JP2010076722A - Driving operation assisting device and driving operation assisting method - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To prevent a driver from feeling a sense of incongruity relative to control intervention at starting of the control intervention. <P>SOLUTION: A vehicle control controller 11 calculates time series variation of a target steering angle of a vehicle 1 for avoiding that the vehicle 1 is contacted with an obstacle as an avoidance steering pattern, corrects the avoidance steering pattern calculated based on a driving operation amount of the driver of the vehicle 1, and controls the vehicle 1 according to a control amount of the vehicle 1 required for performing the corrected avoidance steering pattern. According to such a constitution, the avoidance steering pattern is smoothly connected to a steering angle and a steering angular velocity at starting of avoidance operation by the driver, and driving operation of the driver at starting of intervention of control can be reflected to the avoidance steering pattern. Therefore, the driver can be prevented from feeling the sense of incongruity relative to the control intervention at the starting of the control intervention. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  The present invention relates to a driving operation support apparatus and a driving operation support method for supporting an avoidance operation performed by a driver on an obstacle so as to avoid contact with the obstacle during traveling of the host vehicle.

Conventionally, a target yaw rate required to avoid contact with an obstacle is calculated, and the yaw rate of the host vehicle follows the calculated target yaw rate at the timing when the avoidance operation of the driver is detected. A driving operation support device that supports a driver's avoidance operation by controlling lateral movement is known (see Patent Document 1).
JP 2005-324699 A

  The conventional driving operation support device is configured to control the lateral movement of the host vehicle so that the yaw rate of the host vehicle follows the target yaw rate calculated at the timing when the avoidance operation of the driver is detected. For this reason, according to the conventional driving operation support device, when the deviation between the driver's initial steering amount and the steering amount necessary to follow the target yaw rate is large, even the driver's initial steering amount is in contact with an obstacle. In spite of the fact that control can be avoided, the control intervenes and the driver may feel uncomfortable with the control intervention.

  The present invention has been made to solve the above-described problems, and an object of the present invention is to provide a driving operation support apparatus and a driving operation support method capable of preventing the driver from feeling uncomfortable with respect to the control intervention at the start of the control intervention. It is to provide.

  The driving operation support device and the driving operation support method according to the present invention calculate, as an avoidance steering pattern, a time-series change in the target steering angle of the host vehicle for avoiding contact of the host vehicle with an obstacle. The avoidance steering pattern calculated based on the driving operation amount of the driver is corrected, and the host vehicle is controlled according to the control amount of the host vehicle necessary for executing the corrected avoidance steering pattern.

  According to the driving operation support device and the driving operation support method according to the present invention, the driver's driving operation at the start of the control intervention can be reflected in the avoidance steering pattern. It can prevent a sense of incongruity.

  Hereinafter, with reference to the drawings, a driving operation support device and its operation (driving operation support method) according to an embodiment of the present invention will be described.

[Configuration of driving support device]
First, with reference to FIG. 1, FIG. 2, the structure of the driving operation assistance apparatus used as embodiment of this invention is demonstrated.

  As shown in FIG. 1, a driving operation support device according to an embodiment of the present invention is mounted on a vehicle 1, and includes a radar 2, an imaging device 3, an image processing device 4, a yaw rate sensor 5, a lateral G / front / rear G sensor 6, and A wheel speed sensor 7, a steering angle sensor 8, a steering torque sensor 9, a steering actuator 10, and a vehicle control controller 11 are provided as main components.

  The radar 2 irradiates the front of the vehicle 1 with laser light, receives reflected light from an object irradiated with the laser light by a light receiving system, and detects a time difference between the laser emission time and the reflected light receiving time. Thus, the presence / absence of an obstacle, the distance between the vehicle 1 and the obstacle, and the position of the obstacle are measured. The radar 2 inputs the measurement result to the vehicle controller 11. The imaging device 3 is provided at the front portion of the vehicle 1, captures an image in front of the vehicle 1, and outputs the image to the image processing device 4. The image processing device 4 performs image processing on the image picked up by the image pickup device 3 to detect the traveling environment information of the vehicle 1 such as the surrounding vehicle and the road environment, and inputs the detection result to the vehicle controller 11. The laser 2, the imaging device 3, and the image processing device 4 function as the traveling environment recognition means 21 according to the present invention shown in FIG.

  The yaw rate sensor 5 detects the yaw rate generated in the vehicle 1 and inputs the detected value to the vehicle controller 11. The lateral G / front / rear G sensor 6 detects a lateral acceleration G (lateral G) and a longitudinal acceleration G (front / back G) generated in the vehicle 1 and inputs the detected values to the vehicle controller 11. The wheel speed sensor 7 detects the rotational speed (wheel speed) of each wheel of the vehicle 1 and inputs the detected value to the vehicle controller 11. The yaw rate sensor 5, the lateral G / front / rear G sensor 6, and the wheel speed sensor 7 function as the vehicle motion state detection means 22 according to the present invention shown in FIG. The steering angle sensor 8 detects the steering angle of the steering of the vehicle 1 and inputs the detected value to the vehicle controller 11. The steering torque sensor 9 detects the steering torque of the steering of the vehicle 1 and inputs the detected value to the vehicle controller 11. The steering angle sensor 8 and the steering torque sensor 9 function as the driver operation amount detection means 23 according to the present invention shown in FIG.

  The steering actuator 10 controls the steering angle of the steering of the vehicle 1 to generate a lateral force on the vehicle 1 to perform the steering operation of the vehicle 1. The steering actuator 10 functions as the vehicle motion control means 24 according to the present invention shown in FIG. The vehicle controller 11 is constituted by a microcomputer and is input from a radar 2, an image processing device 4, a yaw rate sensor 5, a lateral G / front / rear G sensor 6, a wheel speed sensor 7, a steering angle sensor 8, and a steering torque sensor 9. Based on the obtained information, the operation of the steering actuator 11 is controlled. The vehicle control controller 11 functions as an avoidance steering pattern generation means 25, an avoidance steering pattern correction means 26, and a vehicle control amount calculation means 27 according to the present invention shown in FIG. 2 when an internal CPU executes a control program. .

[Driving operation support processing]
In the driving operation support device having such a configuration, the vehicle controller 11 executes the following driving operation support process, so that the driver becomes an obstacle to avoid contact with the obstacle when the vehicle 1 travels. Supports the avoidance operation for this. Hereinafter, with reference to the flowchart shown in FIG. 3, the operation of the vehicle controller 11 when the driving operation support process is executed will be described. The flowchart shown in FIG. 3 starts at the timing when the ignition switch of the vehicle 1 is switched from the off state to the on state, and the driving operation support process proceeds to step S1.

  In the process of step S1, the vehicle controller 11 is present in an area where the vehicle 1 can travel using the input information from the radar 2 and the image processing device 34 (hereinafter referred to as “travel path”) and in the travel path. Detect an object. Note that the method for detecting the travel path is already known at the time of filing of the present invention, and therefore detailed description thereof is omitted. For details of the method of detecting the travel path, refer to, for example, Japanese Patent No. 3521860. Thereby, the process of step S1 is completed and a driving operation assistance process progresses to the process of step S2.

  In the process of step S2, the vehicle controller 11 uses the process result of step S1 to determine whether or not an object (hereinafter referred to as “obstacle”) that may come into contact with the vehicle 1 exists in the travel path. Is determined. Since the obstacle detection method is already known at the time of filing of the present invention, detailed description thereof will be omitted. For details of the obstacle detection method, refer to, for example, Japanese Patent Application Laid-Open No. 2000-207693. As a result of the determination, when it is determined that no obstacle is present in the travel path, the vehicle controller 11 returns the driving operation support process to the process of step S1. On the other hand, when it is determined that an obstacle exists in the travel path, the vehicle controller 11 advances the driving operation support process to the process of step S3.

  In the process of step S3, the vehicle controller 11 uses information on the travel path detected by the process of step S1 and input information from the yaw rate sensor 5, the lateral G / front / rear G sensor 6, and the wheel speed sensor 7. Thus, it is necessary to generate (calculate) the travel route of the vehicle 1 for avoiding contact with an obstacle in consideration of the travel route and motion state of the vehicle 1 as an avoidance route, and to travel the generated avoidance route. A time-series change in the steering angle (target steering angle) is generated (calculated) as an avoidance steering pattern. In the present embodiment, as shown in FIG. 4, the travel control controller 11 avoids the avoidance routes R1 and R1 that are suitable for the case where the steering operation is started in the right direction and the case where the steering operation is started in the left direction. R2 is generated, and an avoidance steering pattern is generated for each of the avoidance routes R1 and R2. At this time, the travel controller 11 does not generate an avoidance route that deviates from the range of the travel route or an avoidance route that cannot avoid contact with an obstacle by the operation of the vehicle 1 by the driver.

  When generating avoidance routes R1 and R2 that are suitable when the driver starts a steering operation in the right direction or the left direction, the vehicle controller 11 starts with the yaw rate sensor 5, the lateral G / front / rear G sensor 6, The lateral acceleration of the vehicle 1 for avoiding contact with the obstacle is set in consideration of the input information from the wheel speed sensor 7 and the tire characteristics of the vehicle 1, and contact with the obstacle is determined by the set lateral acceleration. It is determined whether or not it can be avoided. If it is determined that avoidance is possible, the vehicle controller 11 then calculates an avoidance route based on vehicle control using only lateral acceleration within the range of the travel path. An avoidance route that avoids contact with an obstacle by generating a limited braking force is calculated within the range of the travel path. However, an upper limit value is set for the braking force in consideration of the tire characteristics of the vehicle 1, and the traveling control controller 11 does not calculate an avoidance route when a braking force exceeding the upper limit value is required. Even when the avoidance route is calculated based on the vehicle control using only the lateral acceleration, it is generally safer to pass the vehicle 1 at a speed as low as possible when calculating the vicinity of the obstacle. Alternatively, an avoidance route to which a braking force in a range not exceeding the upper limit value may be calculated. Thereby, the process of step S3 is completed and a driving operation assistance process progresses to the process of step S4.

  In the process of step S4, the vehicle controller 11 uses the input information from the steering angle sensor 8 to determine whether or not the steering angle and the steering angular velocity are equal to or greater than a predetermined value. It is determined whether or not an avoidance operation for avoiding contact with the device is intentionally started. As a result of the determination, when the steering angle and the steering angular velocity are less than the predetermined value, the vehicle controller 11 determines that the driver has not intentionally started the avoidance operation, and the driving operation support process is changed to the process of step S5. Proceed. On the other hand, when the steering angle and the steering angular velocity are equal to or greater than the predetermined value, the vehicle controller 11 determines that the driver has intentionally started the avoidance operation, and advances the driving operation support process to the process of step S6. The vehicle controller 11 may determine that the driver has intentionally started the avoidance operation when the steering torque detected by the steering torque sensor 9 is equal to or greater than a predetermined value.

In the process of step S5, the vehicle controller 11 uses the information on the distance between the obstacle and the vehicle 1 and the relative speed between the obstacle and the vehicle 1 to predict the time until the vehicle 1 comes into contact with the obstacle. TTC is calculated. The distance between the obstacle and the vehicle 1 can be calculated from input information from the radar 2, and the relative speed between the vehicle 1 and the obstacle can be calculated by, for example, differentiating the calculated distance. Then, the vehicle controller 11 determines whether or not the calculated predicted time TTC is less than a predetermined value T _TTC . Result of the determination, when the prediction time TTC is less than a predetermined value T _TTC, the vehicle controller 11 advances the driving operation support in the process of step S7. On the other hand, when the predicted time TTC is greater than or equal to the predetermined value T _TTC , the vehicle controller 11 returns the driving operation support process to the process of step S1.

  In the process of step S6, the vehicle controller 11 uses the input information from the steering angle sensor 8 to correct the avoidance steering pattern calculated by the process of step S3 according to the driver's steering operation amount. Thereby, the process of step S6 is completed and a driving operation assistance process progresses to the process of step S7.

  Hereinafter, when the actual steering angle (the amount of steering operation by the driver) is larger than (1) the target steering angle indicated by the avoidance steering pattern, (2) when smaller than the target steering angle indicated by the avoidance steering pattern, and (3) avoidance steering The avoidance steering pattern correction method will be described separately for cases where the pattern is substantially the same as the target steering angle (when the deviation between the actual steering angle and the target steering angle is less than a predetermined value).

(1) When the actual steering angle is larger than the target steering angle indicated by the avoidance steering pattern FIG. 5 shows the time series change of the steering angle from the start of the avoidance operation, and the line segments L1, L2, and L3 are the avoidance steering pattern and driving, respectively. The steering operation amount (actual steering angle) of the person and the corrected avoidance steering pattern are shown. When the actual steering angle is larger than the target steering angle indicated by the avoidance steering pattern, the vehicle controller 11 determines that the avoidance steering pattern L1 is steered by the driver in the steering region R1 in the first half of the avoidance operation until the steering angle reaches the maximum steering angle. The avoidance steering pattern L1 is corrected so as to coincide with the pattern L2. That is, the vehicle controller 11 corrects the avoidance steering pattern L1 so that the steering angular velocity in the first half of the avoidance operation becomes faster than the initial value. At this time, since the actual steering angle is larger than the target steering angle, the vehicle controller 11 causes the steering angular velocity to be slower than the initial value in the steering switchback region R2 in the latter half of the avoidance operation in order to cancel the difference. The avoidance steering pattern L1 is corrected. When correcting the steering angular velocity, the vehicle controller 11 determines that the integral value of the steering angle from the start of avoidance steering to the neutral position is the avoidance steering pattern L1 before correction and the avoidance steering pattern L3 after correction. To be the same.

(2) When the actual steering angle is smaller than the target steering angle indicated by the avoidance steering pattern FIG. 6 shows the time series change of the steering angle from the start of the avoidance operation, and the line segments L1, L2, and L3 are the avoidance steering pattern and the driving, respectively. The steering operation amount (actual steering angle) of the person and the corrected avoidance steering pattern are shown. When the actual steering angle is smaller than the target steering angle indicated by the avoidance steering pattern, the vehicle controller 11 avoids the avoidance steering pattern L1 so that the avoidance steering pattern L1 matches the steering pattern L2 by the driver in the steering region R3 in the first half of the avoidance operation. L1 is corrected. That is, the vehicle controller 11 corrects the avoidance steering pattern L1 so that the steering angular velocity in the first half of the avoidance operation becomes slower than the initial value. At this time, since the actual steering angle is smaller than the target steering angle, the vehicle controller 11 shortens the time until the maximum steering angle is reached in the maximum steering angle region R4 in order to cancel out the difference, and The avoidance steering pattern L1 is corrected so that the maximum steering angle is maintained for a certain time. When correcting the maximum operating angle region R4, the vehicle controller 11 determines that the integral value of the steering angle from the start of avoidance steering until the steering angle reaches the neutral position is the avoidance steering pattern L1 before correction and the avoidance steering after correction. The pattern L3 is the same.

(3) When the actual steering angle is substantially the same as the target steering angle indicated by the avoidance steering pattern The vehicle controller 11 does not correct the avoidance steering pattern L1.

  The correction method of the avoidance steering pattern in the steering switchback region R2 and the maximum steering angle region R4 was determined based on experimental data shown below. When the driver performs the avoidance operation shown in FIG. 4, he / she discovers in advance the avoidance steering pattern and the obstacle when the avoidance operation is performed unintentionally because the obstacle is suddenly discovered. FIG. 7 and FIG. 8 show avoidance steering patterns when the avoidance operation is intentionally performed without any change. As is clear from the comparison between FIG. 7 and FIG. 8, the characteristic of the avoidance steering pattern by the intentional avoidance operation is that the maximum steering angle is maintained for a certain period of time as shown in a region R5 in FIG. As shown in a region R6 in FIG. 8, it can be mentioned that the steering angular velocity at the time of steering return is gentler than that at the time of starting the avoidance operation.

  For this reason, in the intentional avoidance operation, the target value of the maximum steering angle has already been set from the start of steering, and the driver steers the vehicle so as to quickly reach the steering angle and then obstructs the obstacle at the maximum steering angle. It can be inferred that the steering angle is maintained for a certain time in order to travel while confirming that contact with the vehicle can be avoided, and then a gentler steering pattern is executed from the start of avoidance in order to stabilize the vehicle behavior. Based on the above knowledge, when correcting the avoidance steering pattern, not only correction so as not to change suddenly from the steering angle and steering angular velocity by the driver's operation, but also by reflecting the characteristics of the driver's intentional avoidance steering pattern Thus, the avoidance operation can be supported without causing the driver to feel a sense of incongruity as compared with the prior art.

  In the process of step S7, the vehicle controller 11 executes the avoidance steering pattern calculated by the process of step S3 or the avoidance steering pattern corrected by the process of step S6 based on the input information from the steering angle sensor 8. The control amount of the steering actuator 10 necessary for the calculation is calculated. Thereby, the process of step S7 is completed, and the driving operation support process proceeds to the process of step S8.

  In the process of step S8, the vehicle controller 11 is corrected by the avoidance steering pattern calculated by the process of step S3 or the process of step S6 by controlling the steering actuator 10 by the control amount calculated by the process of step S7. The steering actuator 10 is controlled to execute the avoidance steering pattern. Thereby, the process of step S8 is completed and the driving operation support process proceeds to the process of step S9.

  In the process of step S9, the vehicle controller 11 determines whether or not there is no possibility of contact between the vehicle 1 and the obstacle. As a result of the determination, if the possibility of contact is not lost, the vehicle controller 11 maintains the current control state, and returns the driving operation support process to the process of step S1 at the timing when the possibility of contact is lost. The driving support process for the obstacle is executed.

  As is apparent from the above description, in the driving support device according to the embodiment of the present invention, the vehicle controller 11 is at the target steering angle of the vehicle 1 for avoiding the vehicle 1 from contacting an obstacle. The control amount of the vehicle 1 necessary for calculating the series change as an avoidance steering pattern, correcting the avoidance steering pattern calculated based on the driving operation amount of the driver of the vehicle 1, and executing the corrected avoidance steering pattern. The vehicle 1 is controlled according to the following. According to such a configuration, the avoidance steering pattern is smoothly connected to the steering angle and the steering angular velocity at the start of the avoidance operation by the driver, and the driver's driving operation at the start of the control intervention can be reflected in the avoidance steering pattern. Therefore, it is possible to prevent the driver from feeling uncomfortable with the control intervention at the start of the control intervention.

  In the driving operation support device according to the embodiment of the present invention, when the vehicle control controller 11 corrects the avoidance steering pattern so that the steering angular velocity in the first half of the avoidance operation is faster than the initial value, the return steering angular velocity in the second half of the avoidance operation is Since the avoidance steering pattern is corrected so as to be slower than the steering angular velocity in the first half of the avoidance operation, the avoidance steering pattern can be corrected to a target steering angle that is close to the driver's operation and contact with an obstacle can be reliably avoided. .

  In the driving operation support device according to the embodiment of the present invention, when the vehicle controller 11 corrects the avoidance steering pattern so that the steering angular velocity in the first half of the avoidance operation is slower than the initial value, the time to reach the maximum target steering angle is reached. Is shorter than the initial value, and the avoidance steering pattern is corrected so that the maximum target steering angle is maintained for a certain period of time, so that the avoidance steering pattern can be corrected to the target steering angle close to the position of the driver's avoidance operation and the obstacle Can be reliably avoided.

  In the driving operation support device according to the embodiment of the present invention, the vehicle controller 11 corrects the avoidance steering pattern so that the integrated value of the target steering angle does not change before and after the correction, so that the target steering close to the driver's operation is performed. The avoidance steering pattern can be corrected to the corner and the obstacle can be surely avoided on a route with a small deviation from the original avoidance steering pattern.

  As mentioned above, although the embodiment to which the invention made by the present inventor is applied has been described, the present invention is not limited by the description and the drawings that form part of the disclosure of the present invention according to this embodiment. For example, in the above embodiment, in the steering switchback region R2 and the maximum steering angle region R4, the integral value of the steering angle from the start of avoidance steering until the steering angle becomes the neutral position is the avoidance steering pattern L1 before correction and the corrected steering pattern L1. Although the same is applied to the avoidance steering pattern L3, the integral value of the yaw rate of the vehicle from the start of avoidance steering until the steering angle becomes the neutral position is the avoidance steering pattern L1 before correction and the avoidance steering pattern L3 after correction. And may be the same. The yaw rate can be calculated from the vehicle speed, the steering angle, and the steering angular velocity using a vehicle motion model typified by a two-wheel model. According to such processing, it is possible to reliably avoid contact with an obstacle with an avoidance steering pattern with a small deviation from the yaw rate of the original avoidance steering pattern. As described above, it should be added that other embodiments, examples, operation techniques, and the like made by those skilled in the art based on this embodiment are all included in the scope of the present invention.

It is a block diagram which shows the structure of the driving operation assistance apparatus used as embodiment of this invention. It is a functional block diagram of the driving operation support device shown in FIG. It is a flowchart figure which shows the flow of the driving operation assistance process used as embodiment of this invention. It is a figure which shows an example of the avoidance path | route produced | generated from the driving operation assistance process shown in FIG. It is a figure for demonstrating the correction method of an avoidance steering pattern in case an actual steering angle is larger than the target steering angle which an avoidance steering pattern shows. It is a figure for demonstrating the correction method of an avoidance steering pattern in case an actual steering angle is smaller than the target steering angle which an avoidance steering pattern shows. It is a figure which shows an example of the avoidance steering pattern at the time of a driver | operator having suddenly discovered an obstacle and hurrying and performing an avoidance operation unintentionally. It is a figure which shows an example of the avoidance steering pattern when a driver | operator has discovered obstacles in advance and performed avoidance operation intentionally without panicking.

Explanation of symbols

1: vehicle 2: radar 3: imaging device 4: image processing device 5: yaw rate sensor 6: lateral G / front-rear G sensor 7: wheel speed sensor 8: steering angle sensor 9: steering torque sensor 10: steering actuator 11: vehicle control Controller 21: Traveling environment recognition means 22: Vehicle movement state detection means 23: Driver operation amount detection means 24: Vehicle movement control means 25: Avoidance steering pattern generation means 26: Avoidance steering pattern correction means 27: Vehicle control amount calculation means

Claims (6)

Traveling environment recognition means for recognizing the traveling path of the host vehicle and obstacles present in the traveling path;
Vehicle motion state detection means for detecting the traveling state of the host vehicle;
Based on the travel path of the host vehicle recognized by the travel environment recognition unit and the travel state of the host vehicle detected by the vehicle motion state detection unit, the host vehicle contacts the obstacle recognized by the travel environment recognition unit. Avoidance steering pattern calculating means for calculating a time-series change of the target steering angle of the host vehicle for avoiding to be performed as an avoidance steering pattern;
A driver operation amount detecting means for detecting a driving operation amount of the driver of the own vehicle;
Avoidance steering pattern correction means for correcting the avoidance steering pattern calculated by the avoidance steering pattern calculation means based on the driving operation amount detected by the driver operation amount detection means;
Vehicle control amount calculation means for calculating a control amount of the host vehicle necessary for executing the avoidance steering pattern corrected by the avoidance steering pattern correction means;
And a vehicle motion control means for controlling the host vehicle according to the control amount calculated by the vehicle control amount calculation means. The driving operation support device according to claim 1,
When the avoidance steering pattern correction unit corrects the avoidance steering pattern so that the steering angular velocity in the first half of the avoidance operation becomes faster than the initial value, the return steering angular velocity in the second half of the avoidance operation becomes slower than the steering angular velocity in the first half of the avoidance operation. A driving operation support device that corrects an avoidance steering pattern. In the driving operation support device according to claim 1 or 2,
When the avoidance steering pattern is corrected so that the steering angular velocity in the first half of the avoidance operation becomes slower than the initial value, the time for reaching the maximum target steering angle is shorter than the initial value and the maximum target steering angle is corrected. A driving operation support device that corrects an avoidance steering pattern so as to maintain a steering angle for a certain period of time. In the driving operation support device according to any one of claims 1 to 3,
The avoidance steering pattern correction means corrects the avoidance steering pattern so that the integral value of the target steering angle does not change before and after the correction. In the driving operation support device according to any one of claims 1 to 3,
The avoidance steering pattern correction means corrects the avoidance steering pattern so that the integral value of the yaw rate of the host vehicle does not change before and after the correction. A first process for recognizing a travel path of the host vehicle and an obstacle present in the travel path;
A second process for detecting the traveling state of the host vehicle;
Based on the travel path of the host vehicle recognized by the first process and the travel state of the host vehicle detected by the second process, the host vehicle avoids contact with the obstacle recognized by the first process. A third process for calculating a time-series change in the target steering angle of the host vehicle as an avoidance steering pattern;
A fourth process for detecting the amount of driving operation of the driver of the host vehicle;
A fifth process for correcting the avoidance steering pattern calculated by the third process based on the driving operation amount detected by the fourth process;
A sixth process for calculating a control amount of the host vehicle necessary for executing the avoidance steering pattern corrected by the fifth process;
And a seventh process of controlling the host vehicle according to the control amount calculated by the sixth process.

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