Vehicle collision avoidance support device

Abstract

A vehicle collision avoidance support device is provided that can appropriately terminate the steering avoidance control after the steering avoidance control is started. The vehicle collision avoidance support device (10) is configured to execute the steering avoidance control when an index value indicating the probability of a collision between the own vehicle (100) and an object (200) existing in front of the own vehicle is greater than a predetermined index value. The steering avoidance control is a control that sets an avoidance path that can avoid the collision between the own vehicle and the object in the lane in which the own vehicle is traveling, and forcibly steers the own vehicle so that the own vehicle travels along the avoidance path. The vehicle collision avoidance support device is configured to terminate the steering avoidance control when the deviation of the own vehicle from the avoidance path during the execution of the steering avoidance control is greater than a predetermined deviation. The predetermined deviation is set for each of a plurality of sections that are divided and set separately by dividing the avoidance path.

Description

Technical Field

[0001] The present invention relates to a vehicle collision avoidance support device. Background Art

[0002] A vehicle collision avoidance support device is known that, when there is a possibility that the own vehicle (the vehicle) will collide with an object in front of the own vehicle, performs a forced braking control to avoid the own vehicle from colliding with the object by forcibly braking the own vehicle to stop it. In addition, a vehicle collision avoidance support device is also known that, when it is predicted that the own vehicle cannot avoid the collision with the object even if the own vehicle is forcibly braked, performs a steering avoidance control to avoid the collision between the own vehicle and the object by forcibly steering the own vehicle so that the own vehicle avoids the object (for example, refer to Patent Document 1).

[0003] Prior art literature

[0004] Patent Literature

[0005] Patent Document 1: Japanese Patent Application Publication No. 2017-43262 Summary of the invention

[0006] When the collision between the own vehicle and the object is avoided by the steering avoidance control, the own vehicle is forcibly steered to the right or left. When the own vehicle is forcibly steered in this way, the own vehicle may greatly leave (deviate) the avoidance path, and it is preferable to terminate the steering avoidance control. In such a case, a method of terminating the steering avoidance control when the deviation amount of the own vehicle from the avoidance path becomes greater than a predetermined amount may be considered. However, in this case, depending on the method of setting the predetermined amount, the termination of the steering avoidance control may be too late or, on the contrary, too early.

[0007] An object of the present invention is to provide a vehicle collision avoidance support device capable of appropriately terminating steering avoidance control after the steering avoidance control is started.

[0008] The vehicle collision avoidance support device according to the present invention is configured to execute steering avoidance control when an index value indicating the probability of a collision between the own vehicle and an object existing in front of the own vehicle becomes equal to or greater than a predetermined index value, wherein the steering avoidance control is to set an avoidance path in the lane in which the own vehicle is traveling so as to avoid the collision between the own vehicle and the object, and to perform avoidance steering control forcibly steering the own vehicle so as to make the own vehicle travel along the avoidance path. Furthermore, the vehicle collision avoidance support device according to the present invention is configured to terminate the steering avoidance control when the deviation amount of the own vehicle from the avoidance path becomes equal to or greater than a predetermined deviation amount during the execution period of the steering avoidance control. Furthermore, the predetermined deviation amount is set for each of a plurality of sections that are divided and respectively set by dividing the avoidance path.

[0009] After setting an avoidance path and starting avoidance steering, if the self-vehicle continues to perform avoidance steering when it has largely deviated from the avoidance path, the self-vehicle may collide with the object. According to the present invention, when the deviation amount of the self-vehicle from the avoidance path becomes greater than a predetermined deviation amount, the steering avoidance control is stopped. Therefore, it is possible to prevent the self-vehicle from colliding with the object due to continued avoidance steering.

[0010] In addition, while the own vehicle is traveling on the avoidance path by the avoidance steering, the steering angle of the own vehicle is increased, decreased, or maintained. There is a tendency that the deviation of the own vehicle from the avoidance path is larger when the steering angle of the own vehicle is increased or decreased than when the steering angle of the own vehicle is maintained. That is, even if the travel of the own vehicle is normally controlled by the avoidance steering, the deviation of the own vehicle from the avoidance path varies depending on "which section of the avoidance path the own vehicle is traveling in". Therefore, if the predetermined deviation is set to a constant value without considering "whether the steering angle of the own vehicle is increased, decreased, or maintained by the avoidance steering", the following situations may occur: the steering avoidance control is not stopped although it is necessary, or conversely, the steering avoidance control is stopped although it is not necessary. According to the present invention, since the predetermined deviation is set for each of the plurality of sections that are divided and set separately by the avoidance path, the steering avoidance control can be stopped appropriately.

[0011] Furthermore, in the vehicle collision avoidance support device according to the present invention, the plurality of sections include, for example, a steering section in which the steering angle of the own vehicle is increased or decreased by the avoidance steering, and a steering holding section in which the steering angle is maintained by the avoidance steering. In this case, a first deviation is set as the predetermined deviation to be compared with the deviation when the own vehicle travels in the steering section, and a second deviation smaller than the first deviation is set as the predetermined deviation to be compared with the deviation when the own vehicle travels in the steering holding section.

[0012] Generally, there is a tendency that when the travel of the own vehicle is normally controlled by evasive steering, the deviation of the own vehicle from the avoidance path is larger when the own vehicle is traveling in the steering interval than when the own vehicle is traveling in the steering holding interval. According to the present invention, the predetermined deviation amount (first deviation amount) compared with the deviation amount when the own vehicle is traveling in the steering interval is set to a value larger than the predetermined deviation amount (second deviation amount) compared with the deviation amount when the own vehicle is traveling in the steering holding interval. Therefore, the steering avoidance control can be appropriately terminated.

[0013] In addition, in the vehicle collision avoidance support device involved in the present invention, the predetermined deviation amount compared with the deviation amount when the own vehicle deviates from the avoidance path to the side opposite to the turning direction of the own vehicle under the avoidance steering is, for example, set to a value smaller than the predetermined deviation amount compared with the deviation amount when the own vehicle deviates from the avoidance path to the side same as the turning direction of the own vehicle under the avoidance steering.

[0014] Even if the deviation amount when the own vehicle deviates from the avoidance path to the same side as the turning direction of the own vehicle under avoidance steering is the same as the deviation amount when the own vehicle deviates from the avoidance path to the opposite side of the turning direction of the own vehicle under avoidance steering, the driving behavior of the own vehicle may become unstable due to the slippage of the wheels of the own vehicle, and the own vehicle may collide with an object. In such a case, the steering avoidance control should be terminated. According to the present invention, the predetermined deviation amount compared with the deviation amount when the own vehicle deviates from the avoidance path to the opposite side of the turning direction of the own vehicle under avoidance steering is smaller than the "predetermined deviation amount compared with the deviation amount when the own vehicle deviates from the avoidance path to the same side as the turning direction of the own vehicle under avoidance steering". Therefore, it is possible to prevent the own vehicle from colliding with an object due to avoidance steering.

[0015] In addition, the index value is, for example, the estimated time required for the own vehicle to reach the object, that is, the predicted arrival time. In this case, the shorter the predicted arrival time, the larger the index value. In addition, the predicted arrival time is obtained based on the distance between the own vehicle and the object and the relative speed of the own vehicle with respect to the object. And, when the predicted arrival time becomes less than the predetermined predicted arrival time corresponding to the predetermined index value, the steering avoidance control is performed.

[0016] In order to prevent unnecessary initiation of steering avoidance control while executing steering avoidance control, it is effective to determine the timing of starting steering avoidance control based on the time required for the own vehicle to reach the object. According to the present invention, steering avoidance control is started using the estimated time required for the own vehicle to reach the object (predicted arrival time) as an index value. Therefore, steering avoidance control can be executed while preventing unnecessary initiation of steering avoidance control.

[0017] The components of the present invention are not limited to the embodiments of the present invention described below with reference to the drawings. Other objects, other features, and additional advantages of the present invention will be easily understood from the description of the embodiments of the present invention. BRIEF DESCRIPTION OF THE DRAWINGS

[0018] Figure 1 It is a diagram showing a vehicle collision avoidance assist device according to an embodiment of the present invention and a vehicle (own vehicle) on which the vehicle collision avoidance assist device is mounted.

[0019] Figure 2 (A) is a diagram showing the dividing lines that define the lane in which the vehicle is traveling. Figure 2 (B) is a diagram showing the yaw angle of the own vehicle, Figure 2 (C) is also a diagram showing the yaw angle of the own vehicle.

[0020] Figure 3 (A) is a diagram showing the driving range of the vehicle. Figure 3 (B) is a diagram showing a situation where an object (vehicle) exists within the driving range of the vehicle. Figure 3 (C) is a diagram showing a recommended avoidance path for the vehicle to avoid an object (vehicle). Figure 3 (D) is a diagram showing a target avoidance path that the host vehicle travels to avoid an object (vehicle).

[0021] Figure 4 (A) is a diagram showing a situation where the steering of the own vehicle (avoidance steering) for causing the own vehicle to travel along the avoidance path is started, Figure 4 (B) is a diagram showing a situation where the evasive steering is being performed after the evasive steering is started. Figure 4 (C) is a diagram showing a situation where the steering avoidance control is terminated.

[0022] Figure 5 (A) is a diagram showing a situation where the steering of the own vehicle (avoidance steering) for causing the own vehicle to travel along the avoidance path is started, Figure 5 (B) is a diagram showing a situation where the deviation of the own vehicle from the avoidance path is large after the avoidance steering starts. Figure 5 (C) is a diagram showing a situation that may occur when evasive steering (steering avoidance control) is continued when the deviation of the own vehicle from the avoidance path is large.

[0023] Figure 6 It is a diagram showing the amount of deviation of the own vehicle from the avoidance path.

[0024] Figure 7 It is a diagram showing the relationship between the avoidance path and the steering state.

[0025] Figure 8 It is a time chart showing changes in the amount of deviation of the own vehicle from the avoidance path and the like when the steering avoidance control is performed and the steering avoidance control is completed without being interrupted.

[0026] Fig. 9 It is a time chart showing changes in the amount of deviation of the own vehicle from the avoidance path and the like when the steering avoidance control is performed and the steering avoidance control is stopped halfway.

[0027] Fig.10 This is a flowchart showing a routine executed by the vehicle collision avoidance support device according to the embodiment of the present invention.

[0028] Description of Reference Numerals

[0029] 10: Vehicle collision avoidance support device;

[0030] 21: driving device;

[0031] 22: Braking device;

[0032] 23: Steering gear;

[0033] 68: forward information detection device;

[0034] 90: ECU;

[0035] 100: own vehicle;

[0036] 200: Object;

[0037] 200tgt: object;

[0038] R: avoidance path;

[0039] Rrec: recommended avoidance path;

[0040] Rtgt: Target avoidance path. DETAILED DESCRIPTION

[0041] Hereinafter, a vehicle collision avoidance support device according to an embodiment of the present invention will be described with reference to the accompanying drawings. Figure 1 As shown, a vehicle collision avoidance assistance device 10 according to an embodiment of the present invention is mounted on a host vehicle 100 .

[0042] <ECU>

[0043] like Figure 1 As shown, the vehicle collision avoidance support device 10 includes an ECU 90. ECU is an abbreviation for an electronic control unit. The ECU 90 includes a microcomputer as a main part. The microcomputer includes a CPU, a ROM, a RAM, a non-volatile memory, and an interface (INTERFACE), etc. The CPU implements various functions by executing instructions, programs, or routines stored in the ROM.

[0044] <Drive device, etc.>

[0045] Furthermore, the host vehicle 100 is equipped with a driving device 21 , a braking device 22 , and a steering device 23 .

[0046] <Drive device>

[0047] The drive device 21 is a device that outputs a driving force applied to the own vehicle 100 in order to make the own vehicle 100 travel, such as an internal combustion engine and a motor. The drive device 21 is electrically connected to the ECU 90. The ECU 90 can control the driving force output from the drive device 21 by controlling the operation of the drive device 21.

[0048] <Brake system>

[0049] The brake device 22 is a device that outputs a braking force applied to the own vehicle 100 in order to brake the own vehicle 100, and is, for example, a brake device. The brake device 22 is electrically connected to the ECU 90. The ECU 90 can control the braking force output from the brake device 22 by controlling the operation of the brake device 22.

[0050] <Steering gear>

[0051] The steering device 23 is a device that outputs a steering force applied to the vehicle 100 for steering the vehicle 100, and is, for example, a power steering device. The steering device 23 is electrically connected to the ECU 90. The ECU 90 can control the steering force output from the steering device 23 by controlling the operation of the steering device 23.

[0052] <Sensors, etc.>

[0053] Furthermore, the own vehicle 100 is equipped with an accelerator pedal operation amount sensor 61 , a brake pedal operation amount sensor 62 , a steering angle sensor 63 , a steering torque sensor 64 , a vehicle speed sensor 65 , a longitudinal acceleration sensor 66 , a lateral acceleration sensor 67 and a forward information detection device 68 .

[0054] <Accelerator pedal operation amount sensor>

[0055] The accelerator pedal operation amount sensor 61 is electrically connected to the ECU 90. The accelerator pedal operation amount sensor 61 detects the operation amount of the accelerator pedal 31, and transmits the information of the detected operation amount to the ECU 90. Based on the information, the ECU 90 obtains the operation amount of the accelerator pedal 31 as the accelerator pedal operation amount AP. The ECU 90 obtains the required driving force PDreq by calculation based on the accelerator pedal operation amount AP and the vehicle speed V100 of the own vehicle 100. The required driving force PDreq is the driving force required to be output by the drive device 21.

[0056] <Brake pedal operation amount sensor>

[0057] The brake pedal operation amount sensor 62 is electrically connected to the ECU 90. The brake pedal operation amount sensor 62 detects the operation amount of the brake pedal 32, and sends the information of the detected operation amount to the ECU 90. Based on the information, the ECU 90 obtains the operation amount of the brake pedal 32 as the brake pedal operation amount BP. The ECU 90 obtains the required braking force PBreq by calculation based on the brake pedal operation amount BP. The required braking force PBreq is the braking force required to be output by the brake device 22.

[0058] <Steering angle sensor>

[0059] The steering angle sensor 63 is electrically connected to the ECU 90. The steering angle sensor 63 detects the rotation angle of the steering wheel 33 of the own vehicle 100 relative to the neutral position of the steering wheel 33, and transmits information of the detected rotation angle to the ECU 90. Based on the information, the ECU 90 obtains the rotation angle of the steering wheel 33 of the own vehicle 100 relative to the neutral position as the steering angle SA.

[0060] <Steering torque sensor>

[0061] The steering torque sensor 64 is electrically connected to the ECU 90. The steering torque sensor 64 detects the torque inputted by the driver to the steering shaft 34 via the steering wheel 33, and transmits information of the detected torque to the ECU 90. Based on the information, the ECU 90 acquires the torque inputted by the driver to the steering shaft 34 via the steering wheel 33 as the driver input torque TQdr.

[0062] <Vehicle speed sensor>

[0063] The vehicle speed sensor 65 is electrically connected to the ECU 90. The vehicle speed sensor 65 detects the rotation speed of each wheel of the own vehicle 100, and transmits information of the rotation speed of each wheel detected to the ECU 90. Based on this information, the ECU 90 acquires the running speed of the own vehicle 100 as the vehicle speed V100.

[0064] Furthermore, the ECU 90 calculates the torque (auxiliary steering torque TQas) applied from the steering device 23 to the steering shaft 34 based on the acquired steering angle SA, the driver input torque TQdr, and the vehicle speed V100. The auxiliary steering torque TQas is a torque applied to the steering shaft 34 to assist the driver's steering operation on the steering wheel 33.

[0065] <Longitudinal acceleration sensor>

[0066] The longitudinal acceleration sensor 66 is electrically connected to the ECU 90. The longitudinal acceleration sensor 66 detects the acceleration of the host vehicle 100 in the longitudinal direction and transmits the information of the detected acceleration to the ECU 90. The ECU 90 obtains the acceleration of the host vehicle 100 in the longitudinal direction as the longitudinal acceleration Gx based on the information.

[0067] <Lateral acceleration sensor>

[0068] The lateral acceleration sensor 67 is electrically connected to the ECU 90. The lateral acceleration sensor 67 detects the lateral acceleration (width direction) of the own vehicle 100 and transmits information of the detected acceleration to the ECU 90. The ECU 90 acquires the lateral acceleration of the own vehicle 100 as the lateral acceleration Gy based on the information.

[0069] <Front information detection device>

[0070] The front information detection device 68 is a device that detects information in front of the own vehicle 100, and includes, for example, a camera, a radar sensor (millimeter wave radar, etc.), an ultrasonic sensor (clearance sonar), a laser radar (LiDAR), etc.

[0071] The front information detection device 68 is electrically connected to the ECU 90 . The front information detection device 68 detects information in front of the own vehicle 100 , and transmits the detected information (front information I_F) to the ECU 90 .

[0072] The ECU 90 can detect an object 200 existing in front of the own vehicle 100 based on the front information I_F. In addition, when the ECU 90 detects such an object 200, it can obtain "the distance between the object 200 and the own vehicle 100 (object distance D200)", "the relative speed dV of the own vehicle 100 with respect to the object 200", and "the moving direction of the object 200" based on the front information I_F. Furthermore, the ECU 90 can identify "the left dividing line LML and the right dividing line LMR (refer to the right dividing line LMR) that define the driving lane (own lane LN) of the own vehicle 100" based on the front information I_F. Figure 2 (A))" or "the end of the road on which the own vehicle 100 is traveling (the so-called road end)".

[0073] Then, the ECU 90 obtains the yaw angle YA based on the recognized left and right dividing lines LML and LM_R or the road end. Figure 2 As shown in (B) and (C), the yaw angle YA is the angle between the lane extension direction line LLN (a line indicating the direction in which the lane LN extends) and the center front and rear line L100 of the vehicle (a line extending along the front and rear direction of the vehicle 100 at the center of the width direction of the vehicle 100).

[0074] <Overview of the operation of the vehicle collision avoidance support device>

[0075] Next, the operation of the vehicle collision avoidance support device 10 will be briefly described. The vehicle collision avoidance support device 10 determines whether there is an object ahead of the traveling direction of the own vehicle 100 based on the front information I_F while the own vehicle 100 is traveling. In this example, the object is a vehicle, a person, a bicycle, a guardrail, etc.

[0076] Furthermore, when there is an object ahead of the own vehicle 100 in the direction of travel and there is a high possibility that the own vehicle 100 will collide with the object, the vehicle collision avoidance support device 10 determines whether there is space laterally of the object for the own vehicle 100 to avoid the object, and when there is such space, uses the space to perform steering avoidance control for steering the own vehicle 100 in a manner that allows the own vehicle 100 to avoid the object.

[0077] In addition, the vehicle collision avoidance support device 10 can be configured to first, before starting the steering avoidance control, issue an alarm to notify the driver of the own vehicle 100 that the own vehicle 100 may collide with an object, and if the driver still does not perform an operation to avoid the collision of the own vehicle 100 with the object (operation of the accelerator pedal 31, operation of the brake pedal 32, and operation of the steering wheel 33), forced braking of the own vehicle 100 is performed to stop the own vehicle 100, and if despite this, the own vehicle 100 is still likely to collide with the object, the steering avoidance control is executed.

[0078] In addition, when there is no object ahead of the own vehicle 100 in the traveling direction, or when there is an object ahead of the own vehicle 100 in the traveling direction but the possibility of the own vehicle 100 colliding with the object is low, the vehicle collision avoidance support device 10 performs normal travel control. In this normal travel control, when the required driving force PDreq is greater than zero, the operation of the drive device 21 is controlled so that the required driving force PDreq is output from the drive device 21, when the required braking force PBreq is greater than zero, the operation of the braking device 22 is controlled so that the required braking force PBreq is output from the braking device 22, and when the auxiliary steering torque TQas is greater than zero, the operation of the steering device 23 is controlled so that the auxiliary steering torque TQas is output from the steering device 23.

[0079] <Steering avoidance control>

[0080] Next, the steering avoidance control will be described.

[0081] The vehicle collision avoidance support device 10 determines whether there is an object 200 in the vehicle driving range A100 based on the front information I_F while the vehicle 100 is driving. Figure 3 As shown in (A), the vehicle driving range A100 is a range centered on the driving route R100 of the own vehicle 100 and having a width equal to the width of the own vehicle 100. The driving route R100 of the own vehicle 100 is the route that the own vehicle 100 drives when the own vehicle 100 maintains the steering angle SA at that point in time.

[0082] When the vehicle collision avoidance assistance device 10 determines that there is an object 200 within the driving range A100 of the vehicle, it obtains "the distance between the object 200 and the own vehicle 100 (object distance D200)" and "the relative speed dV of the own vehicle 100 with respect to the object 200" based on the front information I_F. Then, the vehicle collision avoidance assistance device 10 divides the object distance D200 by the relative speed dV to obtain the predicted arrival time TTC (= D200 / dV) through calculation. The predicted arrival time TTC is the estimated time required for the own vehicle 100 to reach the object 200. While the vehicle collision avoidance assistance device 10 determines that there is an object 200 within the driving range A100 of the vehicle, the predicted arrival time TTC is obtained according to a predetermined calculation cycle CYC.

[0083] When the relative speed dV is constant, the closer the host vehicle 100 is to the object 200, the shorter the predicted arrival time TTC. Figure 3 As shown in (B), when the host vehicle 100 approaches the object 200 and the predicted arrival time TTC is shortened to a predetermined time (predetermined predicted arrival time TTCth), the vehicle collision avoidance support device 10 determines that the steering avoidance condition is satisfied. That is, the vehicle collision avoidance support device 10 obtains the predicted arrival time TTC as an index value indicating the degree of possibility of the host vehicle 100 colliding with the object 200, and when the index value becomes greater than the predetermined index value, it is determined that the probability of the host vehicle 100 colliding with the object 200 is high. Therefore, in this example, regarding the index value indicating the degree of possibility of the host vehicle 100 colliding with the object 200, the shorter the predicted arrival time TTC is, the larger the value of the index value is.

[0084] The vehicle collision avoidance assisting device 10 starts the steering avoidance control when the steering avoidance condition is satisfied. When starting the steering avoidance control, the vehicle collision avoidance assisting device 10 first determines whether the driver has operated the steering wheel 33 in a direction in which the vehicle 100 can pass the object 200 without being affected.

[0085] When the vehicle collision avoidance support device 10 determines that the driver has operated the steering wheel 33 in a direction in which the vehicle 100 can pass through the object 200 without avoiding the object 200, the vehicle collision avoidance support device 10 performs the following operation: Figure 3 As shown in (C), a path recommended for the host vehicle 100 to travel while avoiding the object 200 is set as the recommended avoidance path Rrec.

[0086] In this example, the vehicle collision avoidance assistance device 10 sets a path that enables the own vehicle 100 to travel in a manner such that the own vehicle 100 can avoid the object 200 and pass through and the own vehicle 100 travels within the own lane LN (that is, the own vehicle 100 will not travel outside the own lane LN) as the recommended avoidance path Rrec.

[0087] In addition, in order to avoid the collision between the own vehicle 100 and the object 200 by forcibly steering the own vehicle 100 so that the own vehicle 100 travels along the recommended avoidance path Rrec, it is preferable to set the recommended avoidance path Rrec corresponding to the "relative speed dV of the own vehicle 100 with respect to the object 200" when setting the recommended avoidance path Rrec. Therefore, the vehicle collision avoidance assistance device 10 sets the recommended avoidance path Rrec in consideration of the relative speed dV of the own vehicle 100 with respect to the object 200.

[0088] In addition, in this example, the vehicle collision avoidance assistance device 10 sets the path corresponding to the driver's operation of the steering wheel 33 as the recommended avoidance path Rrec. More specifically, when the driver turns the steering wheel 33 to the right, the vehicle collision avoidance assistance device 10 sets the path passing through the right side of the object 200 as the recommended avoidance path Rrec, and when the driver turns the steering wheel 33 to the left, the vehicle collision avoidance assistance device 10 sets the path passing through the left side of the object 200 as the recommended avoidance path Rrec.

[0089] Furthermore, after setting the recommended avoidance path Rrec, the vehicle collision avoidance support device 10 performs steering of the own vehicle 100 (first avoidance steering or auxiliary steering) by increasing or decreasing the auxiliary steering torque TQas according to the driver input torque TQdr so that the own vehicle 100 does not deviate from the recommended avoidance path Rrec by more than a predetermined distance Δy. That is, the vehicle collision avoidance support device 10 performs the first avoidance steering by controlling the auxiliary steering torque TQas so that the own vehicle 100 does not deviate from the recommended avoidance path Rrec by more than a predetermined distance. Therefore, the first avoidance steering is not achieved by ignoring the driver input torque TQdr, but by controlling the auxiliary steering torque TQas in consideration of the driver input torque TQdr.

[0090] Furthermore, the vehicle collision avoidance support device 10 may decelerate the vehicle 100 by reducing the driving force applied to the vehicle 100 or limiting it to a certain value or less, or by applying a braking force to the vehicle 100 together with the first avoidance steering.

[0091] On the other hand, when the steering avoidance condition is satisfied and the steering avoidance control is started, if it is determined that the driver has not operated the steering wheel 33 in a direction in which the vehicle 100 can avoid the object 200, the vehicle collision avoidance support device 10 will Figure 3 As shown in (D) of FIG. 2 , a path for the host vehicle 100 to travel while avoiding the object 200 is set as the target avoidance path Rtgt.

[0092] In this example, the vehicle collision avoidance assistance device 10 sets a path that enables the own vehicle 100 to travel in a manner such that the own vehicle 100 can avoid the object 200 and pass through and the own vehicle 100 travels within the own lane LN (that is, the own vehicle 100 will not travel outside the own lane LN) as the target avoidance path Rtgt.

[0093] In addition, in order to avoid the collision between the own vehicle 100 and the object 200 by forcibly steering the own vehicle 100 so that the own vehicle 100 travels along the target avoidance path Rtgt, it is preferable to set the target avoidance path Rtgt corresponding to the "relative speed dV of the own vehicle 100 with respect to the object 200" when setting the target avoidance path Rtgt. Therefore, the vehicle collision avoidance assistance device 10 sets the target avoidance path Rtgt in consideration of the relative speed dV of the own vehicle 100 with respect to the object 200.

[0094] After setting the target avoidance path Rtgt, the vehicle collision avoidance support device 10 performs steering of the own vehicle 100 (second avoidance steering or automatic steering) by controlling the auxiliary steering torque TQas so that the own vehicle 100 travels along the target avoidance path Rtgt. Therefore, the second avoidance steering is achieved by controlling the auxiliary steering torque TQas so that the own vehicle 100 travels along the target avoidance path Rtgt while ignoring the driver input torque TQdr.

[0095] Furthermore, the vehicle collision avoidance support device 10 may reduce the speed by reducing the driving force applied to the own vehicle 100 or limiting it to a certain value or less, or by applying a braking force to the own vehicle 100 together with the second avoidance steering.

[0096] When Figure 4 When the avoidance path R (recommended avoidance path Rrec or target avoidance path Rtgt) is set as shown in (A) of FIG. 1 and the avoidance steering (first avoidance steering or second avoidance steering) is started, Figure 4 As shown in (B), the vehicle 100 is steered so that the vehicle 100 travels along the avoidance path R, so that Figure 4 Avoid collision with object 200 as shown in (C).

[0097] Furthermore, the vehicle collision avoidance support device 10 does not perform the evasive steering (first evasive steering or second evasive steering) when the recommended avoidance path Rrec or the target avoidance path Rtgt cannot be set due to the following reasons: "the width of the own lane LN is narrow, and there is no space on the side of the object 200 for the own vehicle 100 to avoid the object 200" or "the left dividing line LML or the right dividing line LMR of the own vehicle 100 cannot be recognized". That is, the vehicle collision avoidance support device 10 does not perform the evasive steering when the prohibition condition that the recommended avoidance path Rrec or the target avoidance path Rtgt cannot be set is satisfied.

[0098] In addition, as the prohibition conditions described above, conditions C1 to C21 described below may be appropriately adopted.

[0099] Condition C1 is a condition in which the evasive steering (the first evasive steering or the second evasive steering) cannot be implemented due to a reason such as an abnormality in a device (for example, the steering device 23) for implementing the evasive steering.

[0100] Condition C2 is a condition that the vehicle collision avoidance support device 10 is configured to be able to perform automatic braking control (PCS), but the automatic braking control cannot be performed due to a reason such as an abnormality in a device (e.g., the brake device 22) for performing the automatic braking control. The automatic braking control is a control that forcibly brakes the own vehicle 100 to stop the own vehicle 100 before the own vehicle 100 collides with an object in front of the own vehicle 100 when there is a high possibility that the own vehicle 100 collides with the object.

[0101] Condition C3 is a condition that the anti-lateral slip control (VSC (Vehicle Stability Control)) cannot be performed due to a reason such as an abnormality in a device (e.g., the brake device 22) for performing the anti-lateral slip control when the vehicle collision avoidance support device 10 is configured to be able to perform the anti-lateral slip control. The anti-lateral slip control is, for example, a control that stabilizes the driving behavior of the own vehicle 100 by adjusting the driving force PD applied to the driving wheels of the own vehicle 100 or individually adjusting the braking force PB applied to each wheel of the own vehicle 100 when the driving behavior of the own vehicle 100 becomes unstable due to the steering of the own vehicle 100.

[0102] Condition C4 is a condition that, when the vehicle collision avoidance support device 10 is configured to be able to execute automatic brake control (PCS), the host vehicle 100 can be stopped before the host vehicle 100 collides with the object 200 by the automatic brake control.

[0103] Condition C5 is a condition that, when the vehicle collision avoidance support device 10 is configured to be able to execute automatic braking control (PCS) and has previously executed the automatic braking control, the time elapsed from the end time point of the automatic braking control is within a predetermined time.

[0104] Condition C6 is a condition that, when the steering avoidance control has been previously executed, the time elapsed from the end time point of the steering avoidance control is within a predetermined time.

[0105] The condition C7 is a condition that the direction indicator of the host vehicle 100 is operating (flashing).

[0106] Condition C8 is a condition that the left turn signal lamp of the leading vehicle is operating (flashing) when the object 200 is a leading vehicle and the recommended avoidance path Rrec or the target avoidance path Rtgt is a route passing through the left side of the leading vehicle. The vehicle collision avoidance support device 10 can determine whether the left turn signal lamp of the leading vehicle is operating (flashing) based on the front information I_F. In addition, the leading vehicle is a vehicle that is traveling in the same direction as the traveling direction of the own vehicle 100 in the own lane LN (the driving lane of the own vehicle 100) in front of the own vehicle 100.

[0107] Condition C9 is a condition that the right turn signal lamp of the leading vehicle is operating (flashing) when the object 200 is a leading vehicle and the recommended avoidance path Rrec or the target avoidance path Rtgt is a route passing through the right side of the leading vehicle. The vehicle collision avoidance support device 10 can determine whether the right turn signal lamp of the leading vehicle is operating (flashing) based on the front information I_F.

[0108] The condition C10 is a condition that the accelerator pedal operation amount AP is equal to or greater than a predetermined accelerator pedal operation amount APth.

[0109] The condition C11 is a condition that the brake pedal operation amount BP is equal to or greater than a predetermined brake pedal operation amount BPth.

[0110] The condition C12 is a condition that the vehicle speed V100 of the own vehicle 100 is not within the predetermined range Rv.

[0111] The condition C13 is a condition that the relative speed dV of the object 200 with respect to the own vehicle 100 is not within the predetermined range Rdv.

[0112] Condition C14 is a condition that the lateral acceleration Gy is equal to or greater than a predetermined lateral acceleration Gy_th.

[0113] The condition C15 is a condition that the longitudinal acceleration Gx is a positive value and its absolute value is equal to or greater than a predetermined value Gx_th.

[0114] Condition C16 is a condition that the longitudinal acceleration Gx is a negative value and its absolute value is equal to or greater than a predetermined value Gx_th.

[0115] The condition C17 is a condition that the host vehicle 100 is traveling on a curve. The vehicle collision avoidance support device 10 can determine whether the host vehicle 100 is traveling on a curve based on the front information I_F.

[0116] Condition C18 is a condition that the distance between the left dividing line LML and the right dividing line LMR of the host vehicle 100 (inter-dividing line distance) is equal to or greater than a predetermined distance. The vehicle collision avoidance support device 10 can acquire the inter-dividing line distance based on the front information I_F.

[0117] Condition C19 is a condition that the recommended avoidance path Rrec or the target avoidance path Rtgt intersects the longitudinal center line of the object 200. The vehicle collision avoidance support device 10 can determine whether the recommended avoidance path Rrec or the target avoidance path Rtgt intersects the longitudinal center line of the object 200 based on the front information I_F.

[0118] Condition C20 is a condition that the object 200 is moving so as to intersect the recommended avoidance path Rrec or the target avoidance path Rtgt. The vehicle collision avoidance support device 10 can determine whether the object 200 is moving so as to intersect the recommended avoidance path Rrec or the target avoidance path Rtgt based on the front information I_F.

[0119] Condition C21 is a condition that, although the recommended avoidance path Rrec or the target avoidance path Rtgt can be set, the recommended avoidance path Rrec or the target avoidance path Rtgt is a route along which it is predicted that the host vehicle 100 cannot travel.

[0120] <End of Steering Avoidance Control>

[0121] After the evasive steering (first evasive steering or second evasive steering) starts, the vehicle collision avoidance support device 10 monitors whether the termination condition that the absolute value of the yaw angle YA becomes less than the predetermined yaw angle YAth is satisfied. The vehicle collision avoidance support device 10 continues the evasive steering (steering avoidance control) until the termination condition is satisfied. On the other hand, the vehicle collision avoidance support device 10 terminates the evasive steering (steering avoidance control) when the termination condition is satisfied.

[0122] Furthermore, when the vehicle collision avoidance support device 10 is configured to execute the steering avoidance control while braking the own vehicle 100 in order to stop the own vehicle 100, the steering avoidance control (avoidance steering) may be terminated when the own vehicle 100 stops.

[0123] <Canceling Steering Avoidance Control>

[0124] In such Figure 5 As shown in (A), after the vehicle collision avoidance support device 10 sets the avoidance path R (the recommended avoidance path Rrec or the target avoidance path Rtgt) and starts the avoidance steering (the first avoidance steering or the second avoidance steering), sometimes Figure 5 As shown in (B) of FIG. 1 , the vehicle 100 significantly deviates from the avoidance path R. If the vehicle 100 continues to perform avoidance steering when it significantly deviates from the avoidance path R, the vehicle 100 may be as follows: Figure 5 As shown in (C), the own vehicle 100 collides with the target object 200tgt.

[0125] Therefore, after the avoidance steering is started, the vehicle collision avoidance support device 10 obtains the deviation amount dD of the host vehicle 100 from the avoidance path R based on the front information I_F, and stops the steering avoidance control when the deviation amount dD becomes equal to or larger than a predetermined deviation amount dDth.

[0126] In this example, if Figure 6 As shown, the deviation amount dD of the own vehicle 100 is the distance between the tangent line LR of the point on the avoidance path R corresponding to the position of the own vehicle 100 at that time and the center front-rear line L100 of the own vehicle. Figure 6 The deviation amount dD when the own vehicle 100 deviates from the avoidance path R to the target object 200tgt side is shown, but the vehicle collision avoidance assistance device 10 also obtains the distance between the tangent LR of the point on the avoidance path R corresponding to the position of the own vehicle 100 and the center front and rear line L100 of the own vehicle when the own vehicle 100 deviates from the avoidance path R to the opposite side of the target object 200tgt as the deviation amount dD.

[0127] In addition, in this example, the predetermined deviation amount dDth is set as follows according to the steering state during the avoidance steering process under the steering avoidance control. Figure 7As shown in FIG. 1 , after the avoidance steering starts, the steering state during the avoidance steering process changes in the order of the avoidance steering state, the avoidance steering holding state, the return steering state, the return steering state, and the adjustment steering state. The avoidance steering state is a state in which the steering angle SA of the own vehicle 100 is increased so as to turn the own vehicle 100 to the right or left so as to make the target object 200tgt leave the own vehicle driving range A100, the avoidance steering holding state is a state in which the steering angle SA increased in the avoidance steering state is maintained, the return steering state is a state in which the steering angle SA is reduced in a direction in which the center front and rear line L100 of the own vehicle is parallel to the own lane extension direction line LLN, the return steering holding state is a state in which the steering angle SA reduced in the return steering state is maintained, and the adjustment steering state is a state in which the steering angle SA is increased or decreased so as to make the center front and rear line L100 of the own vehicle parallel to the own lane extension direction line LLN.

[0128] Furthermore, the vehicle collision avoidance assistance device 10 sets the first deviation amount dD1 as a predetermined deviation amount dDth to be compared with the deviation amount dD when the own vehicle 100 is traveling in the "avoidance steering section in which the steering state becomes the avoidance steering state" or the "return steering section in which the steering state becomes the return steering state". On the other hand, the vehicle collision avoidance assistance device 10 sets the second deviation amount dD2 smaller than the first deviation amount dD1 as a predetermined deviation amount dDth to be compared with the deviation amount dD when the own vehicle 100 is traveling in the "avoidance steering section in which the steering state becomes the avoidance steering state", the "return steering section in which the steering state becomes the return steering state", or the "adjustment steering section in which the steering state becomes the adjustment steering state".

[0129] Furthermore, when the own vehicle 100 is traveling in the avoidance steering section, the “first deviation amount dD1 to be compared with the deviation amount dD when the own vehicle 100 deviates from the avoidance path R to the target object 200tgt side” may be set to a value smaller than the “first deviation amount dD1 to be compared with the deviation amount dD when the own vehicle 100 deviates from the avoidance path R to the opposite side to the target object 200tgt”. In this case, when the own vehicle 100 is traveling in the avoidance steering section, the predetermined deviation amount dDth (first deviation amount dD1) to be compared with the deviation amount dD when the own vehicle 100 deviates from the avoidance path R to the opposite side to the turning direction of the own vehicle 100 under the avoidance steering is set to a value smaller than the predetermined deviation amount dDth (first deviation amount dD1) to be compared with the deviation amount dD when the own vehicle 100 deviates from the avoidance path R to the same side as the turning direction of the own vehicle 100 under the avoidance steering.

[0130] Furthermore, when the own vehicle 100 is traveling in the avoidance steering zone, the “second deviation amount dD2 compared with the deviation amount dD when the own vehicle 100 deviates from the avoidance path R to the target object 200tgt side” may be set to a value smaller than the “second deviation amount dD2 compared with the deviation amount dD when the own vehicle 100 deviates from the avoidance path R to the opposite side to the target object 200tgt”. In this case, when the own vehicle 100 is traveling in the avoidance steering zone, the predetermined deviation amount dDth (second deviation amount dD2) compared with the deviation amount dD when the own vehicle 100 deviates from the avoidance path R to the opposite side to the turning direction of the own vehicle 100 under the avoidance steering is set to a value smaller than the predetermined deviation amount dDth (second deviation amount dD2) compared with the deviation amount dD when the own vehicle 100 deviates from the avoidance path R to the same side as the turning direction of the own vehicle 100 under the avoidance steering.

[0131] Furthermore, when the own vehicle 100 is traveling in the return steering section, the “first deviation amount dD1 compared with the deviation amount dD when the own vehicle 100 deviates from the avoidance path R to the side opposite to the target object 200tgt” may be set to a value smaller than the “first deviation amount dD1 compared with the deviation amount dD when the own vehicle 100 deviates from the avoidance path R to the target object 200tgt side”. In this case, when the own vehicle 100 is traveling in the return steering section, the predetermined deviation amount dDth (first deviation amount dD1) compared with the deviation amount dD when the own vehicle 100 deviates from the avoidance path R to the side opposite to the turning direction of the own vehicle 100 under the avoidance steering is set to a value smaller than the predetermined deviation amount dDth (first deviation amount dD1) compared with the deviation amount dD when the own vehicle 100 deviates from the avoidance path R to the side identical to the turning direction of the own vehicle 100 under the avoidance steering.

[0132] Furthermore, when the own vehicle 100 is traveling in the return steering zone, the “second deviation amount dD2 compared with the deviation amount dD when the own vehicle 100 deviates from the avoidance path R to the side opposite to the target object 200tgt” may be set to a value smaller than the “second deviation amount dD2 compared with the deviation amount dD when the own vehicle 100 deviates from the avoidance path R to the target object 200tgt side”. In this case, when the own vehicle 100 is traveling in the return steering zone, the predetermined deviation amount dDth (second deviation amount dD2) compared with the deviation amount dD when the own vehicle 100 deviates from the avoidance path R to the side opposite to the turning direction of the own vehicle 100 under the avoidance steering is set to a value smaller than the predetermined deviation amount dDth (second deviation amount dD2) compared with the deviation amount dD when the own vehicle 100 deviates from the avoidance path R to the side identical to the turning direction of the own vehicle 100 under the avoidance steering.

[0133] Therefore, after the avoidance steering is started, if the deviation amount dD of the own vehicle 100 does not become equal to or larger than the predetermined deviation amount dDth before the termination condition is satisfied, Figure 8 As shown, the vehicle collision avoidance support device 10 ends the steering avoidance control when the end condition is satisfied.

[0134] exist Figure 8 In the example shown, the steering avoidance condition is satisfied at time t80, steering avoidance control is started, and the steering state becomes the avoidance steering state by avoidance steering. While the steering state is the avoidance steering state, the predetermined deviation amount dDth is set to the first deviation amount dD1.

[0135] exist Figure 8 In the example shown, when the steering state becomes the avoidance steering state at time t80, the deviation amount dD of the own vehicle 100 increases, but since the deviation amount dD is smaller than the first deviation amount dD1, the avoidance steering is continued.

[0136] Then, the steering state becomes the avoidance steering state at time t81, and the steering state becomes the return steering state at time t82. During the period from time t81 when the steering state becomes the avoidance steering state to time t82, the predetermined deviation amount dDth is set to the second deviation amount dD2 which is smaller than the first deviation amount dD1, and since the deviation amount dD of the own vehicle 100 is smaller than the second deviation amount dD2, the avoidance steering is continued.

[0137] Then, after the steering state changes to the return steering state at time t82, the steering state changes to the return steering state at time t83. During the period from time t82 when the steering state changes to the return steering state to time t83, the predetermined deviation amount dDth is set to the first deviation amount dD1, and since the deviation amount dD of the own vehicle 100 is smaller than the first deviation amount dD1, the avoidance steering is continued.

[0138] Then, after the steering state changes to the return steering state at time t83, the steering state changes to the adjustment steering state at time t84. During the period from time t83 when the steering state changes to the return steering state to time t84, the predetermined deviation amount dDth is set to the second deviation amount dD2 which is smaller than the first deviation amount dD1. Since the deviation amount dD of the own vehicle 100 is smaller than the second deviation amount dD2, the avoidance steering is continued.

[0139] Then, even after the steering state becomes the adjustment steering state at time t84, the predetermined deviation amount dDth is set to the second deviation amount dD2, and since the deviation amount dD of the own vehicle 100 is smaller than the second deviation amount dD2, the avoidance steering is continued.

[0140] Then, when the end condition is satisfied at time t85, the steering avoidance control is ended.

[0141] On the other hand, if the deviation amount dD of the own vehicle 100 becomes greater than the predetermined deviation amount dDth during the period from the start of the avoidance steering to the satisfaction of the termination condition, as shown in FIG. Fig. 9 That is, if the termination condition is satisfied when the deviation amount dD of the own vehicle 100 becomes greater than the predetermined deviation amount dDth during the period from the start of the avoidance steering to the satisfaction of the termination condition, the vehicle collision avoidance assistance device 10 terminates the steering avoidance control.

[0142] exist Fig. 9 In the example shown, the steering avoidance condition is satisfied at time t90, steering avoidance control is started, and the steering state becomes the avoidance steering state by avoidance steering. While the steering state is the avoidance steering state, the predetermined deviation amount dDth is set to the first deviation amount dD1.

[0143] exist Fig. 9 Also in the example shown, when the steering state becomes the avoidance steering state at time t90, the deviation amount dD of the own vehicle 100 increases, and since the deviation amount dD is smaller than the first deviation amount dD1, the avoidance steering is continued.

[0144] Then, the steering state becomes the avoidance steering state at time t91, and the steering state becomes the return steering state at time t92. During the period from time t91 when the steering state becomes the avoidance steering state to time t92, the predetermined deviation amount dDth is set to the second deviation amount dD2 which is smaller than the first deviation amount dD1, and since the deviation amount dD of the own vehicle 100 is smaller than the second deviation amount dD2, the avoidance steering is continued.

[0145] Then, when the steering state changes to the return steering state at time t92, the predetermined deviation amount dDth is set to the first deviation amount dD1, and at time t93, the deviation amount dD of the own vehicle 100 reaches the first deviation amount dD1, the termination condition is satisfied, and the steering avoidance control is terminated.

[0146] <Effect>

[0147] After the avoidance path R is set and the avoidance steering is started, if the avoidance steering is continued when the host vehicle 100 deviates greatly from the avoidance path R, the host vehicle 100 may collide with the object. According to the vehicle collision avoidance support device 10, when the deviation amount dD becomes greater than the predetermined deviation amount dDth, the steering avoidance control is stopped. Therefore, it is possible to prevent the host vehicle 100 from colliding with the object 200 due to the continued avoidance steering.

[0148] In addition, while the own vehicle 100 is traveling on the avoidance path R by the avoidance steering, the steering angle SA of the own vehicle 100 is increased, decreased, or maintained. There is a tendency that the deviation amount dD of the own vehicle 100 from the avoidance path R when the travel of the own vehicle 100 is normally controlled by the avoidance steering is larger when the steering angle SA of the own vehicle 100 is increased or decreased than when the steering angle SA of the own vehicle 100 is maintained. That is, even if the travel of the own vehicle 100 is normally controlled by the avoidance steering, the deviation amount dD varies depending on which section of the avoidance path R the own vehicle 100 is traveling. Therefore, if the predetermined deviation amount dDth is set to a constant value without considering whether the steering angle SA of the own vehicle 100 is increased, decreased, or maintained by the avoidance steering, the steering avoidance control is not stopped even though it is necessary, or conversely, the steering avoidance control is stopped even though it is not necessary. According to the vehicle collision avoidance support device 10, a predetermined deviation amount dDth is set for each of the multiple intervals (avoidance steering interval, avoidance steering maintenance interval, return steering interval, return steering maintenance interval and adjustment steering interval) that are divided into the avoidance path R, so that the steering avoidance control can be terminated appropriately.

[0149] Furthermore, the vehicle collision avoidance assist device 10 may be configured to terminate the steering avoidance control when the driver input torque TQdr becomes equal to or larger than a predetermined large torque TQth during execution of the steering avoidance control.

[0150] <Specific operation of the vehicle collision avoidance support device>

[0151] Next, the specific operation of the vehicle collision avoidance support device 10 will be described. The CPU of the ECU 90 of the vehicle collision avoidance support device 10 executes the following operation every time a predetermined time has passed. Fig.10 Therefore, when the predetermined timing is reached, the CPU starts Fig.10 The process starts at step 1000, and the process proceeds to step 1005, where it is determined whether the value of the steering avoidance condition flag Xst is "1". The steering avoidance condition flag Xst is a flag whose value is set to "1" when the steering avoidance condition is satisfied.

[0152] When the CPU determines "yes" in step 1005, the process proceeds to step 1010 to determine whether the driver input torque TQdr is greater than zero. When the CPU determines "yes" in step 1005, the process proceeds to step 1015 to set the recommended avoidance path Rrec. Next, the CPU proceeds to step 1020 to determine whether the recommended avoidance path Rrec can be set.

[0153] When the CPU determines "yes" in step 1020, the CPU advances the process to step 1025 and starts the first evasive steering. Then, the CPU advances the process to step 1045. On the other hand, when the CPU determines "no" in step 1020, the CPU directly advances the process to step 1045. In this case, the first evasive steering is not started.

[0154] In addition, when the CPU determines "No" in step 1010, the CPU advances the processing to step 1030 to set the target avoidance path Rtgt. Then, the CPU advances the processing to step 1035 to determine whether the target avoidance path Rtgt can be set. When the CPU determines "Yes" in step 1035, the CPU advances the processing to step 1040 to start the second avoidance steering. Then, the CPU advances the processing to step 1045. On the other hand, when the CPU determines "No" in step 1035, the CPU directly advances the processing to step 1045. In this case, the second avoidance steering is not started.

[0155] When the CPU advances the process to step 1045 , the CPU sets the value of the steering avoidance condition flag Xst to “0.” Next, the CPU advances the process to step 1050 .

[0156] When the CPU makes a “No” determination at step 1005 , the CPU directly proceeds the process to step 1050 .

[0157] When the CPU advances the processing to step 1050, it determines whether the termination condition is satisfied. When the CPU determines "yes" in step 1050, it advances the processing to step 1055, and when the evasive steering (the first evasive steering or the second evasive steering) is being executed, the steering avoidance control is terminated by terminating the evasive steering being executed. Then, the CPU advances the processing to step 1060. On the other hand, when the CPU determines "no" in step 1050, it directly advances the processing to step 1060. At this time, when the evasive steering (the first evasive steering or the second evasive steering) is being executed, the evasive steering being executed is not terminated but is continued.

[0158] When the CPU advances the processing to step 1060, it determines whether the termination condition is met. If the CPU determines "yes" in step 1060, it advances the processing to step 1065, and when the avoidance steering (the first avoidance steering or the second avoidance steering) is being executed, the steering avoidance control is ended by ending the avoidance steering being executed. Then, the CPU advances the processing to step 1095 and temporarily ends this routine. On the other hand, if the CPU determines "no" in step 1060, it directly advances the processing to step 1095 and temporarily ends this routine. At this time, when the avoidance steering (the first avoidance steering or the second avoidance steering) is being executed, the avoidance steering being executed is not ended and is continued.

[0159] The above is the specific operation of the vehicle collision avoidance assistance device 10 .

[0160] In addition, the present invention is not limited to the above-described embodiment, and various modifications can be adopted within the scope of the present invention.

Claims

1. A vehicle collision avoidance support device, The vehicle collision avoidance support device is configured to execute steering avoidance control when an index value indicating the degree of possibility of a collision between the own vehicle and an object existing in front of the own vehicle becomes equal to or greater than a predetermined index value. The steering avoidance control is to set an avoidance path in a lane in which the own vehicle is traveling that can avoid a collision between the own vehicle and the object, and to perform avoidance steering control forcibly steering the own vehicle in such a manner that the own vehicle travels along the avoidance path. and is configured to terminate the steering avoidance control when the deviation amount of the own vehicle from the avoidance path becomes greater than a predetermined deviation amount during the execution period of the steering avoidance control, The predetermined deviation amount is set for each of a plurality of sections that are divided into the avoidance path and are set separately; The plurality of sections include a steering section in which the steering angle of the vehicle is increased or decreased by the avoidance steering and a steering holding section in which the steering angle is maintained by the avoidance steering. setting a first deviation amount as the predetermined deviation amount to be compared with the deviation amount when the own vehicle travels in the steering section, A second deviation amount that is smaller than the first deviation amount is set as the predetermined deviation amount to be compared with the deviation amount when the own vehicle travels in the steering holding section.

2. The vehicle collision avoidance support device according to claim 1, The predetermined deviation amount to be compared with the deviation amount when the own vehicle deviates from the avoidance path to the side opposite to the turning direction of the own vehicle under the avoidance steering is set to a value smaller than the predetermined deviation amount to be compared with the deviation amount when the own vehicle deviates from the avoidance path to the side same as the turning direction of the own vehicle under the avoidance steering.

3. The vehicle collision avoidance support device according to claim 1 or 2, The index value is the estimated time required for the vehicle to reach the object, that is, the predicted arrival time. The shorter the predicted arrival time, the greater the index value. The predicted arrival time is obtained based on the distance between the own vehicle and the object and the relative speed of the own vehicle with respect to the object. The steering avoidance control is executed when the predicted arrival time becomes equal to or less than a predetermined predicted arrival time corresponding to the predetermined index value.

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