a flowchart showing the routines executed by the CPU of the vehicle control ECU according to each embodiment of the present invention. [Figure 4] This is a flowchart showing the routine executed by the CPU of the vehicle control ECU according to the first embodiment of the present invention. [Figure 5] This is a flowchart showing the routine executed by the CPU of a vehicle control ECU according to the second embodiment of the present invention. [Figure 6] This is a flowchart showing the routine executed by the CPU of a vehicle control ECU according to the third embodiment of the present invention. [Figure 7] This is a flowchart showing the routine executed by the CPU of the vehicle control ECU according to the fourth embodiment of the present invention. [Figure 8] This flowchart shows the routines executed by the CPU of the vehicle control ECU according to the fifth and sixth embodiments of the present invention. [Figure 9] This flowchart shows the routines executed by the CPU of the vehicle control ECU according to the fifth and sixth embodiments of the present invention. [Figure 10] This is a flowchart showing the routine executed by the CPU of a vehicle control ECU according to the fifth embodiment of the present invention. [Figure 11] This is a flowchart showing the routine executed by the CPU of the vehicle control ECU according to the sixth embodiment of the present invention. [Figure 12] Figures 12(A), (B), and (C) illustrate the operation of the sixth embodiment of the present invention. [Modes for carrying out the invention]

[0039] The vehicle control devices according to each embodiment of the present invention (hereinafter referred to as "the embodiment DS") are applied to (mounted on) a vehicle. The vehicle to which the embodiment DS is applied may be referred to as "the vehicle" to distinguish it from other vehicles. The vehicle may be any of the following: a vehicle powered by an internal combustion engine, a vehicle powered by an electric motor (i.e., an electric vehicle), or a hybrid vehicle.

[0040] <Structure> As shown in Figure 1, the implementation device DS is equipped with a vehicle control (driving assistance) ECU 10, a camera device 20, a radar device 30, a driver monitor device (driver monitoring device) 40, a powertrain ECU 50, a brake ECU 60, a steering ECU 70, and a meter ECU 80.

[0041] In this specification, "ECU" refers to an electronic control unit (control unit) comprising a microcomputer including a CPU (processor), ROM, RAM, data-writable non-volatile memory, and an interface (I / F). An ECU is also referred to as a controller or computer. The above-mentioned "multiple ECUs" are connected to each other via CAN to exchange information. Some or all of these "multiple ECUs" may be integrated into a single ECU. Furthermore, one of these "multiple ECUs" may be composed of multiple ECUs.

[0042] The vehicle control ECU 10 performs collision avoidance support control, which is a first control to avoid a collision between the vehicle and an obstacle, and emergency stop control, which is a second control to decelerate and stop the vehicle when the driver is in an abnormal state. Actions taken to change the behavior of the vehicle in the first control (collision avoidance support actions, such as automatic braking) are also called first actions.

[0043] The vehicle control ECU 10 may consist of a driver assistance ECU (Pre-Collision Safety ECU = PCS ECU) that performs collision avoidance support control and a driver abnormality response ECU (Emergency Driver Stopping System ECU = EDSS ECU) that performs emergency stop control. In other words, the vehicle control ECU 10 is an ECU equipped with functions that constitute two systems: the PCS system (which may be referred to as the "first control system" or "first control device" for convenience) 11 and the EDSS system (which may be referred to as the "second control system" or "second control device" for convenience) 12.

[0044] The camera device 20 includes a camera 21 and an image ECU 22. The camera 21 captures the scene in front of the vehicle and acquires image data. The image ECU 22 analyzes the image data from the camera 21 to generate camera information at predetermined intervals and transmits this camera information to the vehicle control ECU 10. The camera information includes the image data itself, camera target information, and lane information. The camera target information includes information such as the "position, relative longitudinal speed, relative lateral speed, and type" of the target included in the image data (i.e., the photographed target) relative to the vehicle. The lane information includes information such as the "position (lateral position) and angle of the vehicle in the lane width direction" relative to the left and right lane markings (i.e., white and yellow lines, etc., which are lane markers) of the lane in which the vehicle is traveling (i.e., the vehicle's own lane).

[0045] The radar system 30 is a well-known device that acquires information about targets located in front of the vehicle using millimeter-wave radio waves, and includes a radar 31 and a radar ECU 32. The radar 31 transmits millimeter waves within a predetermined detection range in front of the vehicle and receives reflected waves generated when the transmitted millimeter waves are reflected by the target. The radar 31 transmits information about the transmitted and received millimeter waves to the radar ECU 32. The radar ECU 32 acquires radar information based on the information from the radar 31 at predetermined time intervals and transmits this radar information to the vehicle control ECU 10. The radar information includes the distance to the target, the bearing of the target, and the relative speed of the target.

[0046] The vehicle control ECU 10 integrates camera target information and radar information to generate "fusion target information (integrated target information)" which includes the target's position (vertical distance to the target, horizontal position of the target, and direction of the target), the target's relative speed, and the type of target. Therefore, the vehicle control ECU 10, camera device 20, and radar device 30 constitute an "obstacle detection device that acquires information about obstacles in front of the vehicle."

[0047] The driver monitoring device 40 is a device that acquires information (driver information) representing the state of the driver of the vehicle (including the direction of the driver's gaze and the direction the driver's face is facing). The driver monitoring device 40 includes a driver monitoring camera 41 and a driver monitoring ECU 42. The driver monitoring device 40 itself is well known and is disclosed, for example, in Japanese Patent Publication No. 2019-87143, Japanese Patent Publication No. 2019-87029, Japanese Patent Publication No. 2016-38866 and Japanese Patent Publication No. 2013-152700.

[0048] The driver monitor camera 41 is positioned in a suitable location in front of the driver's seat of the vehicle (for example, on top of the steering column) and captures the driver's face at predetermined intervals to generate face image data. The driver monitor ECU 42 acquires the above driver information based on the face image data transmitted from the driver monitor camera 41 and transmits it to the vehicle control ECU 10.

[0049] The powertrain ECU 50 is connected to the powertrain actuator 51. The powertrain actuator 51 is an actuator that controls the vehicle's powertrain (not shown, including a power-generating device such as an internal combustion engine and an electric motor, as well as a power transmission device) to change the driving force transmitted to the vehicle's drive wheels. The powertrain ECU 50 can change the driving force of the vehicle by controlling the powertrain actuator 51.

[0050] The brake ECU 60 is connected to the brake actuator 61. The brake actuator 61 is an actuator that controls the vehicle's braking system (for example, friction brakes not shown provided on each wheel) to change the braking force (friction braking force) applied to the vehicle. Based on instructions from the vehicle control ECU 10, the brake ECU 60 can automatically apply braking force to the vehicle to stop it. In other words, the vehicle control ECU 10 and the brake ECU 60 are capable of performing the "automatic braking and vehicle deceleration / stop control (emergency stop control)" described later.

[0051] The steering ECU 70 is a control device for a well-known electric power steering system and is connected to the steering motor 71. The steering motor 71 is incorporated into a steering mechanism that includes a steering wheel SW, a steering shaft US connected to the steering wheel SW, and a steering gear mechanism. The steering motor 71 can change the steering angle of the vehicle's steering wheels (i.e., the steering angle of the vehicle) via the steering ECU 70.

[0052] The meter ECU 80 is connected to and can control the buzzer (in-cabin alarm sound generator) 81 and the warning display device 82 incorporated into the meter display.

[0053] The vehicle control ECU 10 is connected to the sensors and buttons listed below and receives their detection signals or output signals. Note that each sensor may also be connected to an ECU other than the vehicle control ECU 10. In that case, the vehicle control ECU 10 receives the detection signal or output signal of the sensor from the ECU to which it is connected via CAN.

[0054] The accelerator pedal operation amount sensor 91 detects the amount of operation (accelerator opening) of the accelerator pedal 91a of the vehicle, which is the driving control, and outputs a signal representing the accelerator pedal operation amount AP. The brake pedal operation amount sensor 92 detects the amount of operation of the vehicle's brake pedal 92a, which is the driver's control, and outputs a signal representing the brake pedal operation amount BP.

[0055] The touch sensor 93 outputs a high-level signal when the driver is touching the steering wheel switch of the vehicle, which is a driving control, and outputs a low-level signal when the driver is not touching the steering wheel switch. The steering angle sensor 94 detects the steering angle of the steering wheel SW and outputs a signal representing the steering angle θ. The steering torque sensor 95 detects the steering torque applied to the vehicle's steering shaft US by operating the steering wheel SW and outputs a signal representing the steering torque Tra. The vehicle speed sensor 96 detects the vehicle's speed and outputs a signal representing the vehicle speed Vh.

[0056] Furthermore, the accelerator pedal operation amount sensor 91, brake pedal operation amount sensor 92, steering angle sensor 94, and steering torque sensor 95, etc., also function as driver control device status acquisition devices that acquire control device status parameters representing the state of the driver controls of the vehicle. The accelerator pedal operation amount sensor 91, brake pedal operation amount sensor 92, touch sensor 93, steering angle sensor 94, and steering torque sensor 95, as well as the driver monitoring device 40, are also driver status acquisition devices that acquire driver status parameters representing the state of the driver of the vehicle.

[0057] Furthermore, the vehicle control ECU 10 is connected to the emergency stop button 97 and the confirmation button 98.

[0058] The emergency stop button 97 is positioned so that it can be operated by the driver or by other occupants of the vehicle. The emergency stop button 97 is a button that is pressed by the driver or other occupants of the vehicle when the driver of the vehicle is in an abnormal state. The emergency stop button 97 is designed to output an emergency stop signal when pressed. The emergency stop signal is one of the signals that represent the driver's condition parameters.

[0059] The confirmation button 98 is positioned so that it can be operated by the driver. When the confirmation button 98 is pressed, it outputs a confirmation signal. The confirmation signal is one of the signals that represent the driver status parameters.

[0060] (Summary of operation) As described later, the DS implementation device acquires information based on driver status parameters indicating whether or not the driver of the vehicle is in a state where they are unable to operate the vehicle normally (i.e., an abnormal state). If the DS implementation device acquires information that the driver is in an abnormal state, it executes emergency stop control (emergency stop control by EDSS), which is a vehicle deceleration and stop control that slows the vehicle down relatively gradually and brings it to a stop.

[0061] As shown in the conceptual flowchart in Figure 2, the implementing device DS determines whether the collision prediction condition is met, which is when it is predicted that there is a high probability that the vehicle will collide with an obstacle, based on the information obtained from the obstacle detection device (i.e., fusion target information) (step 210).

[0062] If the implementing device DS determines that the collision prediction conditions are met (Step 210: Yes), it determines whether or not emergency stop control (second control) by EDSS is being executed (Step 220). If emergency stop control is not being executed, the implementing device DS sets the conditions that must be met in order to execute collision avoidance support operations (hereinafter also referred to as "first operation start conditions") to "first operation start conditions when EDSS is not operating (first operation start conditions under normal circumstances)" (Step 230). Conversely, if emergency stop control is being executed, the implementing device DS sets the conditions that must be met in order to execute collision avoidance support operations (first operation start conditions) to "first operation start conditions when EDSS is operating (first operation start conditions when emergency stop control is being executed)" (Step 240).

[0063] The implementing device DS determines whether the first operation start condition for the collision avoidance support operation, as set above, has been met (step 250). If the first operation start condition for the collision avoidance support operation has been met (step 250: Yes), the implementing device DS starts executing automatic braking as a collision avoidance support operation (step 260). On the other hand, if the first operation start condition for the collision avoidance support operation has not been met (step 250: No), the device prioritizes executing emergency stop control without starting automatic braking (step 270).

[0064] Automatic braking is a control system that automatically applies braking force to the vehicle via the braking device to avoid collision with an obstacle or mitigate damage from a collision, without requiring the driver to operate the brakes. Automatic braking is sometimes referred to as collision avoidance braking or collision damage mitigation braking. Automatic braking itself is well known. Furthermore, this implementing device DS controls the powertrain actuator 51 so that, even if the accelerator pedal operation amount AP changes while automatic braking is in operation, the driving force transmitted to the vehicle's drive wheels remains below the creep force.

[0065] As described above, the present implementation device DS changes the "first operation start condition of the collision avoidance support operation" for starting the execution of the automatic brake according to whether or not the emergency stop control by the EDSS is being executed.

[0066] <First Embodiment> When it is determined that the collision prediction condition is satisfied, the vehicle control device according to the first embodiment of the present invention (hereinafter referred to as the "first device") changes the execution condition of the collision avoidance support operation to a condition that is more likely to be satisfied when the emergency stop control by the EDSS is being executed than when the emergency stop control by the EDSS is not being executed, so as to start the collision avoidance support operation earlier.

[0067] (Specific operation) The CPU of the vehicle control ECU 10 of the first device is configured to execute each of the routines shown in the flowcharts in FIGS. 3 and 4 every time a predetermined time elapses. Note that the routine shown in FIG. 3 is an "EDSS control routine" that is also executed by the vehicle control ECU 10 according to other embodiments and modification examples.

[0068] <<EDSS Control>> At an appropriate timing, the CPU starts processing from step 300 in FIG. 3 and proceeds to step 310, and determines whether or not the emergency stop control by the EDSS is not being executed at the current time (that is, in a state where it is not being executed).

[0069] More specifically, the CPU determines whether or not the value of the EDSS flag XEDSS is "0". The EDSS flag XEDSS indicates that the emergency stop control by the EDSS is being executed when its value is "1", and indicates that the emergency stop control by the EDSS is not being executed when its value is "0". Note that the value of the EDSS flag XEDSS and the values of other flags described later are set to "0" by an initialization routine (not shown) executed by the CPU when the start switch (for example, ignition key switch and ready switch, etc.) of the host vehicle not shown is changed from the off position to the on position.

[0070] If emergency stop control by EDSS is not currently being performed (i.e., the value of the EDSS flag XEDSS is "0"), the CPU determines "Yes" in step 310 and proceeds to step 320 to determine whether the driver is in an abnormal state (whether a driver abnormality has occurred). As mentioned above, a driver being in an abnormal state means that the driver is in a state of "a sudden change in physical condition that is difficult for the driver to predict in advance" or "falling asleep at the wheel," making it difficult for the driver to drive the vehicle normally (safely).

[0071] More specifically, the CPU determines that a driver malfunction has occurred if at least one of the "first abnormality determination condition and the second abnormality determination condition" described below is met (i.e., the CPU obtains information that the driver is in an abnormal state). Alternatively, the CPU may determine whether only one of the first or second abnormality determination condition is met, and if it determines that only one of the conditions is met, it may determine that a driver malfunction has occurred.

[0072] (First abnormality judgment condition) This condition is met when, based on driver information transmitted from the driver monitoring device 40, the direction of the driver's gaze or the orientation of their face is continuously directed in a direction that "the driver would not normally face for an extended period during normal driving of the vehicle" for a predetermined abnormality detection time threshold or longer.

[0073] (Second abnormality judgment condition) This condition is met when it is determined that an emergency stop signal has been generated by pressing the emergency stop button 97.

[0074] If at least one of the "first abnormality determination condition and the second abnormality determination condition" is met, the CPU determines that a driver abnormality condition has occurred. In this case, the CPU determines "Yes" in step 320 and proceeds to step 330, setting the value of the EDSS flag XEDSS to "1".

[0075] Next, the CPU proceeds to step 340 and initiates the emergency stop control using the EDSS described above. After that, the CPU proceeds to step 395 and terminates this routine. As a result, the vehicle is basically decelerated gradually (at a constant deceleration) until it comes to a stop. If it is predicted that the vehicle will stop in a location where it is undesirable, the CPU will make the vehicle travel at a constant speed, move to a location where it is safe to stop, and then decelerate and stop the vehicle.

[0076] Such emergency stop control using EDSS is well known and is disclosed, for example, in Japanese Patent Publication No. 7318595, No. 7315904, No. 7256475, No. 7226160, No. 7188212, No. 6772654, No. 6583183, No. 6489080, No. 6586930, No. 6516888, No. 6443406, No. 6508137, No. 6497349, No. 6460349, and No. 6455456.

[0077] On the other hand, when the CPU proceeds to step 310, if emergency stop control by EDSS is currently being performed (i.e., the value of the EDSS flag XEDSS is "1"), the CPU determines "No" in step 310 and proceeds to step 340, continuing the emergency stop control by EDSS. After that, the CPU proceeds to step 395 and terminates this routine.

[0078] Furthermore, when the CPU proceeds to step 320, if neither the "first abnormality determination condition" nor the "second abnormality determination condition" is met, the CPU determines that no driver abnormality has occurred. In this case, the CPU determines "No" in step 320 and proceeds directly to step 395 to terminate this routine.

[0079] <<Collision avoidance support control of the first device>> At an appropriate time, the CPU starts processing from step 400 in Figure 4 and proceeds to step 410 to determine whether or not there are obstacles in the predicted area of ​​the vehicle's movement. More specifically, first the CPU calculates the predicted vehicle path. The predicted vehicle path is the future path of the vehicle that is predicted to be traversed by the center position of the front end of the vehicle in the width direction over a predetermined estimation period, assuming that the vehicle maintains its current steering angle θ and vehicle speed Vh.

[0080] Next, the CPU determines the left front end movement path by moving the predicted vehicle path to the left in the vehicle width direction by a distance d longer than half the vehicle width, and determines the right front end movement path by moving the predicted vehicle path to the right in the vehicle width direction by a distance d. Based on the above, the band-shaped area determined by the left front end movement path and the right front end movement path is estimated as the predicted area of ​​the vehicle's movement. Then, based on the fusion target information, the CPU determines whether or not a target (i.e., an obstacle) exists within the predicted area of ​​the vehicle's movement. If no target exists within the predicted area of ​​the vehicle's movement, the CPU determines "No" in step 410 and proceeds directly to step 495 to terminate this routine.

[0081] If a target (i.e., an obstacle) is present within the predicted path of the vehicle, the CPU determines "Yes" in step 410 and proceeds to step 420, where it determines whether the collision prediction condition is met, which is based on the fusion target information and is predicted to be met when the vehicle is expected to collide with the obstacle. More specifically, the CPU calculates the time until the vehicle is expected to collide with the obstacle as the collision margin time (TTC) by dividing the distance between the obstacle and the vehicle by the relative velocity of the obstacle. The CPU then determines whether the collision prediction condition is met by determining whether the collision margin time (TTC) is less than or equal to the "maximum collision determination threshold (TthMax)". The collision margin time (TTC) is a collision index value (or collision probability index value) that correlates with the probability of the vehicle colliding with an obstacle. The collision index value can be a value that monotonically decreases or increases as the probability of the vehicle colliding with an obstacle increases, and may be, for example, the reciprocal of the collision margin time (TTC). The maximum collision threshold TthMax is defined as the "maximum value of the collision threshold" such that the timing at which the collision margin time TTC becomes equal to the maximum collision threshold TthMax does not occur earlier than the timing at which a normal driver would begin to take action in response to an obstacle.

[0082] If the collision prediction condition is not met, the CPU determines "No" in step 420 and proceeds directly to step 495, terminating this routine.

[0083] In response to this, if the collision margin time TTC is less than or equal to the "maximum collision detection threshold TthMax" and the collision prediction condition is met, the CPU determines "Yes" in step 420 and proceeds to step 430. In step 430, the CPU determines whether or not emergency stop control by EDSS is being executed. That is, in step 430, the CPU determines whether or not the value of the EDSS flag XEDSS is "1".

[0084] If emergency stop control by EDSS is not in operation (the value of the EDSS flag XEDSS is not "1"), the CPU determines "No" in step 430 and proceeds to step 440. In step 440, the CPU sets the collision detection threshold TTCth to the "standard collision detection threshold TthNormal, which is smaller than the maximum collision detection threshold TthMax". The standard collision detection threshold TthNormal is also referred to as the "first collision detection threshold" for convenience.

[0085] Next, the CPU proceeds to step 450, where it determines whether the collision margin time TTC is less than or equal to the collision detection threshold TTCth (in this case, the standard collision detection threshold TthNormal). That is, in step 450, the CPU determines whether the conditions for executing collision avoidance support operations (the first operation start conditions when EDSS is not active) are met.

[0086] If the collision margin time (TTC) is greater than the collision detection threshold (TTCth) (i.e., the conditions for executing collision avoidance support actions are not met), the CPU determines "No" in step 450 and proceeds directly to step 495 to terminate this routine. Therefore, in this case, automatic braking is not initiated.

[0087] In response to this, if the collision margin time TTC is less than or equal to the collision detection threshold TTCth (i.e., the conditions for executing collision avoidance support operations are met), the CPU determines "Yes" in step 450 and proceeds to step 460, where it starts executing automatic braking as a collision avoidance support operation. After that, the CPU proceeds to step 495 and terminates this routine.

[0088] Incidentally, when the CPU proceeds to step 430, if the emergency stop control by EDSS is being executed (when the value of the EDSS flag XEDSS is "1"), the CPU determines "Yes" at step 430 and proceeds to step 470. At step 470, the CPU sets the collision determination threshold value TTCth to the early collision determination threshold value TthLarge. In this embodiment, the early collision determination threshold value TthLarge is a value that is less than or equal to the maximum collision determination threshold value TthMax and greater than the standard collision determination threshold value TthNormal (that is, TthNormal < TthLarge ≤ TthMax). As a result, the execution conditions for the collision avoidance support operation determined in the next step 450 are changed to conditions that are more likely to be satisfied (conditions that are satisfied earlier) compared to the case where the emergency stop control by EDSS is not being executed. That is, by the processing of step 470, the "first operation start condition during EDSS operation" is set to a condition that is satisfied earlier than the "first operation start condition during non-EDSS operation".

[0089] Incidentally, the early collision determination threshold value TthLarge is also referred to as the "second collision determination threshold value" for convenience. Therefore, the second collision determination threshold value (early collision determination threshold value TthLarge) is set to a value at which the collision index value (collision margin time TTC) reaches earlier than the time when the collision index value reaches the first collision determination threshold value (standard collision determination threshold value TthNormal).

[0090] Next, the CPU proceeds to step 450 and determines whether the collision margin time TTC is less than or equal to the collision determination threshold value TTCth (in this case, the early collision determination threshold value TthLarge). If the collision margin time TTC is greater than the collision determination threshold value TTCth, the CPU proceeds directly from step 450 to step 495. Therefore, in this case, the automatic brake is not started.

[0091] In response to this, if the collision margin time TTC is less than or equal to the collision detection threshold TTCth (i.e., the conditions for executing collision avoidance support operations are met), the CPU determines "Yes" in step 450 and proceeds to step 460, where it starts executing automatic braking as a collision avoidance support operation. After that, the CPU proceeds to step 495 and terminates this routine.

[0092] As explained above, when the emergency stop control, which is the second control performed to automatically stop the vehicle when the driver of the vehicle enters an abnormal state, is in operation, the first device initiates the first action (automatic braking) to reduce the possibility of collision between the vehicle and an obstacle at an earlier timing (when TTC reaches TthLarge) compared to when the second control is not in operation. Therefore, collisions between the vehicle and obstacles can be avoided more reliably, and since the automatic braking is performed earlier during the execution of the second control, there is less need for the vehicle to decelerate rapidly by the automatic braking. Consequently, during the execution of the emergency stop control, the possibility of a vehicle behind suddenly approaching the vehicle can be reduced by the automatic braking.

[0093] <Second Embodiment> The vehicle control device according to the second embodiment of the present invention (hereinafter referred to as the "second device") determines that a collision prediction condition is met, and when emergency stop control by EDSS is not in progress, if the operation determination condition that is met when a driver operation is performed is met, it prioritizes the driving of the vehicle based on the driver operation by delaying the start of the collision avoidance support operation (i.e., it prioritizes so-called override). Furthermore, when the second device determines that a collision prediction condition is met, and emergency stop control by EDSS is in progress, it prohibits override and starts the execution of collision avoidance support operation without delay, regardless of whether the operation determination condition is met or not (i.e., regardless of whether a driver operation is performed). The operation determination condition is also referred to as the override condition or the override control permission condition.

[0094] (Specific operation) The CPU of the vehicle control ECU 10 in the second device differs from the CPU of the first device in that, instead of executing the routine shown in Figure 4, it executes the routine shown by the flowchart in Figure 5 at predetermined intervals. This difference will be explained below.

[0095] <<Collision avoidance support control of the second device>> At the appropriate time, the CPU starts processing from step 500 in Figure 5 and proceeds to step 510, where it determines whether or not there are obstacles in the predicted area of ​​the vehicle's movement. The processing in this step is the same as the processing in step 410.

[0096] If there are no obstacles within the predicted path of the vehicle, the CPU determines "No" in step 510 and proceeds directly to step 595, terminating this routine.

[0097] If an obstacle exists within the predicted path of the vehicle, the CPU determines "Yes" in step 510 and proceeds to step 520, where it determines whether the collision prediction conditions are met based on the fusion target information. The processing in this step is the same as the processing in step 420. That is, the CPU determines whether the collision margin time TTC is less than or equal to the maximum collision determination threshold TthMax.

[0098] If the collision prediction condition is not met, the CPU determines "No" in step 520 and proceeds directly to step 595, terminating this routine.

[0099] In response to this, if the collision margin time TTC is less than or equal to the maximum collision detection threshold TthMax and the collision prediction condition is met, the CPU determines "Yes" in step 520 and proceeds to step 530. In step 530, the CPU determines whether or not emergency stop control by EDSS is being executed. The processing in this step is the same as the processing in step 430. That is, in step 530, the CPU determines whether or not the value of the EDSS flag XEDSS is "1".

[0100] If emergency stop control by EDSS is not in operation (if the value of the EDSS flag XEDSS is not "1"), the CPU determines "No" in step 530 and proceeds to step 540. In step 540, the CPU determines whether the operation determination conditions (override conditions, override control permission conditions) are met.

[0101] The operation determination condition is a condition that satisfies at least one of the following "Conditions A1 to A3". In other words, the CPU determines that the operation determination condition is met if at least one of Conditions A1 to A3 is met.

[0102] Condition A1: Accelerator pedal operation amount AP ≥ Accelerator pedal operation amount threshold APth or Accelerator pedal change speed dAP ≥ Accelerator pedal change speed threshold dAPth Condition A2: Brake pedal operation amount BP ≥ Brake pedal operation amount threshold BPth or Brake pedal change rate dBP ≥ Brake pedal change rate threshold dBPth Condition A3: Steering angle magnitude |θ| ≥ steering angle threshold θth or The magnitude of the rate of change of steering angle |dθ| ≥ the threshold of the rate of change of steering angle dθth The accelerator pedal change rate dAP is the increase in the accelerator pedal operation amount AP per unit time. The brake pedal change rate dBP is the increase in the brake pedal operation amount BP per unit time. The magnitude of the steering angle change rate |dθ| is the magnitude (absolute value) of the change in steering angle dθ per unit time.

[0103] If the operation determination condition is met (i.e., at least one of conditions A1 to A3 is met), the CPU determines "Yes" in step 540 and proceeds to step 550. In step 550, the CPU sets the collision detection threshold TTCth to "a delayed collision detection threshold TthSmall that is smaller than the maximum collision detection threshold TthMax". Note that if the "operation determination condition" as described in step 540 is met and the collision detection threshold is set to "a certain value" as described in step 550, the collision detection threshold may remain unchanged until the collision detection threshold clear condition is met. In this case, the collision detection threshold clear condition is a condition that is met when the obstacle is no longer present, when the automatic braking is started, etc. This point is the same in other embodiments described later.

[0104] Next, the CPU proceeds to step 560, where it determines whether the collision margin time TTC is less than or equal to the collision detection threshold TTCth (in this case, the delayed collision detection threshold TthSmall). That is, in step 560, the CPU determines whether the conditions for executing the collision avoidance support operation (first operation start condition) are met. The processing in this step is the same as the processing in step 450.

[0105] If the collision margin time (TTC) is greater than the collision detection threshold (TTCth) (i.e., the conditions for executing collision avoidance support actions are not met), the CPU determines "No" in step 560 and proceeds directly to step 595 to terminate this routine. Therefore, in this case, automatic braking is not initiated.

[0106] In response to this, if the collision margin time TTC is less than or equal to the collision detection threshold TTCth (i.e., the conditions for executing collision avoidance support operations are met), the CPU determines "Yes" in step 560 and proceeds to step 570, where it starts executing automatic braking as a collision avoidance support operation. The processing in this step is the same as the processing in step 460. After that, the CPU proceeds to step 595 and terminates this routine.

[0107] By the way, when the CPU proceeds to step 540, if the operation judgment condition is not met (i.e., none of conditions A1 to A3 are met), the CPU determines "No" in step 540 and proceeds to step 580. In step 580, the CPU sets the collision judgment threshold TTCth to the standard collision judgment threshold TthNormal. In this embodiment, the standard collision judgment threshold TthNormal is greater than the delayed collision judgment threshold TthSmall and less than or equal to the maximum collision judgment threshold TthMax (i.e., TthSmall <TthNormal≦TthMax)。

[0108] Subsequently, the CPU proceeds to step 560 to determine whether the collision margin time TTC is less than or equal to the collision detection threshold TTCth (in this case, the standard collision detection threshold TthNormal). If the collision margin time TTC is greater than the collision detection threshold TTCth, the CPU determines "No" in step 560 and proceeds directly to step 595 to terminate this routine. Therefore, in this case, automatic braking is not initiated.

[0109] In response to this, if the collision margin time TTC is less than or equal to the collision detection threshold TTCth (i.e., the conditions for executing collision avoidance support operations are met), the CPU determines "Yes" in step 560 and proceeds to step 570, where it starts executing automatic braking as a collision avoidance support operation. After that, the CPU proceeds to step 595 and terminates this routine.

[0110] Furthermore, when the CPU proceeds to step 530, if emergency stop control by EDSS is in progress (the value of the EDSS flag XEDSS is "1"), the CPU determines "Yes" in step 530 and proceeds directly to step 580. Then, in step 580, the CPU sets the collision detection threshold TTCth to the standard collision detection threshold TthNormal and proceeds to step 560. Therefore, if the collision margin time TTC is less than or equal to the "maximum collision detection threshold TthMax" and the collision prediction condition is met, and emergency stop control by EDSS is in progress, automatic braking will be initiated at the normal timing (i.e., when the collision margin time TTC becomes less than or equal to the collision detection threshold TTCth set to the standard collision detection threshold TthNormal), regardless of whether the operation determination condition is met or not.

[0111] As explained above, the second device delays the start of the first action, automatic braking, when the operation judgment condition that is met when the driver is operating the vehicle's control controls is not being executed, compared to when the operation judgment condition is not met. When the second control, emergency stop control, is not being executed, there is a possibility that the driver is trying to avoid a collision by operating the control controls. Therefore, by delaying the start of the first action, automatic braking, as described above, the second device can prevent a situation from occurring where "the first action intervenes excessively early, hindering collision avoidance actions by such driving operations."

[0112] In contrast, when the second control (emergency stop control) to automatically stop the vehicle is in progress, the likelihood of the driver performing correct driving operations is low. Therefore, the second device ignores the presence or absence of such driving operations and starts the first action at an earlier timing (the same timing as when the second control is not in progress and the operation judgment conditions are not met). Thus, the second device can more reliably avoid collisions between the vehicle and obstacles. In addition, since the first action is automatic braking, automatic braking is performed from an earlier point while the second control is in progress. Therefore, there is less need to rapidly decelerate the vehicle with automatic braking. Consequently, the possibility of a vehicle behind suddenly approaching the vehicle can be reduced by the first action, automatic braking, while the second control, emergency stop control, is in progress.

[0113] <Third Embodiment> In the vehicle control device according to the third embodiment of the present invention (hereinafter referred to as the "third device"), when it is determined that the collision prediction condition is met, the operation determination condition when emergency stop control by EDSS is being executed is set to a condition that is less likely to be met than the operation determination condition when emergency stop control by EDSS is not being executed. As a result, when it is determined that the collision prediction condition is met, the condition that must be met in order to execute the collision avoidance support operation when emergency stop control by EDSS is being executed (i.e., the first operation start condition while EDSS is operating) is set to a different condition from the condition that must be met in order to execute the collision avoidance support operation when emergency stop control by EDSS is not being executed (i.e., the first operation start condition while EDSS is not operating).

[0114] (Specific operation) The CPU of the vehicle control ECU 10 in the third device differs from the CPU of the first device in that, instead of executing the routine shown in Figure 4, it executes the routine shown by the flowchart in Figure 6 at predetermined intervals. This difference will be explained below.

[0115] <<Collision avoidance support control of the third device>> At the appropriate time, the CPU starts processing from step 600 in Figure 6 and proceeds to step 605, where it determines whether or not there are obstacles in the predicted area of ​​the vehicle's movement. The processing in this step is the same as the processing in step 410.

[0116] If there are no obstacles within the predicted path of the vehicle, the CPU determines "No" in step 605 and proceeds directly to step 695, terminating this routine.

[0117] If an obstacle exists within the predicted path of the vehicle, the CPU determines "Yes" in step 605 and proceeds to step 610, where it determines whether the collision prediction conditions are met based on the fusion target information. The processing in this step is the same as the processing in step 420. That is, the CPU determines whether the collision margin time TTC is less than or equal to the "maximum collision determination threshold TthMax".

[0118] If the collision margin time TTC is greater than the "maximum collision detection threshold TthMax", the CPU determines "No" in step 610 and proceeds directly to step 695 to terminate this routine.

[0119] In response to this, if the collision margin time TTC is less than or equal to the "maximum collision detection threshold TthMax" and the collision prediction condition is met, the CPU determines "Yes" in step 610 and proceeds to step 615. In step 615, the CPU determines whether or not emergency stop control by EDSS is being executed. The processing in this step is the same as the processing in step 430. That is, in step 615, the CPU determines whether or not the value of the EDSS flag XEDSS is "1".

[0120] If emergency stop control by EDSS is not in operation (i.e., the value of the EDSS flag XEDSS is not "1"), the CPU determines "No" in step 615 and proceeds to step 620.

[0121] In step 620, the CPU performs the following process: The CPU sets the accelerator pedal operation threshold APth to APthNormal under normal circumstances (when EDSS is not active and the second control is not being executed). The CPU sets the accelerator pedal change speed threshold dAPth to the normal accelerator pedal change speed threshold dAPthNormal. The CPU sets the brake pedal operation threshold BPth to the normal brake pedal operation threshold BPthNormal. The CPU sets the brake pedal change speed threshold dBPth to the normal brake pedal change speed threshold dBPthNormal. The CPU sets the steering angle threshold θth to the normal steering angle threshold θthNormal. The CPU sets the steering angle change rate threshold dθth to the normal steering angle change rate threshold dθthNormal.

[0122] The operation determination conditions using each threshold set in step 620 (see step 625) are referred to as the "operation determination conditions when the second control is not being executed" or the "operation determination conditions when EDSS is not active".

[0123] Next, the CPU proceeds to step 625 and determines whether the above-mentioned operation determination conditions (override conditions, override control permission conditions) are met. That is, it determines whether at least one of the above-mentioned "conditions A1 to A3" is met. The processing in this step is the same as the processing in step 540.

[0124] If the operation judgment condition is met (i.e., at least one of conditions A1 to A3 is met), the CPU determines "Yes" in step 625 and proceeds to step 630. In step 630, the CPU sets the collision detection threshold TTCth to "a delayed collision detection threshold TthSmall that is smaller than the maximum collision detection threshold TthMax". The processing in this step is the same as the processing in step 550. The delayed collision detection threshold TthSmall is also called the third collision detection threshold.

[0125] Next, the CPU proceeds to step 635 and determines whether the time to collision TTC is less than or equal to the collision determination threshold value TTCth (in this case, the delayed collision determination threshold value TthSmall). That is, at this step 635, the CPU determines whether the execution condition (the first operation start condition) of the collision avoidance support operation is satisfied. The processing of this step is the same as the processing of step 450.

[0126] When the time to collision TTC is greater than the collision determination threshold value TTCth (when the execution condition of the collision avoidance support operation is not satisfied), the CPU determines "No" at step 635 and directly proceeds to step 695 to temporarily end this routine. Therefore, in this case, the automatic brake is not started.

[0127] On the other hand, when the time to collision TTC is less than or equal to the collision determination threshold value TTCth (when the execution condition of the collision avoidance support operation is satisfied), the CPU determines "Yes" at step 635 and proceeds to step 640 to start the execution of the automatic brake as the collision avoidance support operation. The processing of this step is the same as the processing of step 460. Then, the CPU proceeds to step 695 to temporarily end this routine.

[0128] When the CPU proceeds to step 625 and the operation determination condition is not satisfied (that is, when none of the conditions A1 to A3 are satisfied), the CPU determines "No" at step 625 and proceeds to step 645. The CPU sets the collision determination threshold value TTCth to the standard collision determination threshold value TthNormal described above at step 645. The standard collision determination threshold value TthNormal is a value greater than the delayed collision determination threshold value TthSmall and less than the maximum collision determination threshold value TthMax (that is, TthSmall < TthNormal < TthMax). The standard collision determination threshold value TthNormal is also referred to as the first collision determination threshold value.

[0129] Subsequently, the CPU proceeds to step 635 to determine whether the collision margin time TTC is less than or equal to the collision detection threshold TTCth (in this case, the standard collision detection threshold TthNormal). If the collision margin time TTC is greater than the collision detection threshold TTCth, the CPU determines "No" in step 635 and proceeds directly to step 695 to terminate this routine. Therefore, in this case, automatic braking is not initiated.

[0130] In response to this, if the collision margin time TTC is less than or equal to the collision detection threshold TTCth (i.e., the conditions for executing collision avoidance support operations are met), the CPU determines "Yes" in step 635 and proceeds to step 640, where it starts executing automatic braking as a collision avoidance support operation. After that, the CPU proceeds to step 695 and terminates this routine.

[0131] Furthermore, when the CPU proceeds to step 615, if emergency stop control by EDSS is in progress (the value of the EDSS flag XEDSS is "1"), the CPU determines "Yes" in step 615 and proceeds to step 650.

[0132] In step 650, the CPU performs the following process: The CPU sets the accelerator pedal operation threshold APth to "APthLarge," which is greater than the normal accelerator pedal operation threshold APthNormal, and is used when EDSS is activated. The CPU sets the accelerator pedal change speed threshold dAPth to "DAPthLarge," which is greater than the normal accelerator pedal change speed threshold dAPthNormal, and is used when EDSS is activated. The CPU sets the brake pedal operation threshold BPth to "BPthLarge, which is greater than the normal brake pedal operation threshold BPthNormal, when EDSS is activated." The CPU sets the brake pedal change speed threshold dBPth to "EDSS activated brake pedal change speed threshold dBPthLarge," which is greater than the normal brake pedal change speed threshold dBPthNormal. The CPU sets the steering angle threshold θth to "EDSS-activated steering angle threshold θthLarge," which is greater than the normal steering angle threshold θthNormal. The CPU sets the steering angle change rate threshold dθth to "EDSS-operated steering angle change rate threshold dθthLarge," which is greater than the normal steering angle change rate threshold dθthNormal.

[0133] The operation determination conditions using the thresholds set in step 650 (see step 625) are referred to as "operation determination conditions during second control execution" or "operation determination conditions during EDSS operation." Thus, the operation determination conditions during second control execution are set to be met when the driver operates the control controls faster or more forcefully, compared to the "operation determination conditions during second control non-execution using the thresholds set in step 620."

[0134] Subsequently, the CPU proceeds to step 625. Therefore, the operation determination condition when emergency stop control by EDSS is being executed is less likely to be met than the operation determination condition when emergency stop control by EDSS is not being executed. As a result, when it is determined that the collision prediction condition is met, the conditions that must be met in order to execute the collision avoidance support operation when emergency stop control by EDSS is being executed (i.e., the first operation start condition when EDSS is activated) are different from the conditions that must be met in order to execute the collision avoidance support operation when emergency stop control by EDSS is not being executed (i.e., the first operation start condition when EDSS is not activated).

[0135] As explained above, in the third device, the operation determination condition when the second control (emergency stop control) for automatically stopping the vehicle is being executed (i.e., the operation determination condition when the second control is being executed) is set to be met when the driver operates the control panel faster or more forcefully than the operation determination condition when the second control is not being executed (i.e., the operation determination condition when the second control is not being executed). Therefore, when there is a high possibility that the driver is in an abnormal state (when the second control is being executed), collision avoidance action by driving operation (i.e., override control) is permitted only when a clearer (more certain) driving operation is detected. Thus, the possibility of the vehicle being driven due to erroneous operation of the control panel can be reduced.

[0136] <Fourth Embodiment> In the vehicle control device according to the fourth embodiment of the present invention (hereinafter referred to as the "fourth device"), when the operation determination condition is met when it is determined that the collision prediction condition is met, the execution condition for the collision avoidance support operation when emergency stop control by EDSS is being performed is set to be met earlier than the execution condition for the collision avoidance support operation when emergency stop control by EDSS is not being performed. As a result, when it is determined that the collision prediction condition is met, the condition that needs to be met in order to perform the collision avoidance support operation when emergency stop control by EDSS is being performed (i.e., the first operation start condition while EDSS is operating) is different from the condition that needs to be met in order to perform the collision avoidance support operation when emergency stop control by EDSS is not being performed (i.e., the first operation start condition while EDSS is not operating).

[0137] (Specific operation) The CPU of the vehicle control ECU 10 of the fourth device differs from the CPU of the first device in that, instead of executing the routine shown in Figure 4, it executes the routine shown by the flowchart in Figure 7 at predetermined intervals. This difference will be explained below.

[0138] <<Collision avoidance support control for the 4th device>> At the appropriate time, the CPU starts processing from step 700 in Figure 7 and proceeds to step 710, where it determines whether or not there are obstacles in the predicted area of ​​the vehicle's movement. The processing in this step is the same as the processing in step 410.

[0139] If there are no obstacles within the predicted path of the vehicle, the CPU determines "No" in step 710 and proceeds directly to step 795, terminating this routine.

[0140] If an obstacle exists within the predicted path of the vehicle, the CPU determines "Yes" in step 710 and proceeds to step 720, where it determines whether the collision prediction conditions are met based on the fusion target information. The processing in this step is the same as the processing in step 420. That is, the CPU determines whether the collision margin time TTC is less than or equal to the "maximum collision determination threshold TthMax".

[0141] If the collision margin time TTC is greater than the "maximum collision detection threshold TthMax", the CPU determines "No" in step 720 and proceeds directly to step 795 to terminate this routine.

[0142] In response to this, if the collision margin time TTC is less than or equal to the "maximum collision detection threshold TthMax" and the collision prediction condition is met, the CPU determines "Yes" in step 720 and proceeds to step 730. In step 730, the CPU determines whether the above-mentioned operation determination condition (override control permission condition) is met. That is, the CPU determines whether at least one of the above-mentioned "conditions A1 to A3" is met. The processing in this step is the same as the processing in step 540.

[0143] When the operation determination condition is not satisfied (that is, when none of the conditions A1 to A3 are satisfied), the CPU determines "No" in step 730 and proceeds to step 740. In step 740, the CPU sets the collision determination threshold value TTCth to the standard collision determination threshold value TthNormal described above. The standard collision determination threshold value TthNormal is a value smaller than the maximum collision determination threshold value TthMax (that is, TthNormal < TthMax). The standard collision determination threshold value TthNormal is also referred to as the first collision determination threshold value.

[0144] Thus, in the present embodiment, the operation determination condition (the second control non-execution operation determination condition) when the emergency stop control by the EDSS is not being executed and the operation determination condition (the second control execution operation determination condition) when the emergency stop control by the EDSS is being executed are determined in step 730 of FIG. 7. When the operation determination condition is not satisfied (step 730: No), regardless of whether the emergency stop control by the EDSS (the second control) is being executed or not, the first operation start condition is a condition that is satisfied when the collision index value reaches the first collision determination threshold value (steps 740, step 750). In other words, the CPU may execute the process of "determining whether the emergency stop control by the EDSS is being executed" between step 730 and step 740. In that case, the CPU proceeds to step 740 whether the emergency stop control by the EDSS is being executed or not.

[0145] Next, the CPU proceeds to step 750 and determines whether the collision margin time TTC is less than or equal to the collision determination threshold value TTCth (in this case, the standard collision determination threshold value TthNormal). That is, in this step 750, the CPU determines whether the execution condition (the first operation start condition) of the collision avoidance support operation is satisfied. The process of this step is the same as the process of step 450.

[0146] If the collision margin time (TTC) is greater than the collision detection threshold (TTCth) (i.e., the conditions for executing collision avoidance support actions are not met), the CPU determines "No" in step 750 and proceeds directly to step 795 to terminate this routine. Therefore, in this case, automatic braking is not initiated.

[0147] In response to this, if the collision margin time TTC is less than or equal to the collision detection threshold TTCth (i.e., the conditions for executing collision avoidance support operations are met), the CPU determines "Yes" in step 750 and proceeds to step 760, where it starts executing automatic braking as a collision avoidance support operation. The processing in this step is the same as the processing in step 460. After that, the CPU proceeds to step 795 and terminates this routine for the time being.

[0148] When the CPU proceeds to step 730, if the operation determination condition is met (i.e., at least one of conditions A1 to A3 is met), the CPU determines "Yes" in step 730 and proceeds to step 770. In step 770, the CPU determines whether or not emergency stop control by EDSS is being executed. The processing in this step is the same as the processing in step 430. That is, in step 770, the CPU determines whether or not the value of the EDSS flag XEDSS is "1".

[0149] If emergency stop control by EDSS is not in operation (the value of the EDSS flag XEDSS is not "1"), the CPU determines "No" in step 770 and proceeds to step 780. In step 780, the CPU sets the collision detection threshold TTCth to the "delayed collision detection threshold TthSmall" which is smaller than the standard collision detection threshold TthNormal. The processing in this step is the same as the processing in step 550. The delayed collision detection threshold TthSmall is also called the third collision detection threshold. In this embodiment, the standard collision detection threshold TthNormal is a value less than or equal to the maximum collision detection threshold TthMax (i.e., TthNormal ≤ TthMax).

[0150] The CPU then proceeds to step 750, and if the collision margin time TTC is less than or equal to the collision detection threshold TTCth (in this case, the delayed collision detection threshold TthSmall), it proceeds to step 760. In step 760, the CPU starts executing automatic braking as a collision avoidance support action. After that, the CPU proceeds to step 795 and terminates this routine.

[0151] In contrast, when the CPU proceeds to step 770, if emergency stop control by EDSS is in progress (the value of the EDSS flag XEDSS is "1"), the CPU determines "Yes" in step 770 and proceeds to step 790. In step 790, the CPU sets the collision detection threshold TTCth to the intermediate delayed collision detection threshold TthMidSmall. The intermediate delayed collision detection threshold TthMidSmall is smaller than the standard collision detection threshold TthNormal and larger than the delayed collision detection threshold TthSmall. The intermediate delayed collision detection threshold TthMidSmall is also called the fourth collision detection threshold.

[0152] Subsequently, the CPU proceeds to step 750, and if the collision margin time TTC is less than or equal to the collision detection threshold TTCth (in this case, the intermediate delay collision detection threshold TthMidSmall), it proceeds to step 760. In step 760, the CPU starts executing automatic braking as a collision avoidance support operation. After that, the CPU proceeds to step 795 and terminates this routine.

[0153] As explained above, according to the fourth device, when the operation judgment condition is met, the start timing of the first operation is earlier when the second control is being executed (emergency stop control is being executed) compared to when the second control is not being executed. However, according to the fourth device, the start timing of the first operation is later when the operation judgment condition is met compared to when the operation judgment condition is not met, whether the second control is being executed or not.

[0154] Therefore, when the driver control is operated while the second control is in operation, a collision avoidance action based on the driver control is initially permitted, but the first action starts relatively earlier compared to when the driver control is operated when the second control is not in operation. Thus, the possibility of the vehicle colliding with an obstacle while the second control is in operation can be reduced. Furthermore, since the first action, automatic braking, starts relatively early while the second control is in operation, the need to rapidly decelerate the vehicle with automatic braking to avoid a collision is reduced. Consequently, since the vehicle is not rapidly decelerated by automatic braking, the possibility of a vehicle behind suddenly approaching the vehicle while the second control is in operation can be reduced.

[0155] Furthermore, the CPU of the fourth device may be configured such that if it determines "Yes" in step 720, it performs the same process as in step 615 in Figure 6, and if it determines "Yes" in step 615, it performs the process in step 650 in Figure 6 before proceeding to step 730 in Figure 7, and if it determines "No" in step 615, it performs the process in step 620 in Figure 6 before proceeding to step 730 in Figure 7. In this way, even in the fourth device, the operation determination conditions when EDSS is activated may be set to be met when the driver operates the control panel faster or more forcefully than the operation determination conditions when EDSS is not activated.

[0156] <Fifth Embodiment> In the fifth embodiment of the present invention (hereinafter referred to as the "fifth device"), when it is determined that the collision prediction condition is met, the override determination condition (operation determination condition) when emergency stop control by EDSS is being performed is set to a condition that is less likely to be met than the override condition when emergency stop control by EDSS is not being performed. As a result, when it is determined that the collision prediction condition is met, the condition that must be met in order to perform the collision avoidance support operation when emergency stop control by EDSS is being performed (i.e., the first operation start condition while EDSS is operating) becomes a different condition from the condition that must be met in order to perform the collision avoidance support operation when emergency stop control by EDSS is not being performed (i.e., the first operation start condition while EDSS is not operating). The fifth device also prohibits (cancels) automatic braking when the override condition is met.

[0157] (Specific operation) The CPU of the vehicle control ECU10 of the fifth device differs from that of the first device in that, instead of executing the routine shown in Figure 4, it executes the routine shown by the flowchart in Figure 8 at predetermined intervals. This difference will be explained below.

[0158] <<Collision Avoidance Support Control for Device No. 5>> At the appropriate time, the CPU starts processing from step 800 in Figure 8 and proceeds to step 805 to determine whether or not there are obstacles in the predicted area of ​​the vehicle's movement. The processing in this step is the same as the processing in step 410.

[0159] If there are no obstacles within the predicted path of the vehicle, the CPU determines "No" in step 805 and proceeds directly to step 895, terminating this routine.

[0160] If an obstacle is present within the vehicle's predicted path, the CPU determines "Yes" in step 805 and proceeds to step 810 to determine whether or not emergency stop control by EDSS is in operation. The processing in this step is the same as the processing in step 430. That is, in step 810, the CPU determines whether or not the value of the EDSS flag XEDSS is "1".

[0161] If emergency stop control by EDSS is not in operation (the value of the EDSS flag XEDSS is not "1"), the CPU determines "No" in step 810 and proceeds to step 815. In step 815, the CPU determines whether the "collision prediction conditions when EDSS is not active (normal operation)" are met based on the fusion target information. That is, the CPU determines whether the collision margin time TTC is less than or equal to the "collision determination threshold TTCthS when EDSS is not active (normal operation)". The collision determination threshold TTCthS is also called the collision determination threshold when the second control is not executed.

[0162] If the collision margin time TTC is greater than the collision detection threshold TTCthS when EDSS is not active (normal operation), the CPU determines "No" in step 815 and proceeds directly to step 895 to terminate this routine.

[0163] In response to this, if the collision margin time TTC is less than or equal to the "collision detection threshold TTCthS when EDSS is not active (normal operation)" and the "collision prediction conditions when EDSS is not active (normal operation)" are met, the CPU determines "Yes" in step 815 and proceeds to step 820. In step 820, the CPU performs an "override determination when EDSS is not active (normal operation)". In this step 820, the CPU determines whether or not the override conditions (operation determination conditions) set for when EDSS is not active (normal operation) are met, according to the subroutine shown in Figure 9.

[0164] More specifically, when the CPU proceeds to step 820, it starts processing from step 900 of the routine shown in the flowchart in Figure 9 and proceeds to step 910. In step 910, the CPU determines whether the EDSS non-operation override condition (also referred to as the "normal override condition" or "EDSS non-operation operation determination condition") is met.

[0165] The EDSS non-operating override condition is a condition that satisfies at least one of the following "Conditions B1 to B3". In other words, the CPU determines that the EDSS non-operating override condition is met if at least one of Conditions B1 to B3 is met.

[0166] Condition B1: Accelerator pedal operation amount AP ≥ normal accelerator pedal operation amount threshold APthS, or Accelerator pedal change speed dAP ≥ Normal accelerator pedal change speed threshold dAPthS Condition B2: Brake pedal operation amount BP ≥ normal brake pedal operation amount threshold BPthS, or, Brake pedal change speed dBP ≥ Normal brake pedal change speed threshold dBPthS Condition B3: Steering angle magnitude |θ| ≥ normal steering angle threshold θthS, or, The magnitude of the rate of change in steering angle |dθ| ≥ the threshold of the rate of change in steering angle dθthS under normal conditions

[0167] The relationship between the thresholds used in conditions B1 to B3 and the thresholds used in step 620 is as follows. However, the following relationship does not necessarily have to hold. Normal accelerator pedal operation threshold APthS = APthNormal Normal accelerator pedal change speed threshold dAPthS = dAPthNormal Normal brake pedal operation threshold BPthS = BPthNormal Normal brake pedal change speed threshold dBPthS = dBPthNormal Normal steering angle threshold θthS = θthNormal Normal steering angle change rate threshold dθthS = dθthNormal

[0168] If the EDSS inactive override condition is not met (i.e., none of conditions B1 through B3 are met), the CPU determines "No" in step 910 and proceeds to step 920. In step 920, the CPU sets the value of the normal OR flag (EDSS inactive override flag) XNOR to "0". After that, the CPU proceeds to step 995 to terminate this routine and proceeds to step 825 in Figure 8.

[0169] In response to this, if the EDSS non-operating override condition is met (i.e., at least one of conditions B1 to B3 is met), the CPU determines "Yes" in step 910 and proceeds to step 930. In step 930, the CPU sets the value of the normal OR flag (EDSS non-operating override flag) XNOR to "1". After that, the CPU proceeds to step 995 to terminate this routine and proceeds to step 825 in Figure 8.

[0170] In step 825, the CPU normally determines whether the value of the XNOR flag is "0".

[0171] Normally, if the value of the XNOR flag is "0", the CPU determines "Yes" in step 825 and proceeds to step 830, where it starts executing automatic braking as a collision avoidance support action. After that, the CPU proceeds to step 895 and terminates this routine.

[0172] In contrast, if the value of the OR flag XNOR is "1", the CPU determines "No" in step 825 and proceeds to step 835, where it disables (cancels) automatic brake control and allows override. That is, the CPU controls its own vehicle according to the driver's driving operations. After that, the CPU proceeds to step 895 and terminates this routine.

[0173] By the way, when the CPU proceeds to step 810, if emergency stop control by EDSS is in progress (the value of the EDSS flag XEDSS is "1"), the CPU determines "Yes" in step 810 and proceeds to step 840. In step 840, the CPU determines whether the "collision prediction condition during EDSS operation" is met based on the fusion target information. That is, the CPU determines whether the collision margin time TTC is less than or equal to the "collision determination threshold TTCthL during EDSS operation". The collision determination threshold TTCthL is set to a value greater than the collision determination threshold TTCthS. However, the collision determination threshold TTCthL may be equal to the collision determination threshold TTCthS. The collision determination threshold TTCthL is also called the collision determination threshold during second control execution.

[0174] If the collision margin time TTC is greater than the "collision detection threshold TTCthL during EDSS operation", the CPU determines "No" in step 840 and proceeds directly to step 895 to terminate this routine.

[0175] In response to this, if the collision margin time TTC is less than or equal to the "collision detection threshold TTCthL during EDSS operation" and the "collision prediction conditions during EDSS operation" are met, the CPU determines "Yes" in step 840 and proceeds to step 845. In step 845, the CPU performs an "override determination during EDSS operation". In this step 845, the CPU determines whether or not the override conditions (operation determination conditions) set for EDSS operation are met, according to the subroutine shown in Figure 10.

[0176] More specifically, when the CPU proceeds to step 820, it starts processing from step 1000 of the routine shown in the flowchart in Figure 10 and proceeds to step 1010. In step 1010, the CPU determines whether the EDSS operation override condition (also referred to as the "emergency stop control override condition" or the "EDSS operation determination condition") is met.

[0177] The EDSS override condition is a condition that satisfies at least one of the following "Conditions C1 to C3". In other words, the CPU determines that the EDSS override condition is met if at least one of Conditions C1 to C3 is met.

[0178] Condition C1: Accelerator pedal operation amount AP ≥ Accelerator pedal operation amount threshold APthL while EDSS is active, or Accelerator pedal change speed dAP ≥ EDSS activation accelerator pedal change speed threshold dAPthL Condition C2: Brake pedal operation amount BP ≥ EDSS activated brake pedal operation amount threshold BPthL, or Brake pedal change rate dBP ≥ EDSS activation Brake pedal change rate threshold dBPthL Condition C3: Steering angle magnitude |θ| ≥ steering angle threshold θthL during EDSS operation, or Magnitude of steering angle change rate |dθ| ≥ Steering angle change rate threshold dθthL during EDSS operation

[0179] The following relationship holds between the thresholds used in conditions C1 to C3 and the thresholds used in conditions B1 to B3. Accelerator pedal operation threshold APthL when EDSS is activated > Accelerator pedal operation threshold APthS when normal Accelerator pedal change speed threshold dAPthL > Accelerator pedal change speed threshold dAPthS (normal operation) EDSS activated brake pedal operation threshold BPthL > Normal brake pedal operation threshold BPthS When EDSS is activated, the brake pedal change rate threshold dBPthL > Normal brake pedal change rate threshold dBPthS Steering angle threshold θthL during EDSS operation > Steering angle threshold θthS during normal operation Steering angle change rate threshold dθthL > Steering angle change rate threshold dθthS (normal operation)

[0180] The relationship between the thresholds used in conditions C1 to C3 and the thresholds used in step 650 is as follows. However, the following relationship does not necessarily have to hold. When EDSS is activated, the accelerator pedal operation threshold is APthL = APthLarge When EDSS is activated, the accelerator pedal change speed threshold is dAPthL = dAPthLarge EDSS activated brake pedal operation threshold BPthL = BPthLarge The threshold for brake pedal change speed during EDSS operation is dBPthL = dBPthLarge Steering angle threshold θthL = θthLarge when EDSS is activated Threshold for steering angle change rate during EDSS operation: dθthL = dθthLarge

[0181] If the EDSS activation override conditions are not met (i.e., none of conditions C1 through C3 are met), the CPU determines "No" in step 1010 and proceeds to step 1020. In step 1020, the CPU sets the value of the EDSS·OR flag (EDSS activation override flag) XEOR to "0". After that, the CPU proceeds to step 1095 to terminate this routine and proceeds to step 850 in Figure 8.

[0182] In response to this, if the EDSS activation override condition is met (i.e., at least one of conditions C1 to C3 is met), the CPU determines "Yes" in step 1010 and proceeds to step 1030. In step 1030, the CPU sets the value of the EDSS·OR flag (EDSS activation override flag) XEOR to "1". After that, the CPU proceeds to step 1095 to terminate this routine and proceeds to step 850 in Figure 8.

[0183] In step 850, the CPU determines whether the value of the EDSS·OR flag XEOR is "0".

[0184] If the value of the EDSS·OR flag XEOR is "0", the CPU determines "Yes" in step 850 and proceeds to step 855, where it starts executing automatic braking as a collision avoidance support action. After that, the CPU proceeds to step 895 and terminates this routine.

[0185] In contrast, if the value of the EDSS·OR flag XEOR is "1", the CPU determines "No" in step 850 and proceeds to step 860, where it prohibits (cancels) automatic brake control and allows override. That is, the CPU controls its own vehicle according to the driver's driving operations. After that, the CPU proceeds to step 895 and terminates this routine.

[0186] As explained above, the fifth device, during the execution of the second control (while the emergency stop control is being executed), determines whether the operation judgment condition during the execution of the second control has been met at an earlier point (when the collision index value reaches the collision judgment threshold TTCthL during the execution of the second control), and based on that judgment result, the first action can be started at an earlier point. Therefore, collisions between the vehicle and obstacles can be avoided more reliably. Furthermore, since the first action is automatic braking, and this automatic braking is started relatively early during the execution of the second control, there is less need to rapidly decelerate the vehicle with automatic braking. As a result, the possibility of a vehicle behind suddenly approaching the vehicle can be reduced by the first action, which is automatic braking.

[0187] In addition, in the fifth device, the operation determination condition during the execution of the second control (override condition during EDSS operation) is set to be met when the driver operates the control controls faster or more broadly, compared to the operation determination condition during the non-execution of the second control (override condition during non-execution of EDSS operation). Therefore, if there is a high probability that the driver is in an abnormal state (during the execution of the second control), collision avoidance action by driving operation is permitted only when a clearer (more certain) driving operation is detected.

[0188] <Sixth Embodiment> The vehicle control device according to the sixth embodiment of the present invention (hereinafter referred to as the "sixth device") determines that the collision prediction condition is met, and sets the override determination condition (operation determination condition) when emergency stop control by EDSS is being executed to a condition different from the override condition when emergency stop control by EDSS is not being executed. More specifically, when the sixth device determines that the collision prediction condition is met, it changes the override determination condition (operation determination condition) when emergency stop control by EDSS is being executed to a condition that is met when it is more likely that the driving operation is for avoiding a collision. As a result, when it determines that the collision prediction condition is met, the condition that needs to be met in order to execute the collision avoidance support operation when emergency stop control by EDSS is being executed (i.e., the first operation start condition while EDSS is operating) becomes a different condition from the condition that needs to be met in order to execute the collision avoidance support operation when emergency stop control by EDSS is not being executed (i.e., the first operation start condition while EDSS is not operating). In addition, the sixth device also prohibits (cancels) automatic braking when the override condition is met, similar to the fifth device.

[0189] (Specific operation) The CPU of the vehicle control ECU 10 of the sixth device executes the routine shown in the flowchart in Figure 8 at predetermined intervals, similar to the fifth device. However, the CPU of the sixth device differs from that of the fifth device in that, at step 845 in Figure 8, it executes the subroutine shown in the flowchart in Figure 11 instead of the subroutine shown in Figure 10. This difference will be explained below.

[0190] When the CPU proceeds to step 845 in Figure 8, it performs an "override determination during EDSS operation." In this step 845, it determines whether or not the override conditions (operation determination conditions) set for EDSS operation are met, according to the subroutine shown in Figure 11.

[0191] More specifically, when the CPU proceeds to step 845, it starts processing from step 1100 of the routine shown in the flowchart in Figure 11 and proceeds to step 1110. In step 1110, the CPU determines whether the magnitude of the steering angle change rate |dθ| is greater than or equal to the steering angle change rate threshold dθth. That is, in step 1110, the CPU determines whether the steering wheel has been turned suddenly.

[0192] If the magnitude of the steering angle change rate |dθ| is less than the steering angle change rate threshold dθth, the CP determines "No" in step 1110 and proceeds to step 1120. In step 1120, the CPU sets the value of the EDSS·OR flag (EDSS active override flag) XEOR to "0". After that, the CPU proceeds to step 1195 to terminate this routine and proceeds to step 850 in Figure 8. Therefore, in this case, automatic braking is executed in step 855 in Figure 8.

[0193] In response to this, if the magnitude of the rate of change of the steering angle |dθ| is greater than or equal to the steering angle change rate threshold dθth, the CP determines "Yes" in step 1110 and proceeds to step 1130. In step 1130, the CPU determines whether the direction of steering is in a direction that avoids collision with an obstacle.

[0194] More specifically, as shown in Figure 12(A), from the point in step 805 when the CPU determines that an obstacle exists, it repeatedly calculates the overlap amount R between the vehicle HV and the obstacle OB, assuming that the vehicle HV collides with the obstacle OB based on the predicted vehicle path. The overlap amount is the length of the overlap between the collision portion of the vehicle HV and the obstacle OB, assuming that the vehicle HV collides with the obstacle OB.

[0195] The CPU then compares the lap amount R at the time it determines that an obstacle exists in the vehicle's predicted path (or at the time the collision prediction condition is met while the EDSS is active) (hereinafter referred to as the "first lap amount") with the lap amount R at the time after the collision prediction condition is met while the EDSS is active (or after it determines that an obstacle exists in the vehicle's predicted path) when the magnitude of the steering angle change rate |dθ| becomes greater than or equal to the steering angle change rate threshold dθth (hereinafter referred to as the "second lap amount").

[0196] In this case, as shown in Figure 12(B), if the second lap amount is smaller than the first lap amount, the CPU determines that the steering direction is the direction to avoid collision with an obstacle. Alternatively, as shown in Figure 12(B), the CPU may also determine that the steering direction is the direction to avoid collision with an obstacle if the second lap amount is a negative value.

[0197] In contrast, as shown in Figure 12(C), if the second lap amount (R2) is greater than or equal to the first lap amount (R1), the CPU determines that the direction of steering is not the direction that avoids collision with an obstacle.

[0198] The CPU may determine that the direction of steering is one that avoids collision with an obstacle when the distance after steering, as described below, is greater than the distance before steering, as described below. Here, the distance after steering is the distance between the center of the vehicle's HV in the vehicle width direction and the center of the obstacle OB in the vehicle width direction of the vehicle's HV, assuming that the vehicle's HV collides with the obstacle OB based on the predicted vehicle path at the time when the magnitude of the change in steering angle |dθ| becomes greater than or equal to the steering angle change rate threshold dθth (the time when steering is determined to have been performed). The distance before steering is the distance between the center of the vehicle's HV in the vehicle width direction and the center of the obstacle OB in the vehicle width direction of the vehicle's HV, assuming that the vehicle's HV collides with the obstacle OB based on the predicted vehicle path at the time when it is determined that an obstacle exists in the vehicle's predicted area of ​​travel or when the collision prediction condition is met while EDSS is operating.

[0199] If the steering direction is not one that avoids collision with an obstacle, the CPU proceeds from step 1130 to step 1120 and sets the value of the EDSS·OR flag XEOR to "0". Then, the CPU proceeds to step 1195 to terminate this routine and proceeds to step 850 in Figure 8. Therefore, in this case, automatic braking is performed at step 855 in Figure 8.

[0200] In contrast, if the steering direction is one that avoids collision with an obstacle, the CPU proceeds from step 1130 to step 1140 in Figure 11 and sets the value of the EDSS·OR flag XEOR to "1". After that, the CPU proceeds to step 1195 to terminate this routine and proceeds to step 850 in Figure 8. Therefore, in this case, the CPU determines "No" in step 850 in Figure 8 and proceeds to step 860. Thus, automatic brake control is prohibited (cancelled) and override is permitted. In other words, the CPU controls the vehicle according to the driver's driving operations.

[0201] Thus, the CPU determines that the EDSS override condition is met when it determines, through "steps 1110 and 1120" in Figure 11, that an operation has been performed on the steering wheel and that a steering collision avoidance state has occurred in which the direction of travel of the vehicle has been changed in a direction that avoids collision with the obstacle as a result of the operation on the steering wheel.

[0202] As explained above, the sixth device, like the fifth device, determines whether the operation determination condition during the execution of the second control is met at an earlier point (when the collision index value reaches the collision determination threshold TTCthL during the execution of the second control) during the execution of the second control (during the execution of emergency stop control), and based on that determination result, the first operation can be started at an earlier point.

[0203] In addition, according to the sixth device, the override condition during EDSS operation is set to be met when the vehicle is steered and the direction of travel of the vehicle changed by that steering is "a direction to avoid collision with an obstacle". Therefore, when the second control is being executed, if there is steering that is clearly being done to avoid a collision, the first action, automatic braking, is not performed, and collision avoidance action by driving operation (collision avoidance action by the driver's steering) takes precedence. Therefore, the possibility of collision avoidance action being performed due to erroneous operation can be reduced.

[0204] In the fifth and sixth embodiments, the CPU may perform the same determination as in step 420 in steps 815 and 840 (i.e., whether the collision margin time TTC is less than or equal to the "maximum collision detection threshold TthMax"). In this case, if the collision margin time TTC is less than or equal to the "maximum collision detection threshold TthMax", the CPU proceeds from step 810 to step 840, or from step 815 to step 820. Furthermore, in this case, between steps 850 and 855, the CPU determines whether the collision margin time TTC is less than or equal to the "collision detection threshold TTCthL during EDSS operation", proceeds to step 855 if the collision margin time TTC is less than or equal to the "collision detection threshold TTCthL during EDSS operation", and proceeds to step 860 if the collision margin time TTC is greater than the "collision detection threshold TTCthL during EDSS operation". In addition, in this case, between step 825 and step 830, the CPU determines whether the collision margin time TTC is less than or equal to the "collision detection threshold TTCthS when EDSS is not active". If the collision margin time TTC is less than or equal to the "collision detection threshold TTCthS when EDSS is not active", the CPU proceeds to step 830. If the collision margin time TTC is greater than the "collision detection threshold TTCthS when EDSS is not active", the CPU proceeds to step 835.

[0205] The present invention is not limited to the embodiments described above, and various modifications, including those described below, can be adopted within the scope of the present invention.

[0206] (First variation) The CPU may acquire information that a driver abnormality has occurred when the driver remains inactive for a period exceeding the threshold time for determining inactivity. The driver remains inactive state is a state in which any of the parameters consisting of one or more combinations of "accelerator pedal operation amount AP, brake pedal operation amount BP, steering torque Tra, and signal level of touch sensor 93" remain unchanged between "the present time and a predetermined sampling time prior to the present time" (or a state in which each parameter does not change by more than the threshold corresponding to each parameter).

[0207] (Second variation) The CPU may obtain information that a driver abnormality has occurred using the confirmation button 98. For example, if the driver remains inactive for a period of time shorter than the "confirmation required time threshold" (which is shorter than the "inactivity judgment time threshold"), the CPU displays a "warning message prompting the driver to operate the confirmation button 98" on the warning display device 82. If the CPU fails to receive a confirmation signal from the confirmation button 98 between the time such a message is displayed and the time corresponding to the confirmation time threshold has elapsed, it determines that a driver abnormality has occurred and obtains information that a driver abnormality has occurred.

[0208] (Third variation) The CPU may determine that the operation determination condition has been met in step 540 in Figure 5 and step 730 in Figure 7, etc., when the brake pedal 92a is pressed (when the brake pedal 92a changes from off (released state) to on (pressed state)) or when the brake pedal 92a is pressed. In this case, a brake switch that generates signals indicating the off and on states of the brake pedal 92a may be used.

[0209] (Fourth variation) The CPU may determine that the operation determination condition is met in step 540 in Figure 5 and step 730 in Figure 7, etc., when the accelerator pedal 91a is pressed (when the accelerator pedal 91a changes from off (released state) to on (pressed state)) or when the accelerator pedal 91a is pressed. In this case, an accelerator switch that generates signals indicating the off and on states of the accelerator pedal 91a may be used.

[0210] (Fifth variation) Device DS is applicable to an autonomous vehicle when the driving mode has transitioned from autonomous driving to driver-operated driving. [Explanation of symbols]

[0211] 10...Vehicle control (driving assistance) ECU, 20...Camera device, 30...Radar device, 40...Driver monitoring device (driver surveillance device), 60...Brake ECU, 70...Steering ECU, 71...Steering motor.

Claims

1. A first control system that performs a first action to reduce the possibility of collision between the vehicle and an obstacle present in the predicted area of ​​the vehicle's movement, A second control system that, upon receiving information that the driver of the vehicle is in an abnormal state where he is unable to operate the vehicle normally, executes a second control to automatically stop the vehicle, Equipped with, The system is configured such that the first operation start condition during non-execution of the second control, which must be met for the first control system to start executing the first operation when the second control system is not executing the second control, and the first operation start condition during execution of the second control, which must be met for the first control system to start executing the first operation when the second control system is executing the second control, are different from each other. In a vehicle control system, The first operation start condition during the non-execution of the second control is a condition that is met when a collision index value, which is correlated with the probability of the vehicle colliding with the obstacle, reaches a first collision determination threshold. The first operation start condition during the execution of the second control is a condition that is met when the collision index value reaches the second collision determination threshold, The second collision determination threshold is set to a value at which the collision index value reaches an earlier time than the time at which the collision index value reaches the first collision determination threshold. Furthermore, The collision index value is the collision margin time, which is the time until the vehicle is expected to collide with the obstacle. The early collision detection threshold, which is set as the second collision detection threshold, is set to a value greater than the standard collision detection threshold, which is set as the first collision detection threshold. Vehicle control device.

2. A first control system that performs a first action to reduce the possibility of collision between the vehicle and an obstacle present in the predicted area of ​​the vehicle's movement, A second control system that, upon receiving information that the driver of the vehicle is in an abnormal state where he is unable to operate the vehicle normally, executes a second control to automatically stop the vehicle, Equipped with, The system is configured such that the first operation start condition during non-execution of the second control, which must be met for the first control system to start executing the first operation when the second control system is not executing the second control, and the first operation start condition during execution of the second control, which must be met for the first control system to start executing the first operation when the second control system is executing the second control, are different from each other. In a vehicle control system, The first operation start condition during the non-execution of the second control is a condition that is met when the collision index value, which correlates with the probability of the vehicle colliding with the obstacle, reaches a first collision determination threshold, if the operation determination condition that is met when the driver is operating the vehicle's control panel is not met, and a condition that is met when the collision index value reaches a third collision determination threshold, if the operation determination condition is met. The first operation start condition during the execution of the second control is a condition that is met when the collision index value reaches the first collision determination threshold, regardless of whether the operation determination condition is met or not. The third collision determination threshold is set to a value at which the collision index value reaches a later time than the time at which the collision index value reaches the first collision determination threshold. Vehicle control device.

3. In the vehicle control device according to Claim 2, The collision index value is the collision margin time, which is the time until the vehicle is expected to collide with the obstacle. The delayed collision detection threshold, which is set as the third collision detection threshold, is set to a value smaller than the standard collision detection threshold, which is set as the first collision detection threshold. Vehicle control device.

4. A first control system that performs a first action to reduce the possibility of collision between the vehicle and an obstacle present in the area where the vehicle is expected to travel, A second control system that, upon receiving information that the driver of the vehicle is in an abnormal state where he is unable to operate the vehicle normally, executes a second control to automatically stop the vehicle, Equipped with, The system is configured such that the first operation start condition during non-execution of the second control, which must be met for the first control system to start executing the first operation when the second control system is not executing the second control, and the first operation start condition during execution of the second control, which must be met for the first control system to start executing the first operation when the second control system is executing the second control, are different from each other. In a vehicle control system, The first operation start condition during the non-execution of the second control is a condition that is met when the collision index value, which correlates with the probability of the vehicle colliding with the obstacle, reaches a first collision determination threshold, when the predetermined second non-execution operation determination condition, which is met when the driver is operating the vehicle's control controls, is not met, and when the collision index value reaches a third collision determination threshold, when the second non-execution operation determination condition is met, The first operation start condition during the execution of the second control is a condition that is met when the collision index value reaches the first collision determination threshold when the predetermined second control execution operation determination condition, which is met when the driver is operating the driving control, is not met, and a condition that is met when the collision index value reaches the third collision determination threshold when the second control execution operation determination condition is met. The second control execution operation determination condition is set to be met when the driver operates the control device faster or more forcefully than the second control non-execution operation determination condition. The third collision determination threshold is set to a value at which the collision index value reaches a later time than the time at which the collision index value reaches the first collision determination threshold. Vehicle control device.

5. In the vehicle control device according to claim 4, The collision index value is the collision margin time, which is the time until the vehicle is expected to collide with the obstacle. The delayed collision detection threshold, which is set as the third collision detection threshold, is set to a value smaller than the standard collision detection threshold, which is set as the first collision detection threshold. Vehicle control device.

6. A first control system that performs a first action to reduce the possibility of collision between the vehicle and an obstacle present in the area where the vehicle is expected to travel, A second control system that, upon receiving information that the driver of the vehicle is in an abnormal state where he is unable to operate the vehicle normally, executes a second control to automatically stop the vehicle, Equipped with, The system is configured such that the first operation start condition during non-execution of the second control, which must be met for the first control system to start executing the first operation when the second control system is not executing the second control, and the first operation start condition during execution of the second control, which must be met for the first control system to start executing the first operation when the second control system is executing the second control, are different from each other. In a vehicle control system, The first operation start condition during the non-execution of the second control is a condition that is met when the collision index value, which correlates with the probability of the vehicle colliding with the obstacle, reaches a first collision determination threshold, when the predetermined second non-execution operation determination condition, which is met when the driver is operating the vehicle's control controls, is not met, and when the collision index value reaches a third collision determination threshold, when the second non-execution operation determination condition is met, The first operation start condition during the execution of the second control is a condition that is met when the collision index value reaches the first collision determination threshold when the predetermined second control execution operation determination condition, which is met when the driver is operating the driving control, is not met, and a condition that is met when the collision index value reaches the fourth collision determination threshold when the second control execution operation determination condition is met. The second control execution operation determination condition is: The conditions are the same as the second control non-execution operation determination condition, or Compared to the second control non-execution operation determination condition, this condition is set to be met when the driver operates the control device faster or more forcefully. The third collision determination threshold is set to a value at which the collision index value reaches a later time than the time at which the collision index value reaches the first collision determination threshold. The fourth collision determination threshold is set to a value at which the collision index value reaches a point later than the point at which the collision index value reaches the first collision determination threshold, and earlier than the point at which the collision index value reaches the third collision determination threshold. Vehicle control device.

7. In the vehicle control device according to claim 6, The collision index value is the collision margin time, which is the time until the vehicle is expected to collide with the obstacle. The delayed collision detection threshold, which is set as the third collision detection threshold, is set to a value smaller than the standard collision detection threshold, which is set as the first collision detection threshold. The intermediate delayed collision determination threshold, which is set as the fourth collision determination threshold, is set to a value that is smaller than the standard collision determination threshold and larger than the delayed collision determination threshold. Vehicle control device.

8. A first control system that performs a first action to reduce the possibility of collision between the vehicle and an obstacle present in the area where the vehicle is expected to travel, A second control system that, upon receiving information that the driver of the vehicle is in an abnormal state where he is unable to operate the vehicle normally, executes a second control to automatically stop the vehicle, Equipped with, The system is configured such that the first operation start condition during non-execution of the second control, which must be met for the first control system to start executing the first operation when the second control system is not executing the second control, and the first operation start condition during execution of the second control, which must be met for the first control system to start executing the first operation when the second control system is executing the second control, are different from each other. In a vehicle control system, The first control system is If the second control is not performed, When the collision index value, which correlates with the probability of the vehicle colliding with the obstacle, reaches the collision determination threshold during non-execution of the second control, and the driver is operating the vehicle's control controls, a predetermined second non-execution operation determination condition is not met. In such a state, the system determines that the first operation start condition during non-execution of the second control is met and starts executing the first operation. If the second non-execution operation determination condition is met, the system does not execute the first operation. Furthermore, the system is configured to perform the first operation. When the second control is being executed, When the collision index value reaches the collision determination threshold during second control execution, and the driver is operating the driving control, a predetermined operation determination condition during second control execution is not met. In such a state, the system determines that the first operation start condition during second control execution is met and starts the execution of the first operation. If the operation determination condition during second control execution is met, the system does not execute the first operation. The second control execution collision determination threshold is set to a value at which the collision index value reaches an earlier time than the time at which the collision index value reaches the second control non-execution collision determination threshold. The second control execution operation determination condition is set to a different condition from the second control non-execution operation determination condition. Vehicle control device.

9. In the vehicle control device according to claim 8, The second control execution operation determination condition is set to be met when the driver operates the control device faster or more forcefully than the second control non-execution operation determination condition. Vehicle control device.

10. In the vehicle control device according to claim 8, The second control non-execution operation determination condition is set to be met when the vehicle is steered, regardless of the direction of travel of the vehicle due to said steering. The second control execution operation determination condition is set to be met when the vehicle is steered and the direction of travel of the vehicle is changed by said steering to avoid collision with the obstacle. Vehicle control device.

11. In the vehicle control device according to claim 8, The second control non-execution operation determination condition is set to be met when an operation is performed on the accelerator pedal, brake pedal, and steering wheel of the vehicle. The second control execution operation determination condition is set to be met when an operation is performed on the steering wheel and a steering collision avoidance state is created in which the direction of travel of the vehicle is changed in a direction that avoids collision with the obstacle as a result of the operation on the steering wheel, but is not met if an operation is performed on either the accelerator pedal or the brake pedal of the vehicle but the steering collision avoidance state is not created. Vehicle control device.

12. In the vehicle control device according to any one of claims 8 to 11, The collision index value is the collision margin time, which is the time until the vehicle is expected to collide with the obstacle. The collision detection threshold during the execution of the second control is set to a value greater than the collision detection threshold during the non-execution of the second control. Vehicle control device.

13. A first step of performing a first action to reduce the possibility of collision between the vehicle and an obstacle present in the area where the vehicle is expected to travel, If information is received that the driver of the vehicle is in an abnormal state and is unable to operate the vehicle normally, the second step is to execute a second control to automatically stop the vehicle. Includes, The conditions for starting the first operation while the second control is not being executed, which must be met in order to start the execution of the first operation when the second control is not being executed, and the conditions for starting the first operation while the second control is being executed, which must be met in order to start the execution of the first operation when the second control is being executed, are different from each other. In a vehicle control method, The first operation start condition during the non-execution of the second control is a condition that is met when a collision index value, which is correlated with the probability of the vehicle colliding with the obstacle, reaches a first collision determination threshold. The first operation start condition during the execution of the second control is a condition that is met when the collision index value reaches the second collision determination threshold, The second collision determination threshold is set to a value at which the collision index value reaches an earlier time than the time at which the collision index value reaches the first collision determination threshold. Furthermore, The collision index value is the collision margin time, which is the time until the vehicle is expected to collide with the obstacle. The early collision detection threshold, which is set as the second collision detection threshold, is set to a value greater than the standard collision detection threshold, which is set as the first collision detection threshold. Vehicle control method.

14. A program to be executed by a computer installed in the vehicle, The program is sent to the computer, A first step is to perform a first action to reduce the possibility of collision between the vehicle and an obstacle present in the area where the vehicle is expected to travel, If information is received that the driver of the vehicle is in an abnormal state and is unable to operate the vehicle normally, the second step is to execute a second control to automatically stop the vehicle. Make it run, The conditions for starting the first operation while the second control is not being executed, which must be met in order to start the execution of the first operation when the second control is not being executed, and the conditions for starting the first operation while the second control is being executed, which must be met in order to start the execution of the first operation when the second control is being executed, are different from each other. In the program, The first operation start condition during the non-execution of the second control is a condition that is met when a collision index value, which is correlated with the probability of the vehicle colliding with the obstacle, reaches a first collision determination threshold. The first operation start condition during the execution of the second control is a condition that is met when the collision index value reaches the second collision determination threshold, The second collision determination threshold is set to a value at which the collision index value reaches an earlier time than the time at which the collision index value reaches the first collision determination threshold. Furthermore, The collision index value is the collision margin time, which is the time until the vehicle is expected to collide with the obstacle. The early collision detection threshold, which is set as the second collision detection threshold, is set to a value greater than the standard collision detection threshold, which is set as the first collision detection threshold. program.

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