Vehicle control device

Abstract

The present invention relates to a vehicle control device. The vehicle control device performs collision avoidance control for avoiding a collision with a control target. The vehicle control device selects the oncoming vehicle as an object of the collision avoidance control when the oncoming vehicle continuously exists in the area (Sa) for a time threshold (Tmth) or more. The above area approaches the host vehicle as the index value (dgt) increases and moves in a direction opposite to the turning direction of the host vehicle. The index value represents the degree of turning of the host vehicle from the time point when the host vehicle starts to turn.

Description

Technical Field

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

[0002] Conventionally, a vehicle control device is known which is configured to detect an object existing around a vehicle and perform collision avoidance control for avoiding a collision with the object (for example, refer to Patent Document 1). Note that collision avoidance control is sometimes also referred to as Pre-Crash Safety Control.

[0003] Hereinafter, it is assumed that the vehicle is traveling on a road where traffic moves on the left side. The device described in Patent Document 1 (hereinafter referred to as the "conventional device") performs collision avoidance control when it is determined that the own vehicle (this vehicle) may collide with an object (oncoming vehicle) in a situation where the own vehicle turns right at an intersection.

[0004] Prior Art Documents

[0005] Patent Documents

[0006] Patent Document 1: Japanese Unexamined Patent Application Publication No. 2018-156253

[0007] Furthermore, in a situation where the own vehicle turns right at an intersection, the following situations (1) and (2) may occur.

[0008] (1) The oncoming vehicle passes through the intersection at an earlier time than the own vehicle (that is, the own vehicle passes behind the oncoming vehicle).

[0009] (2) The own vehicle passes through the intersection at an earlier time than the oncoming vehicle (that is, the own vehicle passes in front of the oncoming vehicle).

[0010] In the above situations (1) and (2), although the own vehicle approaches the oncoming vehicle, the own vehicle does not collide with the oncoming vehicle. However, the conventional device may determine that the own vehicle may collide with the oncoming vehicle and thus perform collision avoidance control. Summary of the Invention

[0011] The present invention has been made to solve the above problems. That is, one object of the present invention is to provide a vehicle control device that can reduce the possibility of unnecessarily performing collision avoidance control in a situation where the own vehicle turns (right or left) at an intersection.

[0012] The vehicle control device in one or more embodiments includes: a sensor (15) that acquires object information which is information related to an object in the peripheral area of the host vehicle including at least the front area of the host vehicle (SV); and a control unit (10) configured to: when the host vehicle turns right or left at an intersection, select an oncoming vehicle that exists in the front area and is moving toward the host vehicle as a control target; and execute collision avoidance control for avoiding a collision with the control target when a first index value (Tc, ds) indicating the possibility of a collision between the host vehicle and the control target satisfies a specified condition.

[0013] The control unit is configured to: calculate a second index value (dgt) that indicates the degree of turning of the host vehicle from the time point when the host vehicle starts to turn right or left at the intersection; move a region (Sa) used for selecting the control target in such a manner that as the second index value increases, the region approaches the host vehicle and moves in a direction opposite to the turning direction of the host vehicle; and select the oncoming vehicle as the control target when the oncoming vehicle continues to exist in the region for a specified time threshold (Tmth) or more.

[0014] With the region used for selecting the control target being moved in the vehicle control device having the above configuration, it is possible to select an oncoming vehicle with a high possibility of colliding with the host vehicle as the control target. The vehicle control device can reduce the possibility of selecting an oncoming vehicle as the control target in each of the above situations (1) and (2). Therefore, it is possible to reduce the possibility of executing collision avoidance control in an unnecessary situation.

[0015] In one or more embodiments, the control unit is configured to move the center position of the region from a first position, which is in front of the host vehicle and is offset in the turning direction with respect to the longitudinal axis of the host vehicle, to a second position, which is in front of the host vehicle and is offset in a direction opposite to the turning direction with respect to the longitudinal axis of the host vehicle.

[0016] In one or more embodiments, the control unit is configured to decrease the size of the region as the second index value increases.

[0017] In one or more embodiments, the control unit is configured to decrease the length of the region in the longitudinal direction of the host vehicle and decrease the length of the region in the lateral direction of the host vehicle as the second index value increases.

[0018] The vehicle control device having the above configuration can reduce the possibility that an oncoming vehicle located at a relatively far position from the host vehicle is included in the area. Moreover, the vehicle control device can reduce the possibility that an oncoming vehicle turning in front of the host vehicle is included in the area. Thereby, the possibility of performing collision avoidance control in an unnecessary situation can be further reduced.

[0019] In one or more embodiments, the control unit is configured to set the time threshold to be smaller as the speed (Vs) of the host vehicle is greater.

[0020] According to the above configuration, in a situation where the speed of the host vehicle is high, the vehicle control device can select a control object at an earlier timing and perform collision avoidance control at an appropriate timing.

[0021] The vehicle control device in one or more embodiments further includes a storage unit that stores road information.

[0022] The control unit is configured to determine whether a specific lane condition is satisfied based on the road information, where the specific lane condition is satisfied when the road on which the oncoming vehicle is traveling includes a dedicated turning lane; and in a case where the specific lane condition is satisfied, set the area in such a way that the dedicated turning lane is not included in the area.

[0023] According to the above configuration, the vehicle control device can reduce the possibility that an oncoming vehicle turning (right or left) in front of the host vehicle is included in the area.

[0024] In one or more embodiments, the above control unit may also be implemented by a microprocessor programmed to execute one or more functions described in this specification. In one or more embodiments, the above control unit may also be implemented wholly or partly by hardware composed of an application-specific integrated circuit (ASIC) dedicated to one or more application programs.

[0025] In the above description, for the constituent elements corresponding to one or more embodiments described later, the names and / or reference numerals used in the embodiments are added in parentheses. However, each constituent element is not limited to the embodiments defined by the said names and / or reference numerals. Other objects, other features, and attendant advantages of the present disclosure will be readily understood from the description of one or more embodiments with reference to the following drawings. BRIEF DESCRIPTION OF THE DRAWINGS

[0026] Figure 1 is a schematic configuration diagram of the vehicle control device according to the first embodiment.

[0027] Figure 2 is a diagram for explaining object information acquired by a surrounding sensor.

[0028] Figure 3 It is a diagram showing the situation where there is an oncoming vehicle when the vehicle turns right.

[0029] Figure 4 It is a diagram explaining the process of selecting an oncoming vehicle as a candidate for a control object.

[0030] Figure 5 It is a diagram showing the relative positional relationship between the vehicle and the oncoming vehicle at time point t1.

[0031] Figure 6 It is a diagram showing the relative positional relationship between the vehicle and the oncoming vehicle at time point t2.

[0032] Figure 7 It is a diagram showing the relative positional relationship between the vehicle and the oncoming vehicle at time point t3.

[0033] Figure 8 It is a diagram showing the change in the position of the oncoming vehicle on a two - dimensional coordinate system.

[0034] Figure 9 It is a diagram showing the situation where the oncoming vehicle passes through the intersection earlier than the vehicle.

[0035] Figure 10 It is a diagram showing the situation where the vehicle passes through the intersection earlier than the oncoming vehicle.

[0036] Figure 11 It is a diagram showing the area Sa for selecting a control object.

[0037] Figure 12 It is a diagram showing the change in area Sa in the first embodiment on a two - dimensional coordinate system.

[0038] Figure 13 It is a diagram explaining the process of selecting an oncoming vehicle as a control object.

[0039] Figure 14 It is a diagram explaining the process of selecting an oncoming vehicle as a control object.

[0040] Figure 15 It is a diagram explaining the process of selecting an oncoming vehicle as a control object.

[0041] Figure 16 It is a diagram showing the situation where the oncoming vehicle passes through the intersection earlier than the vehicle.

[0042] Figure 17 It is a diagram showing the situation where the vehicle passes through the intersection earlier than the oncoming vehicle.

[0043] Figure 18 This is a flowchart showing a "first flag setting routine" executed by the CPU of the collision avoidance ECU.

[0044] Figure 19 This is a flowchart showing a "second flag setting routine" executed by the CPU of the collision avoidance ECU.

[0045] Figure 20 This is a flowchart showing a "collision avoidance control execution routine" executed by the CPU of the collision avoidance ECU.

[0046] Figure 21 This is a diagram showing the change of the area Sa in the second embodiment on a two-dimensional coordinate system.

[0047] Figure 22 This is a diagram showing a situation where there are two oncoming vehicles when the present vehicle turns right.

[0048] Figure 23 This is a diagram for explaining the process of selecting an oncoming vehicle as a control object.

[0049] Figure 24 This is a diagram for explaining the process of selecting an oncoming vehicle as a control object.

[0050] Figure 25 This is a diagram for explaining the process of selecting an oncoming vehicle as a control object.

[0051] Figure 26 This is a diagram for explaining the processing of the set area Sa in the modified example.

[0052] Explanation of reference numerals:

[0053] 10: Collision avoidance ECU (PCSECU), 20: Engine ECU, 30: Brake ECU, 40: Instrument ECU, 50: Navigation ECU. Detailed implementation manners

[0054] Hereinafter, a plurality of embodiments will be described with reference to the drawings. The drawings show specific embodiments, but do not limitatively interpret the technical scope of the present disclosure.

[0055] <First Embodiment>

[0056] As Figure 1 shown, the vehicle control device of the first embodiment (hereinafter, sometimes referred to as the "first device".) is applied to the vehicle SV. In order to distinguish it from other vehicles, the vehicle SV is sometimes referred to as the "present vehicle SV".

[0057] The first device includes a collision avoidance ECU 10, an engine ECU 20, a brake ECU 30, an instrument ECU 40, and a navigation ECU 50. Several or all of these ECUs may also be integrated into one ECU. Hereinafter, the collision avoidance ECU 10 is referred to as the "PCS ECU 10".

[0058] The above-mentioned ECUs are electronic control devices (Electric Control Unit) having a microcomputer as the main part, and are connected via a CAN (Controller Area Network, not shown) so as to be able to send and receive information to and from each other.

[0059] The microcomputer includes a CPU, a ROM, a RAM, a non-volatile memory, an interface I / F, etc. For example, the PCS ECU 10 includes a microcomputer, which includes a CPU 101, a ROM 102, a RAM 103, a non-volatile memory 104, and an interface (I / F) 105, etc. The CPU 101 realizes various functions by executing instructions (programs, routines) stored in the ROM 102.

[0060] The PCS ECU 10 is connected to the sensors listed below and receives their detection signals or output signals. It should be noted that each sensor may also be connected to an ECU other than the PCS ECU 10. In this case, the PCS ECU 10 receives the detection signal or output signal of the sensor from the ECU to which the sensor is connected via the CAN.

[0061] The vehicle speed sensor 11 detects the speed (travel speed) Vs of the vehicle SV and outputs a signal representing the speed Vs. The steering angle sensor 12 detects the steering angle θ of the vehicle SV and outputs a signal representing the steering angle θ. The yaw rate sensor 13 detects the yaw rate Yr of the vehicle SV and outputs a signal representing the yaw rate Yr.

[0062] The acceleration sensor 14 includes a first acceleration sensor 14a and a second acceleration sensor 14b. The first acceleration sensor 14a detects the first acceleration ax, which is the acceleration in the longitudinal direction of the vehicle SV (longitudinal acceleration), and outputs a signal representing the first acceleration ax. The second acceleration sensor 14b detects the second acceleration ay, which is the acceleration in the lateral direction of the vehicle SV (lateral acceleration), and outputs a signal representing the second acceleration ay.

[0063] It should be noted that the steering angle θ, the yaw rate Yr, and the second acceleration ay become zero when the vehicle SV is traveling straight. The steering angle θ, the yaw rate Yr, and the second acceleration ay become positive when the vehicle SV turns left and become negative when the vehicle SV turns right.

[0064] Hereinafter, the "information indicating the traveling state of the vehicle SV" output from the sensors 11 to 14 is sometimes referred to as "traveling state information".

[0065] The surrounding sensor 15 acquires information related to a three-dimensional object existing in the peripheral area of the vehicle SV. The peripheral area of the vehicle SV includes at least the front area of the vehicle SV. In this example, the peripheral area of the vehicle SV includes the front area of the vehicle SV, the right side area of the vehicle SV, and the left side area of the vehicle SV. The three-dimensional object includes, for example, moving objects such as four-wheel vehicles, two-wheel vehicles, and pedestrians, and fixed objects such as utility poles, trees, and guardrails. Hereinafter, these three-dimensional objects are only referred to as "objects". The surrounding sensor 15 calculates information related to the object (hereinafter referred to as "object information") and outputs this information.

[0066] As Figure 2 shown, the surrounding sensor 15 uses a two-dimensional coordinate system defined by the x-axis and the y-axis to acquire object information. The origin of the x-axis and the origin of the y-axis are the central position O in the vehicle width direction at the front part of the vehicle SV. The x-axis extends along the front-rear direction of the vehicle SV in a manner passing through the central position O at the front part of the vehicle SV and has a positive value in the forward direction. The y-axis is orthogonal to the x-axis and has a positive value in the right direction of the vehicle SV.

[0067] The object information about the object (n) includes "longitudinal distance Dfx(n), lateral position Dfy(n), azimuth θp(n), traveling direction, relative speed Vfx(n), and category, etc." of the object (n).

[0068] The longitudinal distance Dfx(n) is the signed distance between the object (n) and the origin O in the x-axis direction. The lateral position Dfy(n) is the signed distance between the object (n) and the origin O in the y-axis direction. The relative speed Vfx(n) is the speed of the object (n) relative to the vehicle SV in the x-axis direction. That is, the relative speed Vfx(n) is the difference between the speed Vn of the object (n) in the x-axis direction and the speed Vs of the vehicle SV in the x-axis direction (=Vn - Vs). The azimuth θp(n) is the angle formed by the x-axis and the line connecting the origin O and the object (n). The traveling direction of the object (n) is the relative traveling direction with respect to the vehicle SV. The category of the object (n) is information indicating which one of the moving object and the fixed object the object conforms to. In this example, when the object is a moving object, the category of the object (n) further includes information indicating which one of the four-wheel vehicle, the two-wheel vehicle, and the pedestrian the object (n) conforms to.

[0069] Referring again to Figure 1 , the surrounding sensor 15 includes a radar sensor 16, a camera sensor 17, and an object detection ECU 18.

[0070] The radar sensor 16 includes a radar wave transmitting / receiving unit and an information processing unit. The radar wave transmitting / receiving unit radiates electromagnetic waves (for example, radio waves in the millimeter wave band, referred to as "millimeter waves"). And it receives the millimeter waves (i.e., reflected waves) reflected by an object existing within the radiation range. The information processing unit detects an object (n) based on the reflected wave information, which includes the phase difference between the transmitted millimeter waves and the received reflected waves, the attenuation level of the reflected waves, and the time from transmitting the millimeter waves to receiving the reflected waves, etc. Moreover, the information processing unit obtains (calculates) object information about the object (n) based on the reflected wave information.

[0071] The camera sensor 17 includes a camera and an image processing unit. The camera outputs image data to the image processing unit at a prescribed frame rate. The image processing unit detects an object (n) based on the image data, and obtains (calculates) object information about the object (n). It should be noted that the image processing unit identifies (determines) the category of the object (n). The image processing unit prestores data obtained by patterning objects such as four-wheel vehicles, two-wheel vehicles, and pedestrians in a memory (for example, ROM). The image processing unit identifies which one of the four-wheel vehicle, two-wheel vehicle, and pedestrian the object conforms to by performing pattern matching on the image data.

[0072] The image processing unit may also detect a plurality of lane dividing lines of a prescribed lane based on the image data. The plurality of lane dividing lines includes the dividing lines of the lane in which the prescribed vehicle SV is traveling and the dividing lines of the prescribed oncoming lane. The image processing unit may also obtain (calculate) the position of each of the plurality of lane dividing lines as road lane information.

[0073] The object detection ECU 18 determines the final object information by synthesizing the object information obtained from the radar sensor 16 and the object information obtained from the camera sensor 17. The object detection ECU 18 outputs the object information and the road lane information as "vehicle surrounding information" to the PCSECU 10.

[0074] The engine ECU 20 is connected to the engine actuator 21. The engine actuator 21 includes a throttle actuator that changes the opening degree of the throttle of the spark ignition gasoline fuel injection internal combustion engine 22. The engine ECU 20 can change the torque generated by the internal combustion engine 22 by driving the engine actuator 21. The torque generated by the internal combustion engine 22 is transmitted to an unillustrated drive wheel via an unillustrated transmission. Therefore, the engine ECU 20 can control the driving force by controlling the engine actuator 21, thereby changing the acceleration state (acceleration) of the vehicle SV.

[0075] It should be noted that when the vehicle SV is a hybrid vehicle, the engine ECU 20 can control the driving force generated by either or both of the "internal combustion engine and electric motor" that are the vehicle drive sources. Moreover, when the vehicle SV is an electric vehicle, the engine ECU 20 can control the driving force generated by the electric motor that is the vehicle drive source.

[0076] The brake ECU 30 is connected to the brake actuator 31. The brake actuator 31 includes a hydraulic circuit. The hydraulic circuit includes a master cylinder, a flow path through which the brake fluid flows, a plurality of valves, a pump, and a motor for driving the pump, etc. The brake ECU 30 adjusts the hydraulic pressure supplied to the wheel cylinder built in the braking mechanism 32 by controlling the brake actuator 31. The wheel cylinder generates frictional braking force for the wheel using this hydraulic pressure. Therefore, the brake ECU 30 can control the braking force by controlling the brake actuator 31, thereby changing the acceleration state (deceleration, i.e., negative acceleration) of the vehicle SV.

[0077] The meter ECU 40 is connected to the display 41, the speaker 42, and the turn signal switch 43. The display 41 is a multi-information display provided in the front of the driver's seat. It should be noted that a head-up display can also be used as the display 41. The meter ECU 40 causes the display 41 to display a mark for attention reminder (for example, a warning light) in response to an instruction from the PCS ECU 10. Moreover, the meter ECU 40 causes the speaker 42 to output "an alarm sound for reminding the driver's attention" in response to an instruction from the PCS ECU 10. Moreover, the meter ECU 40 causes the left turn signal or the right turn signal (not shown) to flash in response to a signal from the turn signal switch 43. The meter ECU 40 sends the operating status of the left turn signal or the right turn signal to the PCS ECU 10.

[0078] The navigation ECU 50 is connected to the GPS receiver 51, the map storage unit 52, and the touch panel 53. The GPS receiver 51 receives GPS signals for detecting the "latitude and longitude" of the location where the vehicle is located. The map storage unit 52 stores map information. The map information includes road information. The road information includes information such as the position of the lane, the number of lanes, the length in the road width direction of the lane (i.e., the width of the lane), and the type of the lane (for example, a right-turn only lane, a left-turn only lane), etc. The navigation ECU 50 performs various arithmetic processes based on the latitude and longitude of the location where the vehicle is located and the map information, and causes the touch panel 53 to display the position of the vehicle on the map.

[0079] (Outline of Collision Avoidance Control)

[0080] The PCSECU 10 is configured to perform well-known collision avoidance control when it is determined that a specified PCS execution condition is satisfied based on the method described below. The collision avoidance control in this example is control for avoiding a collision between the host vehicle SV and an oncoming vehicle or reducing the damage caused by a collision between the host vehicle SV and an oncoming vehicle when the host vehicle SV turns right. Hereinafter, this control will be simply referred to as "PCS control".

[0081] Specifically, the PCSECU 10 determines whether the host vehicle SV starts to turn right based on the operating condition of the right turn signal and / or driving state information (e.g., steering angle θ or yaw rate Yr). For example, when the right turn signal is on and the yaw rate Yr is smaller than a specified right turn start threshold (negative value) Yrth, the PCSECU 10 determines that the host vehicle SV starts to turn right.

[0082] Next, the PCSECU 10 identifies an object existing in the peripheral area of the host vehicle SV based on the object information included in the vehicle surrounding information.

[0083] The PCSECU 10 selects (extracts) an oncoming vehicle that exists in the front area of the host vehicle SV and is moving toward the host vehicle SV from the identified objects. In this example, the oncoming vehicle includes a four-wheeled vehicle and a two-wheeled vehicle. The oncoming vehicle thus selected is a candidate for the oncoming vehicle that is the object of PCS control, and hereinafter, will be referred to as "control object candidate". It should be noted that the oncoming vehicle that is the object of PCS control is referred to as "control object". Hereinafter, the process of selecting the control object candidate will be described.

[0084] In Figure 3 the example, the host vehicle SV is traveling in the first driving lane Ln1. The host vehicle SV intends to turn right at the intersection Is1. Moreover, the first other vehicle OV1 is traveling in the first oncoming lane Lo1, which is a lane opposite to the first driving lane Ln1.

[0085] The PCSECU 10 identifies the first other vehicle OV1 based on the object information. Next, as Figure 4 shown, the PCSECU 10 simply depicts the host vehicle SV and the first other vehicle OV1 in a two-dimensional coordinate system. More specifically, the PCSECU 10 depicts a first rectangle 400 representing the body of the host vehicle SV in the two-dimensional coordinate system. Information related to the dimensions of the body of the host vehicle SV is stored in the ROM 102. The PCSECU 10 sets the dimensions of the first rectangle 400 based on this information. Moreover, the PCSECU 10 depicts a second rectangle 410 representing the body of the first other vehicle OV1 in the two-dimensional coordinate system. It should be noted that the dimensions of the second rectangle 410 may also be set according to the dimensions of the body of a general vehicle.

[0086] The PCSECU 10 determines the vertex of the first rectangle 400 that is closest to the vertex of the second rectangle 410 (hereinafter referred to as the "first vertex"). 401. The first vertex 401 corresponds to the right corner portion of the front part of the own vehicle SV. Moreover, the PCSECU 10 determines the vertex of the second rectangle 410 that is closest to the vertex of the first rectangle 400 (hereinafter referred to as the "second vertex"). 411. The second vertex 411 corresponds to the right corner portion of the front part of the first other vehicle OV1.

[0087] The PCSECU 10 depicts a first predicted trajectory tr1 on a two-dimensional coordinate system based on the driving state information. The first predicted trajectory tr1 is the trajectory that the first vertex 401 passes through during the period from the current time point (the first time point) to the second time point under the assumption that the own vehicle SV maintains the driving state (such as the speed Vs and the yaw rate Yr) at the current time point. The second time point is the time point after a predetermined time ta has elapsed from the current time point.

[0088] The PCSECU 10 calculates the traveling direction and the speed Vo1 of the first other vehicle OV1 based on the object information. Then, the PCSECU 10 depicts a second predicted trajectory tr2 on a two-dimensional coordinate system based on the traveling direction and the speed Vo1 of the first other vehicle OV1. The second predicted trajectory tr2 is the trajectory that the second vertex 411 passes through during the period from the current time point (the first time point) to the second time point under the assumption that the first other vehicle OV1 maintains the driving state (such as the traveling direction and the speed Vo1) at the current time point.

[0089] The PCSECU 10 determines whether the first predicted trajectory tr1 and the second predicted trajectory tr2 cross. When the first predicted trajectory tr1 and the second predicted trajectory tr2 cross, the own vehicle SV may collide with the first other vehicle OV1. Therefore, the PCSECU 10 selects the first other vehicle OV1 as a "control object candidate".

[0090] Next, the PCSECU 10 selects (sets) a control object candidate that satisfies a predetermined condition (hereinafter referred to as the "control object condition") described later as the "control object".

[0091] Now, it is assumed that the PCSECU 10 has selected a control object candidate (the first other vehicle OV1) as the control object. In this case, the PCSECU 10 determines whether the PCS execution condition is satisfied. The PCS execution condition is a condition for determining whether to execute (start) the PCS control.

[0092] The PCS execution condition is a condition related to a first index value indicating the possibility of a collision between the own vehicle SV and a control target. In this example, the first index value is the time Tc required until the route (second predicted trajectory tr2) of the own vehicle SV reaches the first other vehicle OV1. It should be noted that the time Tc can also be said to be the remaining time until the own vehicle SV collides with the first other vehicle OV1. Hereinafter, the time Tc will be denoted as "first index value Tc".

[0093] Specifically, as Figure 4 shown, the PCS ECU 10 obtains the crossing position Ps where the first predicted trajectory tr1 and the second predicted trajectory tr2 cross. Then, the PCS ECU 10 obtains the time required until the first vertex 401 reaches the crossing position Ps as the first index value Tc based on the driving state information (for example, speed Vs and yaw rate Yr, etc.).

[0094] When the first index value Tc becomes equal to or less than a specified first time threshold Tcth, the PCS ECU 10 determines that the PCS execution condition is satisfied and executes PCS control.

[0095] The PCS control includes: driving force suppression control for suppressing the driving force of the vehicle SV; braking control for applying a braking force to the wheels; and attention reminder control for reminding the driver. Specifically, the PCS ECU 10 sends a drive instruction signal to the engine ECU 20. When receiving the drive instruction signal from the PCS ECU 10, the engine ECU 20 controls the engine actuator 21, whereby the driving force is suppressed so that the actual acceleration of the vehicle SV coincides with the target acceleration AG (for example, zero) included in the drive instruction signal. Moreover, the PCS ECU 10 sends a braking instruction signal to the brake ECU 30. When receiving the braking instruction signal from the PCS ECU 10, the brake ECU 30 controls the brake actuator 31, whereby a braking force is applied to the wheels so that the actual acceleration of the vehicle SV coincides with the target deceleration TG included in the braking instruction signal. In addition, the PCS ECU 10 sends an attention reminder instruction signal to the meter ECU 40. When receiving the attention reminder instruction signal from the PCS ECU 10, the meter ECU 40 causes the display 41 to display a mark for attention reminder and causes the speaker 42 to output an alarm sound.

[0096] (Outline of operation)

[0097] As described above, the conventional device may execute PCS control in the situations of (1) and (2). That is, the conventional device may execute PCS control in an unnecessary situation. To solve this problem, the PCS ECU 10 of this example selects a control target using the change in the relative position relationship between the own vehicle SV and the first other vehicle OV1.

[0098] Figure 5 is a diagram showing the same situation as Figure 4 and shows the relative positional relationship between the first rectangle 400 (i.e., the host vehicle SV) and the second rectangle 410 (i.e., the first other vehicle OV1) at time point t1. Hereinafter, the xy coordinates of the center position Pi of the second rectangle 410 in the two-dimensional coordinate system are denoted as (xi, yi). The center position Pi is the center position in the vehicle width direction at the front part of the first other vehicle OV1. Hereinafter, the center position Pi of the second rectangle 410 is referred to as "the position Pi of the first other vehicle OV1".

[0099] At time point t1, the host vehicle SV starts to turn right. At this time point t1, the distance of the host vehicle SV in the longitudinal direction (i.e., the longitudinal distance Dfx) between the host vehicle SV and the first other vehicle OV1 is large. That is, in the two-dimensional coordinate system, the value of the x coordinate xi of the position Pi of the first other vehicle OV1 is a relatively large positive value. Moreover, the first other vehicle OV1 exists on the right side with respect to the longitudinal axis (i.e., the x-axis) of the host vehicle SV. That is, in the two-dimensional coordinate system, the value of the y coordinate yi of the position Pi of the first other vehicle OV1 is a positive value.

[0100] Figure 6 shows the relative positional relationship between the host vehicle SV and the first other vehicle OV1 at time point t2 which is later than time point t1. The host vehicle SV is entering the intersection Is1. Compared with time point t1, the first other vehicle OV1 is closer to the intersection Is1.

[0101] At this time point t2, the degree of right turn of the host vehicle SV is larger than that of the host vehicle SV at time point t1. The longitudinal distance Dfx between the host vehicle SV and the first other vehicle OV1 is smaller than the longitudinal distance Dfx at time point t1. That is, the value of the x coordinate xi of the position Pi of the first other vehicle OV1 is smaller than "the value of the x coordinate xi at time point t1". The value of the y coordinate yi of the position Pi of the first other vehicle OV1 is also smaller than "the value of the y coordinate yi at time point t1".

[0102] Figure 7 shows the relative positional relationship between the host vehicle SV and the first other vehicle OV1 at time point t3 which is later than time point t2. The host vehicle SV is starting to enter the first oncoming lane Lo1. The first other vehicle OV1 is entering the intersection Is1.

[0103] The degree of right turn of the host vehicle SV is greater than the degree of right turn of the host vehicle SV at time point t2. The longitudinal distance Dfx between the host vehicle SV and the first other vehicle OV1 is smaller than the longitudinal distance Dfx at time point t2. That is, the value of the x coordinate xi of the position Pi of the first other vehicle OV1 is smaller than the "value of the x coordinate xi at time point t2". Moreover, the value of the y coordinate yi of the position Pi of the first other vehicle OV1 is smaller than the "value of the y coordinate yi at time point t2" and is a negative value. At this time point t3, the host vehicle SV is approaching the first other vehicle OV1, so the possibility that the host vehicle SV will eventually collide with the first other vehicle OV1 is high.

[0104] Figure 8 The position Pi of the first other vehicle OV1 is shown for each of the time points from time point t1 to time point t3. From this figure, it can be understood that when the relative positional relationship between the host vehicle SV and the first other vehicle OV1 changes as follows in the two-dimensional coordinate system, it can be said that the possibility that the host vehicle SV will eventually collide with the first other vehicle OV1 is high.

[0105] As time elapses from time point t1 when the host vehicle SV starts to turn right, the value of the x coordinate xi of the position Pi of the first other vehicle OV1 becomes smaller, and the value of the y coordinate yi of the position Pi of the first other vehicle OV1 becomes smaller. In other words, as the degree of right turn of the host vehicle SV increases from time point t1, the value of the x coordinate xi of the position Pi of the first other vehicle OV1 becomes smaller, and the value of the y coordinate yi of the position Pi of the first other vehicle OV1 becomes smaller.

[0106] More specifically, when changes in values as follows are detected, it can be said that the possibility that the host vehicle SV will eventually collide with the first other vehicle OV1 is high.

[0107] (A) The value of the x coordinate xi of the position Pi of the first other vehicle OV1 is a relatively large positive value at time point t1 when the degree of right turn of the host vehicle SV is small. Moreover, at time point t3 when the degree of right turn of the host vehicle SV is large, the x coordinate xi of the position Pi is a relatively small positive value.

[0108] (B) The value of the y coordinate yi of the position Pi of the first other vehicle OV1 is a positive value at time point t1 when the degree of right turn of the host vehicle SV is small. The value of the y coordinate yi of the position Pi is a negative value at time point t3 when the degree of right turn of the host vehicle SV is large.

[0109] On the other hand, in the situation of (1) above, as Figure 9 shown, at a time point when the degree of right turn of the host vehicle SV is relatively small, the x coordinate xi of the position Pi of the first other vehicle OV1 becomes a negative value. Moreover, in (2) above, as Figure 10As shown, at the time point when the right turn of the present vehicle SV is large, both the x coordinate xi and the y coordinate yi of the position Pi of the first other vehicle OV1 become negative values.

[0110] Considering the above situation, the PCSECU 10 sets a region Sa for selecting a control object in the two-dimensional coordinate system.

[0111] The region Sa in this example is a rectangular region set in front of the present vehicle SV (i.e., the region where the x coordinate value is positive). The long side and the short side of the region Sa are parallel to the x axis and the y axis respectively. As Figure 11 shown, the region Sa is defined by four vertices v1 to v4.

[0112] The x coordinate value of the vertex v1 is the smallest among the four vertices of the region Sa. The y coordinate value of the vertex v1 is the smallest among the four vertices of the region Sa.

[0113] The x coordinate value of the vertex v2 is the largest among the four vertices of the region Sa. The y coordinate value of the vertex v2 is the same as the y coordinate value of the vertex v1.

[0114] The x coordinate value of the vertex v3 is the same as the x coordinate value of the vertex v2. The y coordinate value of the vertex v3 is the largest among the four vertices of the region Sa.

[0115] The x coordinate value of the vertex v4 is the same as the x coordinate value of the vertex v1. The y coordinate value of the vertex v4 is the same as the y coordinate value of the vertex v3.

[0116] It should be noted that the side connecting the vertex v1 and the vertex v2 is called the "first side sd1", the side connecting the vertex v2 and the vertex v3 is called the "second side sd2", the side connecting the vertex v3 and the vertex v4 is called the "third side sd3", and the side connecting the vertex v4 and the vertex v1 is called the "fourth side sd4".

[0117] The length Lx in the x axis direction (the front-rear direction of the present vehicle SV) of the region Sa is a specified first length L1, and the length Ly in the y axis direction (the left-right direction of the present vehicle SV) of the region Sa is a specified second length L2. In this example, the first length L1 is larger than the second length L2.

[0118] As described above, when the right turn signal is on and the yaw rate Yr is smaller than the right turn start threshold Yrth, the PCSECU10 determines that the own vehicle SV starts to turn right. This determination time point is the time point when the own vehicle SV starts to turn right, and thus is hereinafter referred to as the "turn start time point". The PCSECU10 calculates a second index value indicating the degree (progress degree) of the turn of the own vehicle SV from the turn start time point. In this example, the second index value is the time integral value dgt of the absolute value of the yaw rate Yr from the turn start time point. Hereinafter, the time integral value dgt is denoted as the "second index value dgt". Therefore, the larger the degree of the turn of the own vehicle SV, the larger the second index value dgt.

[0119] As Figure 12 shown, the PCSECU10 moves the region Sa in a two-dimensional coordinate system according to the second index value dgt. Specifically, the PCSECU10 moves the region Sa in the negative x-axis direction and in the negative y-axis direction as the second index value dgt increases. That is, the PCSECU10 moves the region Sa closer to the own vehicle SV and in the direction opposite to the turning direction (right direction) of the own vehicle SV (left direction) as the second index value dgt increases. In other words, the positions of the second side sd2 and the fourth side sd4 gradually approach the own vehicle SV (move in the negative x-axis direction), and the positions of the first side sd1 and the third side sd3 gradually move in the direction opposite to the turning direction of the own vehicle SV (negative y-axis direction). It should be noted that the PCSECU10 moves the region Sa within the region where the x coordinate value is positive (i.e., within the range above the y-axis).

[0120] More specifically, at the turn start time point, the x coordinate values of the vertices v1 to v4 of the region Sa are all positive, and the y coordinate values of the vertices v1 to v4 of the region Sa are also all positive. Therefore, at the turn start time point, the center position Cp of the region Sa is set at a position in front of the own vehicle SV and offset in the turning direction (right direction) with respect to the longitudinal axis (i.e., the x-axis) of the own vehicle SV. It should be noted that the center position Cp of the region Sa is the geometric centroid position of the region Sa.

[0121] The larger the second index value dgt, the smaller the x coordinate values of the vertices v1 to v4 gradually become, and the smaller the y coordinate values of the vertices v1 to v4 gradually become (refer to the region Sa' and the region Sa").

[0122] If the second index value dgt is greater than the specified value, the y - coordinate values of the vertices v1 and v2 become negative (for example, refer to the area Sa'). Finally, the x - coordinate value of the center position Cp of the area Sa is positive, and the y - coordinate value of the center position Cp is negative (refer to the area Sa"). That is, finally, the center position Cp of the area Sa is set at a position in front of the own vehicle SV and offset in the direction opposite to the turning direction (left direction) with respect to the longitudinal axis (i.e., the x - axis) of the own vehicle SV.

[0123] In this way, the PCSECU10 moves the center position Cp of the area Sa from the first position (i.e., Cp of the area Sa) to the second position (i.e., Cp of the area Sa"), where the first position is a position in front of the own vehicle SV and offset in the turning direction (right direction) with respect to the longitudinal axis of the own vehicle SV, and the second position is a position in front of the own vehicle SV and offset in the direction opposite to the turning direction (left direction) with respect to the longitudinal axis of the own vehicle SV.

[0124] When the first other vehicle OV1 continuously exists within the area Sa moved as described above, this means that the possibility of a collision between the own vehicle SV and the first other vehicle OV1 is high. Therefore, in this example, the control object condition is the condition that the position Pi of the control object candidate (the first other vehicle OV1) continuously exists within the area Sa for a second time threshold Tmth or more. The PCSECU10 selects (sets) a control object candidate that satisfies such a control object condition as the control object.

[0125] (Working example)

[0126] Use Figures 13 to 15 to illustrate the process of selecting a control object. Figures 13 to 15 Respectively represent the Figures 5 to 7 same situation.

[0127] · Time point t1

[0128] As Figure 13 shown, at time point t1, the right - turn signal lamp is in the on state, and the yaw rate Yr is smaller than the right - turn start threshold Yrth. Therefore, the PCSECU10 determines that the own vehicle SV starts to turn right. The PCSECU10 selects the first other vehicle OV1 as a control object candidate. Then, the PCSECU10 calculates the second index value dgt. The PCSECU10 applies the second index value dgt to the mapping diagram MP(dgt) to obtain the xy - coordinate values of the four vertices v1 to v4 that define the area Sa. The mapping diagram MP defines the relationship between the second index value dgt and the xy - coordinate values of the four vertices v1 to v4. The PCSECU10 sets the area Sa in front of the own vehicle SV. This area Sa is the same as Figure 12The area Sa corresponds. The PCSECU10 determines that the position Pi of the first other vehicle OV1 exists within the area Sa.

[0129] · Time point t2

[0130] As Figure 14 shown, at time point t2, the PCSECU10 calculates the second index value dgt. As described above, the PCSECU10 applies the second index value dgt to the mapping diagram MP(dgt), whereby the area Sa is set in front of the own vehicle SV. This area Sa corresponds to Figure 12 the area Sa'. The PCSECU10 determines that the position Pi of the first other vehicle OV1 exists within the area Sa.

[0131] · Time point t3

[0132] As Figure 15 shown, at time point t3, the PCSECU10 calculates the second index value dgt. As described above, the PCSECU10 applies the second index value dgt to the mapping diagram MP(dgt), whereby the area Sa is set in front of the own vehicle SV. This area Sa corresponds to Figure 12 the area Sa". The PCSECU10 determines that the position Pi of the first other vehicle OV1 exists within the area Sa. At this time point t3, the second time threshold Tmth has elapsed since time point t1. That is, the position Pi of the first other vehicle OV1 has existed within the area Sa for the second time threshold Tmth or more continuously. Therefore, the PCSECU10 determines that the control object condition is satisfied for the first other vehicle OV1. The PCSECU10 selects the first other vehicle OV1 as a control object candidate to be the control object.

[0133] After time point t3, when the PCS execution condition is satisfied (that is, when the first index value Tc becomes equal to or less than the first time threshold Tcth), the PCSECU10 executes the PCS control. According to this configuration, the PCSECU10 can select the first other vehicle OV1 with a high possibility of colliding with the own vehicle SV as the control object.

[0134] On the other hand, in the situation of the above (1), as Figure 16 shown, after a certain time point, the position Pi of the first other vehicle OV1 is outside the area Sa. The possibility that the position Pi of the first other vehicle OV1 exists within the area Sa for the second time threshold Tmth or more continuously is low.

[0135] In the above (2), as Figure 17As shown, after a certain point in time, the position Pi of the first other vehicle OV1 is outside the area Sa. The likelihood that the position Pi of the first other vehicle OV1 remains within the area Sa for more than the second time threshold Tmth is low. Thus, in each of the situations (1) and (2), the control object condition is not easily satisfied. The PCSECU10 does not select the first other vehicle OV1 as the control object, and thus the possibility of executing the PCS control in an unnecessary situation can be reduced.

[0136] (Operation)

[0137] As described above, the CPU101 of the PCSECU10 (hereinafter, simply referred to as "CPU") determines whether the host vehicle SV starts to turn right based on the operating condition of the right turn signal and the driving state information. After determining that the host vehicle SV starts to turn right, the CPU executes Figures 18 to 20 the routine at every predetermined time dT.

[0138] At every predetermined time dT, the CPU acquires the driving state information from the various sensors 11 to 14, and acquires the vehicle surrounding information from the surrounding sensor 15, and stores this information in the RAM103.

[0139] It should be noted that in the initialization routine executed when the ignition switch (not shown) is changed from OFF to ON, the CPU sets various flags (X1 and X2 described later) and variables (Tm described later) to "0".

[0140] When it reaches a predetermined timing, the CPU starts processing from Figure 18 step 1800 of

[0141] and enters step 1801 to determine whether there is one or more objects in the surrounding area of the host vehicle SV based on the object information. When there is no object in the surrounding area of the host vehicle SV, the CPU determines "No" in step 1801 and directly enters step 1895 to temporarily end this routine. Figure 4As shown, the CPU calculates the first predicted trajectory tr1 of the SV of this vehicle and the second predicted trajectory tr2 of the object identified in step 1801. When the first predicted trajectory tr1 intersects with the second predicted trajectory tr2, the CPU selects this object as a candidate for the control target. In this case, the CPU determines "yes" in step 1802 and proceeds to step 1803 to set the value of the first flag X1 to "1". When the value of the first flag X1 is "0", it indicates that there is no candidate for the control target, and when the value of the first flag X1 is "1", it indicates that there is a candidate for the control target. After that, the CPU proceeds to step 1895 to temporarily end this routine.

[0142] It should be noted that when there is no candidate for the control target, the CPU determines "no" in step 1802 and directly proceeds to step 1895 to temporarily end this routine.

[0143] When it reaches a specified timing, the CPU executes Figure 19 the routine. It should be noted that when it is determined in the Figure 18 routine that there are multiple candidates for the control target, the CPU executes the Figure 19 routine for each candidate for the control target.

[0144] The CPU starts processing from step 1900 of Figure 19 and proceeds to step 1901 to determine whether the value of the first flag X1 is "1". When the value of the first flag X1 is not "1", the CPU determines "no" in step 1901 and directly proceeds to step 1995 to temporarily end this routine.

[0145] Now, it is assumed that there is a candidate for the control target, so the value of the first flag X1 is "1". In this case, the CPU determines "yes" in step 1901 and sequentially executes the processes of step 1902 and step 1903 described below. After that, the CPU proceeds to step 1904.

[0146] Step 1902: The CPU calculates the second index value dgt as described above.

[0147] Step 1903: The CPU applies the second index value dgt to the mapping graph MP(dgt) to obtain the xy coordinates of the four vertices v1 to v4 of the defined region Sa. The CPU sets the region Sa in front of the SV of this vehicle.

[0148] Next, the CPU determines the position Pi of the control object candidate (oncoming vehicle) in step 1904. Then, the CPU determines whether the position Pi of the control object candidate exists within the region Sa. If the position Pi of the control object candidate does not exist within the region Sa, the CPU determines "No" in step 1904 and proceeds to step 1908 to set the time variable Tm to "0". The time variable Tm represents the duration for which the position Pi of the control object candidate exists within the region Sa.

[0149] On the other hand, if the position Pi of the control object candidate exists within the region Sa, the CPU determines "Yes" in step 1904 and proceeds to step 1905 to increment the time variable Tm by a specified time dT. As described above, the time dT is the time corresponding to Figure 19 the execution period of the routine.

[0150] Next, the CPU determines in step 1906 whether the time variable Tm is equal to or greater than the second time threshold Tmth. If the time variable Tm is not equal to or greater than the second time threshold Tmth, the CPU determines "No" in step 1906 and directly proceeds to step 1995 to temporarily end this routine.

[0151] In contrast, if the time variable Tm is equal to or greater than the second time threshold Tmth, the CPU determines "Yes" in step 1906 and proceeds to step 1907 to set the value of the second flag X2 to "1". When the value of the second flag X2 is "0", it indicates the absence of a control object, and when the value of the second flag X2 is "1", it indicates the presence of a control object. After that, the CPU proceeds to step 1995 to temporarily end this routine.

[0152] Moreover, when a specified timing is reached, the CPU starts processing from Figure 20 step 2000 of and proceeds to step 2001 to determine whether the value of the second flag X2 is "1". If the value of the second flag X2 is not "1", the CPU determines "No" in step 2001 and directly proceeds to step 2095 to temporarily end this routine.

[0153] Now, assume that there is a control object, so the value of the second flag X2 is "1". In this case, the CPU determines "Yes" in step 2001 and proceeds to step 2002 to determine whether the aforementioned PCS execution condition is satisfied. Specifically, the CPU determines whether the first index value Tc is equal to or less than the first time threshold Tcth. If the PCS execution condition is not satisfied, the CPU determines "No" in step 2002 and directly proceeds to step 2095 to temporarily end this routine.

[0154] On the contrary, when the PCS execution condition is satisfied, the CPU determines "Yes" in step 2002 and proceeds to step 2003 to execute PCS control. After that, the CPU enters step 2095 to temporarily end this routine.

[0155] The first device having the above configuration uses the area Sa to select a control target. The area Sa is set based on the change in the relative positional relationship between the host vehicle SV and an oncoming vehicle with a high possibility of colliding with the host vehicle SV. When a control target candidate exists within the area Sa for a second time threshold Tmth or more, there is a high possibility that the host vehicle SV will collide with the control target candidate. In such a situation, the first device selects the control target candidate as the control target. Therefore, the first device can execute PCS control in an appropriate situation where there is a high possibility of collision between the host vehicle SV and an oncoming vehicle. On the other hand, in each of the above situations (1) and (2), the first device does not select the oncoming vehicle as the control target. The possibility of executing PCS control in an unnecessary situation can be reduced.

[0156] <Second Embodiment>

[0157] Next, a vehicle control device according to the second embodiment (hereinafter sometimes referred to as the "second device") will be described. The second device is different from the first device in that it changes the size of the area Sa. Hereinafter, the description will focus on this difference.

[0158] As Figure 21 shown, in the PCS ECU 10 of this example, the larger the second index value dgt, the smaller the size of the area Sa. Specifically, the larger the second index value dgt, the smaller the length Lx of the area Sa in the x-axis direction and the smaller the length Ly of the area Sa in the y-axis direction (see the areas Sa' and Sa").

[0159] Moreover, although the size of the area Sa is reduced, the PCS ECU 10 moves the area Sa closer to the host vehicle SV and in a direction (left direction) opposite to the turning direction (right direction) of the host vehicle SV. That is, although the size of the area Sa becomes smaller, the positions of the second side sd2 and the fourth side sd4 move closer to the host vehicle SV (move in the negative x-axis direction), and the positions of the first side sd1 and the third side sd3 move in a direction opposite to the turning direction of the host vehicle SV (negative y-axis direction).

[0160] As Figure 8As shown, as the second index value dgt increases from the time point t1 when the present vehicle SV starts to turn, the value of the x coordinate xi of the position Pi of the first other vehicle OV1 decreases. That is, the first other vehicle OV1 gradually approaches the present vehicle SV. If the length Lx in the x-axis direction of the time point region Sa when the second index value dgt increases is a relatively large value, other oncoming vehicles located at a relatively far position from the present vehicle SV (i.e., other vehicles with a low possibility of colliding with the present vehicle SV) may be included in the region Sa. Considering this, the PCSECU10 sets the region Sa in such a way that the larger the second index value dgt, the smaller the length Lx in the x-axis direction of the region Sa.

[0161] Moreover, if the length Ly in the y-axis direction of the time point region Sa when the second index value dgt increases is a relatively large value, other oncoming vehicles turning in front of the present vehicle SV (e.g., turning right) may be included in the region Sa. Considering this, the PCSECU10 sets the region Sa in such a way that the larger the second index value dgt, the smaller the length Ly in the y-axis direction of the region Sa.

[0162] (Working example)

[0163] Use Figures 22 to 25 to illustrate the process of selecting control objects. In the Figure 22 example, the present vehicle SV is traveling in the first driving lane Ln1 and intends to turn right at the intersection Is2. Moreover, the first other vehicle OV1 is traveling in the first oncoming lane Lo1 which is the lane opposite to the first driving lane Ln1. In this example, the first oncoming lane Lo1 is a right-turn only lane. Moreover, the second other vehicle OV2 is traveling in the second oncoming lane Lo2 which is the lane opposite to the first driving lane Ln1.

[0164] · Time point t11

[0165] As Figure 23 shown, at the time point t11, the present vehicle SV starts to turn right. The PCSECU10 depicts a first rectangle 400 representing the present vehicle SV, a second rectangle 410 representing the first other vehicle OV1, and a third rectangle 420 representing the second other vehicle OV2 on the two-dimensional coordinate system. Since the present vehicle SV may collide with the first other vehicle OV1 and the second other vehicle OV2, the PCSECU10 selects the first other vehicle OV1 and the second other vehicle OV2 as control object candidates.

[0166] Next, the PCSECU 10 calculates the second index value dgt. The PCSECU 10 applies the second index value dgt to a prescribed mapping diagram MP(dgt) to obtain the xy coordinates of the four vertices v1 to v4 of the defined region Sa. The PCSECU 10 sets the region Sa in front of the host vehicle SV. This region Sa corresponds to Figure 21 the region Sa. The lengths Lx in the x-axis direction and Ly in the y-axis direction of the region Sa used at the time point when the host vehicle SV starts to turn are set to relatively large values. More specifically, the length Lx in the x-axis direction and the length Ly in the y-axis direction are set to include the first oncoming lane Lo1 and the second oncoming lane Lo2. Accordingly, the PCSECU 10 can increase the possibility of selecting an oncoming vehicle (second other vehicle OV2) traveling at a position relatively far from the host vehicle SV as a control target.

[0167] Hereinafter, the center position of the second rectangle 410 in the two-dimensional coordinate system is referred to as "the position Pi1 of the first other vehicle OV1", and the center position of the third rectangle 420 is referred to as "the position Pi2 of the second other vehicle OV2". The position Pi1 of the first other vehicle OV1 corresponds to the center position in the vehicle width direction at the front part of the first other vehicle OV1. The position Pi2 of the second other vehicle OV2 corresponds to the center position in the vehicle width direction at the front part of the second other vehicle OV2. The PCSECU 10 determines that the position Pi1 of the first other vehicle OV1 and the position Pi2 of the second other vehicle OV2 exist within the region Sa.

[0168] · Time point t12

[0169] As Figure 24 shown, at a time point t12 after the time point t11, the host vehicle SV is entering the intersection Is2. The degree of right turn of the host vehicle SV is greater than that of the host vehicle SV at the time point t11. Therefore, the second index value dgt is greater than the second index value dgt at the time point t11. Moreover, the first other vehicle OV1 is starting to turn right.

[0170] As described above, the PCSECU 10 applies the second index value dgt to the mapping diagram MP(dgt), whereby the region Sa is set in front of the host vehicle SV. This region Sa corresponds to Figure 21The corresponding region is Sa’. The length Lx in the x-axis direction and the length Ly in the y-axis direction of region Sa are smaller than the length Lx in the x-axis direction and the length Ly in the y-axis direction of region Sa at time point t11. Thus, the position Pi1 of the first other vehicle OV1 turning right in front of the present vehicle SV is not included in region Sa. The PCSECU10 determines that the position Pi1 of the first other vehicle OV1 does not exist in region Sa. On the other hand, the PCSECU10 determines that the position Pi2 of the second other vehicle OV2 exists in region Sa.

[0171] · Time point t13

[0172] As Figure 25 shown, at time point t13 which is after time point t12, the second other vehicle OV2 is entering the intersection Is2. Moreover, the degree of right turn of the present vehicle SV is greater than the degree of right turn of the present vehicle SV at time point t12. Thus, the second index value dgt of the present vehicle SV is greater than the second index value dgt of the present vehicle SV at time point t12.

[0173] As described above, the PCSECU10 applies the second index value dgt to the mapping diagram MP(dgt), thereby setting region Sa in front of the present vehicle SV. This region Sa corresponds to Figure 21 the region Sa”. The length Lx in the x-axis direction and the length Ly in the y-axis direction of region Sa are smaller than the length Lx in the x-axis direction and the length Ly in the y-axis direction of region Sa at time point t12. The PCSECU10 determines that the position Pi1 of the first other vehicle OV1 does not exist in region Sa. On the other hand, the PCSECU10 determines that the position Pi2 of the second other vehicle OV2 exists in region Sa. Moreover, the second time threshold Tmth has elapsed since time point t11. That is, the position Pi2 of the second other vehicle OV2 has existed in region Sa for the second time threshold Tmth or more continuously. Thus, the PCSECU10 determines that the control target condition is satisfied for the second other vehicle OV2. The PCSECU10 selects the second other vehicle OV2 as the control target.

[0174] The second device having the above configuration sets the length Lx in the x-axis direction and the length Ly in the y-axis direction of region Sa at the time point when the present vehicle SV starts to turn to a relatively large value. Thereby, even when the road includes a plurality of oncoming lanes (the first oncoming lane Lo1 and the second oncoming lane Lo2), the possibility of selecting an oncoming vehicle relatively far from the present vehicle SV (for example, the second other vehicle OV2 at time point t11) as the control target can be improved.

[0175] Moreover, the second device sets the area Sa such that the greater the second index value dgt, the smaller the length Lx in the x-axis direction and the length Ly in the y-axis direction of the area Sa. Therefore, the possibility that an oncoming vehicle located at a position relatively far from the host vehicle SV is included in the area Sa can be reduced. Moreover, the possibility that an oncoming vehicle turning in front of the host vehicle SV is included in the area Sa can be reduced. Therefore, the possibility of performing the PCS control in an unnecessary situation can be reduced.

[0176] It should be noted that, in another example, it may also be that the second device sets the area Sa such that the greater the second index value dgt, the smaller one of the length Lx in the x-axis direction and the length Ly in the y-axis direction of the area Sa. In this configuration, the possibility of performing the PCS control in an unnecessary situation can also be reduced.

[0177] It should be noted that the present invention is not limited to the above-described embodiments, and various modifications can be adopted within the scope of the present invention.

[0178] (Modification Example 1)

[0179] It may also be that the CPU changes the second time threshold Tmth according to the speed Vs of the host vehicle SV in step 1906 of the routine of Figure 19 . When the speed Vs of the host vehicle SV is high, the time until the host vehicle SV reaches the intersection position Ps is short. Considering this, it may also be that the greater the speed Vs of the host vehicle SV, the smaller the CPU sets the second time threshold Tmth. According to this configuration, in a situation where the speed Vs of the host vehicle SV is high, the CPU can select a control target at an earlier timing and perform the PCS control at an appropriate timing.

[0180] In another example, it may also be that the CPU sets the second time threshold Tmth to the first value T1 when the speed Vs of the host vehicle SV is equal to or lower than a prescribed speed threshold Vsth. It may also be that the CPU sets the second time threshold Tmth to the second value T2 when the speed Vs of the host vehicle SV is greater than the speed threshold Vsth.

[0181] (Modification Example 2)

[0182] It may also be that the CPU acquires road information from the map storage unit 52 and changes the size and / or position of the area Sa based on the road information. For example, the CPU determines whether a specific lane condition is satisfied based on the road information. The specific lane condition is satisfied when the road (multiple oncoming lanes) on which the oncoming vehicle is traveling includes a dedicated turning lane. The dedicated turning lane includes a dedicated right-turn lane and a dedicated left-turn lane. The CPU sets the area Sa such that the dedicated turning lane is not included in the area Sa when the specific lane condition is satisfied.

[0183] Figure 26 Shown with Figure 23 The first oncoming lane Lo1 is a right-turn lane. Alternatively, at time t11 when the vehicle SV starts turning, the CPU Figure 21 The area Sa is reduced in size by reducing the length Ly of the area Sa in the y-axis direction by the width Lw of the first oncoming lane Lo1. It should be noted that the CPU can obtain information related to the width Lw of the first oncoming lane Lo1 based on the road information. According to this configuration, the possibility of the first other vehicle OV1 turning right in front of the host vehicle SV being included in the area Sa can be reduced.

[0184] In another example, at time t11 when the host vehicle SV starts turning, the CPU may move the area Sa in the positive direction of the y-axis direction by the width Lw of the first oncoming lane Lo1. In this configuration, the possibility of the first other vehicle OV1 turning right in front of the host vehicle SV being included in the area Sa can also be reduced.

[0185] (Variant 3)

[0186] The second index value dgt is not limited to the above example. The second index value dgt only needs to indicate the degree of turning of the vehicle SV from the start time of the turn, and may also be other values. The second index value dgt may also be the angle θs formed by a preset reference axis and the travel direction of the vehicle SV. For example, the reference axis is the travel direction of the vehicle SV at the start time of the turn. In another example, the reference axis may also be the direction in which the first driving lane Ln1 in which the vehicle SV is traveling extends. The CPU can determine the direction in which the first driving lane Ln1 extends based on the lane information.

[0187] In another example, the second index value dgt may be an integral value of a specific angle θa from the start time of the turn. The specific angle θa is defined as the angle between the speed vector at time t and the speed vector at time t+Δt. The specific angle θa becomes a positive value when turning right.

[0188] In another example, the second index value dgt may be the magnitude (absolute value) of the change in the steering angle θ from the start of the turn. Furthermore, the second index value dgt may be the travel distance of the vehicle SV from the start of the turn.

[0189] (Variant 4)

[0190] CPU Figure 19In step 1904 of the routine, it is determined whether the position Pi of the control object candidate exists within the area Sa, but it is not limited to this process. Alternatively, the CPU may determine whether at least a part of a rectangle representing the control object candidate in a two-dimensional coordinate system (for example, the second rectangle 410 representing the first other vehicle OV1) exists within the area Sa.

[0191] (Variant Example 5)

[0192] Step 1802 may also be omitted. In this case, the CPU executes Figure 18 the routine for each of the objects identified in step 1801. Alternatively, when the position Pi of the object exists within the area Sa for a duration longer than the second time threshold Tmth, the CPU selects this object as the control object. Figure 19

[0193] (Variant Example 6)

[0194] The shape of the area Sa may also be other than a quadrilateral. The shape of the area Sa may be a polygon shape such as a triangle or a quadrilateral, or may be a circular shape (including shapes such as a circle and an ellipse). When the area Sa is a circle, the CPU of the first device maintains the diameter of the circle while making the center of the circle approach the host vehicle SV as the second index value dgt increases, and moves it in a direction (left direction) opposite to the turning direction (right direction) of the host vehicle SV. Alternatively, when the area Sa is a circle, the CPU of the second device changes the diameter of the circle such that the larger the second index value dgt, the smaller the area of the area Sa.

[0195] (Variant Example 7)

[0196] Alternatively, the CPU may determine whether the host vehicle SV starts to turn right based on the information from the navigation ECU50. That is, alternatively, the CPU starts Figures 18 to 20 the execution of the routine when it is determined based on the information from the navigation ECU50 that the host vehicle SV is approaching an intersection or the host vehicle SV is traveling in a right-turn only lane.

[0197] (Variant Example 8)

[0198] Figure 6 Alternatively, the CPU may estimate the position of the host vehicle SV at the intersection by means of a communication method such as vehicle-to-vehicle (V2V) communication or vehicle-to-infrastructure (V2I) communication. Alternatively, the CPU may estimate the second index value dgt based on the position of the host vehicle SV at the intersection. As Figure 6As in the example, at the time when the own vehicle SV enters the intersection Is1, the CPU presumes the second index value dgt to be a relatively small value. As Figure 7 As in the example, at the time when the own vehicle SV enters the first oncoming lane Lo1, the CPU presumes the second index value dgt to be a relatively large value.

[0199] (Modification Example 9)

[0200] The first index value indicating the collision possibility between the own vehicle SV and the control object is not limited to the above example. The first index value may also be the distance ds. For example, the PCS execution condition may also be a condition that holds when the distance ds is equal to or less than a prescribed distance threshold dsth.

[0201] (Modification Example 10)

[0202] In the above-described embodiment, an example in countries and regions where traffic keeps to the left has been described, but the above-described configuration can also be applied to countries and regions where traffic keeps to the right. In this case, after determining that the own vehicle SV starts to turn left, the PCS ECU 10 executes Figures 18 to 20 the routine. In this case, as the second index value dgt increases, the PCS ECU 10 moves the area Sa closer to the own vehicle SV and in a direction (right direction, positive direction of the y-axis) opposite to the turning direction (left direction, negative direction of the y-axis) of the own vehicle SV.

Claims

1. A vehicle control device, comprising: A sensor that acquires object information which is information related to an object in a surrounding area of the host vehicle including at least a front area of the host vehicle; and a control unit configured to: select an oncoming vehicle that exists in the front area and is moving toward the host vehicle as a control target when the host vehicle turns right or left at an intersection; and perform collision avoidance control for avoiding a collision with the control target when a first index value indicating a collision possibility between the host vehicle and the control target satisfies a specified condition. The control unit is configured to: calculate a second index value that represents the degree of turning of the host vehicle from the time point when the host vehicle starts to turn right or left at the intersection. The vehicle control device is characterized in that the control unit is further configured to: move the area used for selecting the control target in such a manner that as the second index value increases, the area approaches the host vehicle and moves in a direction opposite to the turning direction of the host vehicle; and select the oncoming vehicle as the control target when the oncoming vehicle continuously exists in the area for a time threshold or more.

2. The vehicle control device according to claim 1, wherein the control unit is configured to move the center position of the area from a first position, which is in front of the host vehicle and is offset in the turning direction with respect to the longitudinal axis of the host vehicle, to a second position, which is in front of the host vehicle and is offset in a direction opposite to the turning direction with respect to the longitudinal axis of the host vehicle.

3. The vehicle control device according to claim 1, wherein the control unit is configured to decrease the size of the area as the second index value increases.

4. The vehicle control device according to claim 3, wherein the control unit is configured to decrease the length of the area in the longitudinal direction of the host vehicle and decrease the length of the area in the lateral direction of the host vehicle as the second index value increases.

5. The vehicle control device according to claim 1, wherein the control unit is configured to set the time threshold to be smaller as the speed of the host vehicle is higher.

6. The vehicle control device according to claim 1, further comprising: a storage unit that stores road information, wherein the control unit is configured to: determine whether a specific lane condition is satisfied based on the road information, the specific lane condition being satisfied when the road on which the oncoming vehicle is traveling includes a dedicated turning lane; and set the area in such a manner that the dedicated turning lane is not included in the area when the specific lane condition is satisfied.

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