Vehicle collision avoidance assist device

Abstract

When there is a possibility that the present vehicle may collide with an object ahead, the vehicle collision avoidance assist device sets a target avoidance path through which the collision can be avoided, and when the avoidance steering start condition is satisfied, performs avoidance steering to force the present vehicle to steer along the target avoidance path. When another vehicle traveling adjacent to the present vehicle is a parallel vehicle, the device stores the traveling area of the parallel vehicle; when the other vehicle is an oncoming vehicle, the device stores the traveling area of the oncoming vehicle and obtains the traveling area of the present vehicle along the target avoidance path as the avoidance traveling area. The device does not perform avoidance steering when the avoidance traveling area overlaps with the traveling area of the oncoming vehicle, but performs avoidance steering when the avoidance traveling area overlaps with the traveling area of the parallel vehicle.

Description

Technical Field

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

[0002] There is known a vehicle collision avoidance assistance device that, when there is a possibility that the host vehicle will collide with an object existing in front of the host vehicle, performs forced braking and stops the host vehicle, thereby preventing the host vehicle from colliding with the object. There is also known a vehicle collision avoidance assistance device that, when it is predicted that forced braking of the host vehicle cannot prevent the host vehicle from colliding with an object, performs avoidance steering that causes the host vehicle to forcibly turn and travel while avoiding the object, thereby preventing the host vehicle from colliding with the object (for example, see Japanese Patent Application Laid-Open No. 2017-43262 (JP 2017-43262A)). Summary of the Invention

[0003] In order to avoid a collision between the host vehicle and an object by avoidance steering, such a common vehicle collision avoidance assistance device sets a path along which the host vehicle travels (target avoidance path) to avoid a collision with the object, and the target avoidance path is a path along which the host vehicle travels within its travel lane (own lane). A conventional vehicle collision avoidance assistance device performs avoidance steering when such a target avoidance path can be set, but does not perform avoidance steering when such a target avoidance path cannot be set. Therefore, when the marking lines that define the own lane are not recognized and the own lane is not clear, a target avoidance path cannot be set, and thus avoidance steering is not performed. Therefore, when the own lane is not clear, the driver of the host vehicle cannot receive assistance in avoiding a collision between the host vehicle and an object by avoidance steering.

[0004] An object of the present invention is to provide a vehicle collision avoidance assistance device that can safely avoid a collision between the host vehicle and an object even when the own lane is not clear.

[0005] The vehicle collision avoidance assistance device according to the present invention is configured such that: when there is a possibility that the host vehicle will collide with an object existing in front of the host vehicle, the device sets, when an avoidance path setting condition is satisfied, an avoidance path through which a collision between the host vehicle and the object can be avoided as a target avoidance path, and performs avoidance steering when an avoidance steering start condition for starting to forcibly turn the host vehicle to travel along the target avoidance path is satisfied.

[0006] The vehicle collision avoidance assistance device according to the present invention is configured such that: when another vehicle traveling adjacent to the present vehicle is a parallel vehicle, the device stores the traveling area occupied by the parallel vehicle while traveling as the parallel vehicle traveling area; and when the other vehicle is an oncoming vehicle, the device stores the traveling area occupied by the oncoming vehicle while traveling as the oncoming vehicle traveling area. Further, the vehicle collision avoidance assistance device according to the present invention acquires the traveling area occupied by the present vehicle when the present vehicle is assumed to travel along a target avoidance path as the avoidance traveling area. When the avoidance traveling area overlaps with the oncoming vehicle traveling area, the device does not perform an avoidance steering even when the avoidance steering start condition is satisfied, and when the avoidance traveling area overlaps with the parallel vehicle traveling area, the device performs an avoidance steering when the avoidance steering start condition is satisfied.

[0007] When the lane adjacent to its own lane (adjacent lane) is a lane traveling in the same direction, it is relatively safe for the present vehicle to enter the adjacent lane to avoid a collision with an object compared to when the adjacent lane is a lane traveling in the opposite direction. Therefore, when the avoidance traveling area overlaps with the parallel vehicle traveling area, since the adjacent lane that the present vehicle is about to enter to avoid a collision with an object is a lane traveling in the same direction, it is relatively safe for the present vehicle to enter the adjacent lane. According to the present invention, the vehicle collision avoidance assistance device does not perform an avoidance steering when the avoidance traveling area overlaps with the oncoming vehicle traveling area, but performs an avoidance steering when the avoidance traveling area overlaps with the parallel vehicle traveling area. Therefore, the device performs an avoidance steering even in a scenario where the present vehicle cannot travel within its own lane when avoiding a collision between the present vehicle and an object by an avoidance steering. Therefore, even when the own lane is not clear, a collision between the present vehicle and an object can be safely avoided.

[0008] The vehicle collision avoidance assistance device according to the present invention may be configured to acquire the avoidance traveling area when the lane in which the present vehicle is traveling at the moment when the avoidance path setting condition is satisfied is not clear.

[0009] When an avoidance steering can be executed to make the present vehicle travel within its own lane, it is not necessary to determine whether the avoidance traveling area overlaps with the oncoming vehicle traveling area or the parallel vehicle traveling area. In other words, it is necessary to acquire the avoidance traveling area in a scenario where the own lane cannot be clearly identified. According to the present invention, the vehicle collision avoidance assistance device acquires the avoidance traveling area when it cannot clearly identify the own lane at the moment when the avoidance path setting condition is satisfied. Therefore, the device can avoid acquiring the avoidance traveling area unnecessarily.

[0010] The vehicle collision avoidance assistance device according to the present invention may be configured such that when the lane in which the host vehicle is traveling at the moment when the avoidance path setting condition is satisfied is clear, the device sets the following avoidance path as the target avoidance path: within the lane in which the host vehicle is traveling, a collision between the host vehicle and an object can be avoided through this avoidance path.

[0011] When the own lane can be identified, perform an avoidance steering so that it is safer for the host vehicle to travel within its own lane. According to the present invention, when the own lane is clear at the moment when the avoidance path setting condition is satisfied, a target avoidance path along which the host vehicle travels within its own lane is set. Therefore, a collision between the host vehicle and an object can be avoided more safely.

[0012] The vehicle collision avoidance assistance device according to the present invention may include a surrounding information acquisition device that acquires information on the surroundings of the host vehicle. In this case, the vehicle collision avoidance assistance device according to the present invention may be configured such that: when a parallel vehicle is detected based on the surrounding information, the vehicle collision avoidance assistance device stores the relative positions of the parallel vehicle with respect to the host vehicle at different times of a day, and based on the distance traveled by the host vehicle since each relative position was stored, converts these relative positions into positions on the driving road where the parallel vehicle was located when each relative position was stored, then obtains the driving trajectory of the parallel vehicle from these converted positions, and obtains the driving area of the parallel vehicle from the obtained driving trajectory. In addition, the vehicle collision avoidance assistance device according to the present invention may be configured such that: when an oncoming vehicle is detected based on the surrounding information, the vehicle collision avoidance assistance device stores the relative positions of the oncoming vehicle with respect to the host vehicle at different times of a day, and based on the distance traveled by the host vehicle since each relative position was stored, converts these relative positions into positions on the driving road where the oncoming vehicle was located when each relative position was stored, then obtains the driving trajectory of the oncoming vehicle from these converted positions, and obtains the driving area of the oncoming vehicle from the obtained driving trajectory.

[0013] When the host vehicle moves (travels), the position of the parallel vehicle relative to the host vehicle (relative position) moves from the position on the travel road where the parallel vehicle was located at the time when the relative position was stored. However, when obtaining the travel area of the parallel vehicle, the travel area of the parallel vehicle can be obtained more accurately by using the position of the parallel vehicle on the travel road than by using the relative position of the parallel vehicle relative to the host vehicle. This also applies to the obtaining of the oncoming vehicle travel area. According to the present invention, based on the distance that the host vehicle has traveled since each relative position of the parallel vehicle relative to the host vehicle was stored, the vehicle collision avoidance assist device converts these relative positions into the positions on the travel road where the parallel vehicle was located at the time when each relative position was stored, and uses these converted positions to obtain the travel area of the parallel vehicle. In addition, based on the distance that the host vehicle has traveled since each relative position of the oncoming vehicle relative to the host vehicle was stored, the device converts these relative positions into the positions on the travel road where the oncoming vehicle was located at the time when each relative position was stored, and uses these converted positions to obtain the travel area of the oncoming vehicle. Therefore, the travel areas of the parallel vehicle and the oncoming vehicle can be obtained more accurately.

[0014] For example, when the distance between the host vehicle and an object becomes equal to or shorter than a predetermined distance, the avoidance path setting condition is satisfied.

[0015] The distance between the host vehicle and an object is useful as an index of the possibility of collision between the host vehicle and the object. According to the present invention, when the distance between the host vehicle and an object becomes short (equal to or shorter than a predetermined distance) and the possibility of collision between the host vehicle and the object becomes high, the avoidance path setting condition is satisfied. When the avoidance path setting condition is satisfied, a target avoidance path is set. Therefore, the target avoidance path can be set before the possibility of collision between the host vehicle and the object becomes very high.

[0016] For example, when the time expected for the host vehicle to reach an object becomes equal to or shorter than a predetermined time, the avoidance steering start condition is satisfied.

[0017] If the possibility of collision between the host vehicle and an object cannot be correctly judged, the avoidance steering is performed in vain. By using the time expected for the host vehicle to reach an object, the possibility of collision between the host vehicle and the object can be judged more accurately. According to the present invention, when the time expected for the host vehicle to reach an object becomes short (equal to or shorter than a predetermined time), the avoidance steering start condition is satisfied, and the avoidance steering is performed. Therefore, it is possible to prevent the avoidance steering from being performed in vain.

[0018] The target avoidance path can be set by considering the relative speed of the host vehicle relative to the object at the time when the avoidance path setting condition is satisfied.

[0019] The target avoidance path for avoiding a collision between the present vehicle and an object is different between when the relative speed of the present vehicle with respect to the object is high and when the relative speed is low. According to the present invention, the target avoidance path is set by considering the relative speed of the present vehicle with respect to the object. Therefore, a target avoidance path can be set through which a collision between the present vehicle and the object can be more reliably avoided.

[0020] The components of the present invention are not limited to the components in the embodiments of the present invention described below with reference to the accompanying drawings. By describing the embodiments of the present invention, other objects, other features, and attendant advantages of the present invention will be easily understood. BRIEF DESCRIPTION OF THE DRAWINGS

[0021] The features, advantages, and technical and industrial significance of exemplary embodiments of the present invention will be described below with reference to the accompanying drawings, in which like reference numerals denote like elements, and in which:

[0022] Figure 1 is a diagram showing a vehicle collision avoidance assist device and a vehicle (the present vehicle) equipped with the vehicle collision avoidance assist device according to an embodiment of the present invention;

[0023] Figure 2A is a diagram showing a marking line defining a driving lane (own lane) of the present vehicle;

[0024] Figure 2B is a diagram showing a yaw angle of the present vehicle;

[0025] Figure 2C is a diagram showing a yaw angle of the present vehicle;

[0026] Figure 3 is a diagram showing a driving area of the present vehicle;

[0027] Figure 4A is a diagram showing another vehicle (parallel vehicle) traveling adjacent to the present vehicle on the right side in the same direction as the traveling direction of the present vehicle at a first moment of a day;

[0028] Figure 4B is a diagram showing a parallel vehicle traveling adjacent to the present vehicle on the right side in the same direction as the traveling direction of the present vehicle at a second moment of a day after the first moment of the day;

[0029] Figure 4C is a diagram showing a parallel vehicle traveling adjacent to the present vehicle on the right side in the same direction as the traveling direction of the present vehicle at a third moment of a day after the second moment of the day;

[0030] Figure 4Dis a view showing a fourth moment of a day after a third moment of the day, in the same direction as the traveling direction of the present vehicle, of a parallel vehicle traveling adjacent to the present vehicle on the right side;

[0031] Figure 5A is a view showing the position of the parallel vehicle at a first moment of the day;

[0032] Figure 5B is a view showing the position of the parallel vehicle at a second moment of the day after a first moment of the day;

[0033] Figure 5C is a view showing the position of the parallel vehicle at a third moment of the day after a second moment of the day;

[0034] Figure 5D is a view showing the position of the parallel vehicle at a fourth moment of the day after a third moment of the day;

[0035] Figure 6A is a view showing the position of the parallel vehicle at each moment from a first moment to a fourth moment of the day;

[0036] Figure 6B is a view showing the traveling area (parallel vehicle traveling history area) of the parallel vehicle inferred from the positions of these parallel vehicles;

[0037] Figure 6C is a view showing the parallel vehicle traveling area set from the parallel vehicle traveling history area;

[0038] Figure 7A is a view showing another vehicle (oncoming vehicle) traveling adjacent to the present vehicle on the right side in a direction opposite to the traveling direction of the present vehicle at a first moment of the day;

[0039] Figure 7B is a view showing the oncoming vehicle traveling adjacent to the present vehicle on the right side in a direction opposite to the traveling direction of the present vehicle at a second moment of the day after a first moment of the day;

[0040] Figure 7C is a view showing the oncoming vehicle traveling adjacent to the present vehicle on the right side in a direction opposite to the traveling direction of the present vehicle at a third moment of the day after a second moment of the day;

[0041] Figure 7D is a view showing the oncoming vehicle traveling adjacent to the present vehicle on the right side in a direction opposite to the traveling direction of the present vehicle at a fourth moment of the day after a third moment of the day;

[0042] Figure 8A is a view showing the position of the oncoming vehicle at a first moment of the day;

[0043] Figure 8B is a view showing the position of an oncoming vehicle at a second moment of a day after a first moment of the day;

[0044] Figure 8C is a view showing the position of an oncoming vehicle at a third moment of a day after a second moment of the day;

[0045] Figure 8D is a view showing the position of an oncoming vehicle at a fourth moment of a day after a third moment of the day;

[0046] Figure 9A is a view showing the position of an oncoming vehicle at each moment from a first moment to a fourth moment of a day;

[0047] Figure 9B is a view showing a driving area (oncoming vehicle driving history area) of an oncoming vehicle inferred from the position of the oncoming vehicle at each moment from a first moment to a fourth moment of a day;

[0048] Figure 9C is a view showing an oncoming vehicle driving area set from the oncoming vehicle driving history area;

[0049] Figure 10A is a view showing a scene where an object (vehicle) exists in a driving area of a host vehicle in a situation where left and right marking lines defining its own lane have been recognized;

[0050] Figure 10B is a view showing a scene where an object (vehicle) exists in a driving area of a host vehicle in a situation where left and right marking lines defining its own lane have not been recognized;

[0051] Figure ll is a view showing a target avoidance path set when left and right marking lines defining its own lane have been recognized;

[0052] Figure 12A is a view showing a target avoidance path set when left and right marking lines defining its own lane have not been recognized;

[0053] Figure 12B is a view showing a target avoidance path that can be set when left and right marking lines defining its own lane have not been recognized;

[0054] Figure 12C is a view showing an avoidance driving area;

[0055] Figure 13A is a view showing a scene where an avoidance driving area overlaps with a driving area of a parallel vehicle;

[0056] Figure 13B is a diagram showing a scenario where the avoidance driving area does not overlap with the driving area of a parallel vehicle;

[0057] Figure 13C is a diagram showing a scenario where the avoidance driving area overlaps with the driving area of an oncoming vehicle;

[0058] Figure 13D is a diagram showing a scenario where the avoidance driving area does not overlap with the driving area of an oncoming vehicle;

[0059] Figure 14A is a diagram showing a scenario where avoidance steering starts in a situation where the left and right marking lines defining its own lane have been recognized;

[0060] Figure 14B is a diagram showing a scenario where the vehicle is driving while avoiding an object through avoidance steering;

[0061] Figure 14C is a diagram showing a scenario where avoidance steering starts in a situation where the left and right marking lines defining its own lane have not been recognized;

[0062] Figure 14D is a diagram showing a scenario where the vehicle is driving while avoiding an object through avoidance steering;

[0063] Figure 15A is a diagram showing a scenario where the condition for ending avoidance steering is satisfied in a situation where the left and right marking lines defining its own lane have been recognized;

[0064] Figure 15B is a diagram showing a scenario where the condition for ending avoidance steering is satisfied in a situation where the left and right marking lines defining its own lane have not been recognized;

[0065] Figure 16 is a flowchart showing a routine executed by a vehicle collision avoidance assist device according to an embodiment of the present invention;

[0066] Figure 17 is a flowchart showing a routine executed by a vehicle collision avoidance assist device according to an embodiment of the present invention;

[0067] Figure 18 is a flowchart showing a routine executed by a vehicle collision avoidance assist device according to an embodiment of the present invention;

[0068] Figure 19 is a flowchart showing a routine executed by a vehicle collision avoidance assist device according to an embodiment of the present invention;

[0069] Figure 20is a flowchart showing a routine executed by a vehicle collision avoidance assistance device according to a variant example of an embodiment of the present invention; and

[0070] Figure 21 is a flowchart showing a routine executed by a vehicle collision avoidance assistance device according to a variant example of an embodiment of the present invention. Detailed Description

[0071] Hereinafter, a vehicle collision avoidance assistance device according to an embodiment of the present invention will be described with reference to the accompanying drawings. As Figure 1 shown, the vehicle collision avoidance assistance device 10 according to an embodiment of the present invention is mounted in the host vehicle 100.

[0072] ECU

[0073] As Figure 1 shown, the vehicle collision avoidance assistance device 10 includes an ECU 90. "ECU" stands for "Electronic Control Unit". The ECU 90 includes a microcomputer as a main component. The microcomputer includes a CPU, a ROM, a RAM, a non-volatile memory, an interface, etc. The CPU realizes various functions by executing instructions, programs or routines stored in the ROM.

[0074] Drive Device and Others

[0075] The host vehicle 100 is equipped with a drive device 21, a braking device 22, and a steering device 23.

[0076] Drive Device

[0077] The drive device 21 is a device that outputs a driving force to be provided to the host vehicle 100 to enable the host vehicle 100 to travel, and is, for example, 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.

[0078] Braking Device

[0079] The braking device 22 is a device that outputs a braking force provided to the host vehicle 100 to brake the host vehicle 100, and is, for example, a brake. The braking device 22 is electrically connected to the ECU 90. The ECU 90 can control the braking force output from the braking device 22 by controlling the operation of the braking device 22.

[0080] Steering Device

[0081] The steering device 23 is a device that outputs a steering force provided to the host vehicle 100 to steer the host 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.​

[0082] Sensors and Others

[0083] The vehicle 100 is also 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 surrounding information acquisition device 68.

[0084] Accelerator Pedal Operation Amount Sensor

[0085] 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 sends information about the detected operation amount to the ECU 90. Based on this 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 calculating from the accelerator pedal operation amount AP and the vehicle speed V of the vehicle 100. The required driving force PDreq is the driving force that the drive device 21 needs to output.

[0086] Brake Pedal Operation Amount Sensor

[0087] 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 information about the detected operation amount to the ECU 90. Based on this 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 calculating from the brake pedal operation amount BP. The required braking force PBreq is the braking force that the braking device 22 needs to output.

[0088] Steering Angle Sensor

[0089] 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 vehicle 100 relative to the neutral position of the steering wheel 33 and sends information about the detected rotation angle to the ECU 90. Based on this information, the ECU 90 obtains the rotation angle of the steering wheel 33 of the vehicle 100 relative to the neutral position as the steering angle SA.

[0090] Steering Torque Sensor

[0091] The steering torque sensor 64 is electrically connected to the ECU 90. The steering torque sensor 64 detects the torque input by the driver into the steering shaft 34 through the steering wheel 33, and sends information about the detected torque to the ECU 90. Based on this information, the ECU 90 obtains the torque input by the driver into the steering shaft 34 through the steering wheel 33 as the driver input torque TQdr.

[0092] Vehicle speed sensor

[0093] The vehicle speed sensor 65 is electrically connected to the ECU 90. The vehicle speed sensor 65 detects the rotational speed of each wheel of the vehicle 100 and sends information about the detected rotational speed of each wheel to the ECU 90. Based on this information, the ECU 90 obtains the traveling speed of the vehicle 100 as the vehicle speed V.

[0094] The ECU 90 further obtains the torque (auxiliary steering torque TQas) to be applied from the steering device 23 to the steering shaft 34 through calculations based on the obtained steering angle SA, driver input torque TQdr, and vehicle speed V. The auxiliary steering torque TQas is the torque applied to the steering shaft 34 to assist the driver in steering the steering wheel 33.

[0095] Longitudinal acceleration sensor

[0096] The longitudinal acceleration sensor 66 is electrically connected to the ECU 90. The longitudinal acceleration sensor 66 detects the acceleration of the vehicle 100 in the front-rear direction and sends information about the detected acceleration to the ECU 90. Based on this information, the ECU 90 obtains the acceleration of the vehicle 100 in the front-rear direction as the longitudinal acceleration Gx.

[0097] Lateral acceleration sensor

[0098] The lateral acceleration sensor 67 is electrically connected to the ECU 90. The lateral acceleration sensor 67 detects the acceleration of the vehicle 100 in the lateral (width direction) and sends information about the detected acceleration to the ECU 90. Based on this information, the ECU 90 obtains the acceleration of the vehicle 100 in the lateral direction as the lateral acceleration Gy.

[0099] Surrounding information acquisition device

[0100] The surrounding information acquisition device 68 is a device that detects information about the surroundings of the vehicle 100, and includes, for example, a camera, a radar sensor (such as a millimeter-wave radar), an ultrasonic sensor (a clearance sonar), and a lidar (LiDAR).

[0101] The surrounding information acquisition device 68 is electrically connected to the ECU 90. The surrounding information acquisition device 68 detects information about the surroundings of the own vehicle 100 and sends the detected information (surrounding information I_S) to the ECU 90.

[0102] Based on the surrounding information I_S (particularly information about the front side of the own vehicle 100), the ECU 90 can detect an object existing in front of the own vehicle 100. When such an object is detected, the ECU 90 can obtain the distance (object distance D200) between the object and the own vehicle 100, the relative speed dV of the own vehicle 100 with respect to the object, and the moving direction of the object based on the surrounding information I_S.

[0103] In addition, as Figure 2A shown, based on the surrounding information I_S, the ECU 90 can recognize the left marking line LM_L and the right marking line LM_R that define the driving lane (own lane LN) of the own vehicle 100, or one end of the road on which the own vehicle 100 is traveling (so-called road end Rend).

[0104] Based on the recognized left and right marking lines LM (i.e., the left marking line LM_L and the right marking line LM_R) or the road end Rend, the ECU 90 obtains the yaw angle YA. As Figure 2B and Figure 2C shown, the yaw angle YA is the angle between the own lane extension direction line LLN (a line indicating the extension direction of the own lane LN) and the vehicle center front and rear line L100 (a line extending in the front and rear direction of the own vehicle 100 at the center of the own vehicle 100 in the width direction).

[0105] In addition, based on the recognized left and right marking lines LM, the ECU 90 can clarify the range of the own lane LN.

[0106] In addition, based on the surrounding information I_S, the ECU 90 can detect other vehicles around the own vehicle 100.

[0107] Overview of the operation of the vehicle collision avoidance assist device

[0108] Next, an overview of the operation of the vehicle collision avoidance assist device 10 will be described. When the own vehicle 100 is traveling, the vehicle collision avoidance assist device 10 determines whether there is an object on the front side in the forward direction of the own vehicle 100 based on the surrounding information I_S (particularly information about the front side of the own vehicle 100). More specifically, when the own vehicle 100 is traveling, the vehicle collision avoidance assist device 10 determines whether there is an object 200 in the vehicle travel area A100 based on the surrounding information I_S. As Figure 3As shown, the vehicle traveling area A100 is an area centered on the traveling route R100 of the vehicle 100 and having the same width as the width of the vehicle 100. The traveling route R100 of the vehicle 100 is the route along which the vehicle 100 travels if the vehicle 100 travels while maintaining the steering angle SA. In this embodiment, the object is a vehicle, a person, a bicycle, a guardrail, etc.

[0109] When there is no object 200 on the front side in the forward direction of the vehicle 100, and when there is an object 200 on the front side in the forward direction of the vehicle 100 but it is unlikely that the vehicle 100 will collide with the object, the vehicle collision avoidance assist device 10 performs normal driving control. Under normal driving control, when the required driving force PDreq is higher 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, and when the required braking force PBreq is higher 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 assist steering torque TQas is higher than zero, the operation of the steering device 23 is controlled so that the assist steering torque TQas is output from the steering device 23.

[0110] In addition, when the vehicle 100 is traveling, the vehicle collision avoidance assist device 10 is acquiring the parallel vehicle traveling area A201 and the oncoming vehicle traveling area A202 adjacent to the vehicle 100 on the right and left based on the surrounding information I_S. The parallel vehicle traveling area A201 is the traveling area that is expected to be occupied by a parallel vehicle when the lane adjacent to the vehicle 100 on the right or left is a lane traveling in the same direction. The oncoming vehicle traveling area A202 is the traveling area that is expected to be occupied by an oncoming vehicle when the lane adjacent to the vehicle 100 on the right or left is a lane traveling in the opposite direction.

[0111] Acquisition of the parallel vehicle traveling area

[0112] The vehicle collision avoidance assist device 10 acquires the parallel vehicle traveling area A201 as follows.

[0113] Assume that when the adjacent lane on the right side of the vehicle 100 is a lane traveling in the same direction, the parallel vehicle 201 travels as shown in Figures 4A to 4D As shown. Specifically, assume that the parallel vehicle 201 located at the position shown in Figure 4A at the first moment t1 of a day travels to the position shown in Figure 4B during the period from the first moment t1 of the day to the second moment t2 of the day, and then travels to the position shown in Figure 4C during the period until the third moment t3 of the day, and then travels to the position shown in during the period until the fourth moment t4 of the dayFigure 4D The position shown in

[0114] In this case, the position of the parallel vehicle 201 inferred from the surrounding information I_S (parallel vehicle position P1) moves as shown in Figures 5A to 5D Specifically, the parallel vehicle position P11 at the first moment t1 of the day is located at the position shown in Figure 5A The parallel vehicle position P12 at the second moment t2 of the day is located at the position shown in Figure 5B The parallel vehicle position P13 at the third moment t3 of the day is located at the position shown in Figure 5C The parallel vehicle position P14 at the fourth moment t4 of the day is located at the position shown in Figure 5D

[0115] Therefore, the parallel vehicle positions P11 to P14 at each of the first moment t1 to the fourth moment t4 of the day move as shown in Figure 6A Figure 6A Shows the states of the host vehicle 100 and the parallel vehicle 201 at the fourth moment t4 of the day.

[0116] Therefore, if the parallel vehicle positions P11 to P14 at each of the first moment t1 to the fourth moment t4 of the day can be located, the actual traveled trajectory of the parallel vehicle 201 (parallel vehicle travel trajectory R201) can be obtained from these parallel vehicle positions P11 to P14.

[0117] When the parallel vehicle 201 is detected based on the surrounding information I_S, the vehicle collision avoidance assist device 10 can obtain the position of the parallel vehicle 201 relative to the host vehicle 100 (relative position). This position moves as the host vehicle 100 moves, and thus is different from the parallel vehicle position P1 described above (the position of the parallel vehicle 201 on the driving road (the road on which the parallel vehicle 201 actually travels)).

[0118] ​​Therefore, when a parallel vehicle 201 is detected based on the surrounding information I_S, the vehicle collision avoidance assistance device 10 stores the relative positions of the parallel vehicle 201 with respect to the host vehicle 100 at multiple different times of a day (parallel vehicle relative position P1_R). Then, based on the distance traveled by the host vehicle 100 since each parallel vehicle relative position P1_R was stored (host vehicle travel distance), the vehicle collision avoidance assistance device 10 converts these parallel vehicle relative positions P1_R into the positions on the travel road where the parallel vehicle 201 was located when each parallel vehicle relative position P1_R was stored. More specifically, the vehicle collision avoidance assistance device 10 converts the parallel vehicle relative position P1_R into the position on the travel road where the parallel vehicle 201 was located at the time point when each position was stored by moving each parallel vehicle relative position P1_R rearward with respect to the host vehicle 100 by the distance traveled by the host vehicle 100 since the parallel vehicle relative position P1_R was stored.

[0119] These converted positions correspond to the above-mentioned parallel vehicle positions P1. As Figure 6B shown, the vehicle collision avoidance assistance device 10 obtains the travel trajectory of the parallel vehicle 201 (parallel vehicle travel trajectory R201) from these converted positions, and obtains the parallel vehicle travel history area A201_H based on the parallel vehicle travel trajectory R201. More specifically, the vehicle collision avoidance assistance device 10 obtains an area centered on the parallel vehicle travel trajectory R201 and having the same width as the width of the parallel vehicle 201 as the parallel vehicle travel history area A201_H. In Figures 6A to 6C the example shown, the parallel vehicle travel history area A201_H is the travel area occupied by the parallel vehicle 201 when the parallel vehicle 201 actually travels from the first moment t1 to the fourth moment t4 of a day.

[0120] In addition, as Figure 6C shown, the vehicle collision avoidance assistance device 10 obtains the area where the parallel vehicle 201 is expected to travel as the parallel vehicle travel area A201 based on the obtained parallel vehicle travel history area A201_H. In this embodiment, the vehicle collision avoidance assistance device 10 obtains the area obtained by extending the parallel vehicle travel history area A201_H forward and backward in the forward direction of the host vehicle 100 as the parallel vehicle travel area A201.

[0121] Obtaining the oncoming vehicle travel area

[0122] The vehicle collision avoidance assistance device 10 obtains the oncoming vehicle travel area A202 as follows.

[0123] Assume that when the adjacent lane on the right side of the host vehicle 100 is a lane traveling in the opposite direction, the oncoming vehicle 202 is asFigures 7A to 7D travels as shown. Specifically, it is assumed that the oncoming vehicle 202 located at the position shown in Figure 7A travels to the position shown in Figure 7B during the period from the first moment t1 of the day to the second moment t2 of the day, and then travels to Figure 7C the position shown in Figure 7D during the period until the third moment t3 of the day, and then travels to

[0124] In this case, the position of the oncoming vehicle 202 (oncoming vehicle position P2) inferred from the surrounding information I_S moves as shown in Figures 8A to 8D Specifically, the oncoming vehicle position P21 at the first moment t1 of the day is located at the position shown in Figure 8A The oncoming vehicle position P22 at the second moment t2 of the day is located at the position shown in Figure 8B The oncoming vehicle position P23 at the third moment t3 of the day is located at the position shown in Figure 8C The oncoming vehicle position P24 at the fourth moment t4 of the day is located at the position shown in Figure 8D

[0125] Therefore, the oncoming vehicle positions P21 to P24 at each of the first moment t1 to the fourth moment t4 of the day move as shown in Figure 9A Figure 9A shows the states of the host vehicle 100 and the oncoming vehicle 202 at the fourth moment t4 of the day.

[0126] Therefore, when the oncoming vehicle positions P21 to P24 at each of the first moment t1 to the fourth moment t4 of the day can be located, the actual traveled trajectory of the oncoming vehicle 202 (oncoming vehicle travel trajectory R202) can be obtained from these oncoming vehicle positions P31 to P24.

[0127] When the oncoming vehicle 202 is detected based on the surrounding information I_S, the vehicle collision avoidance assist device 10 can obtain the position (relative position) of the oncoming vehicle 202 relative to the host vehicle 100. This position moves as the host vehicle 100 moves, and thus is different from the oncoming vehicle position P2 (the position of the oncoming vehicle 202 on the traveling road (the road on which the oncoming vehicle 202 actually travels)) as described above.

[0128] ​​Therefore, when an oncoming vehicle 202 is detected based on the surrounding information I_S, the vehicle collision avoidance assist device 10 stores the relative positions of the oncoming vehicle 202 with respect to the host vehicle 100 at multiple different times of a day (the relative position of the oncoming vehicle P2_R). Then, based on the distance traveled by the host vehicle 100 since each stored relative position of the oncoming vehicle P2_R (the distance traveled by the host vehicle), the vehicle collision avoidance assist device 10 converts these relative positions of the oncoming vehicle P2_R into the positions on the driving road where the oncoming vehicle 202 was located when each relative position of the oncoming vehicle P2_R was stored. More specifically, the vehicle collision avoidance assist device 10 converts the relative position of the oncoming vehicle P2_R into the position on the driving road where the oncoming vehicle 202 was located at the time point when each relative position of the oncoming vehicle P2_R was stored by moving each relative position of the oncoming vehicle P2_R rearward with respect to the host vehicle 100 by the distance traveled by the host vehicle 100 since the stored relative position of the oncoming vehicle P2_R.

[0129] These converted positions correspond to the above-described oncoming vehicle position P2. As Figure 9B shown, the vehicle collision avoidance assist device 10 obtains the driving trajectory of the oncoming vehicle 202 (the driving trajectory of the oncoming vehicle R202) from these converted positions, and obtains the oncoming vehicle driving history area A202_H based on the driving trajectory of the oncoming vehicle R202. More specifically, the vehicle collision avoidance assist device 10 obtains an area centered on the driving trajectory of the oncoming vehicle R202 and having the same width as the width of the oncoming vehicle 202 as the oncoming vehicle driving history area A202_H. In the Figures 9A to 9C example shown, the oncoming vehicle driving history area A202_H is the driving area occupied by the oncoming vehicle 202 when the oncoming vehicle 202 actually travels from the first moment t1 to the fourth moment t4 of a day.

[0130] In addition, as Figure 9C shown, the vehicle collision avoidance assist device 10 obtains the area where the oncoming vehicle 201 is expected to travel as the oncoming vehicle driving area A202 based on the obtained oncoming vehicle driving history area A201_H. In the present embodiment, the vehicle collision avoidance assist device 10 obtains the area obtained by extending the oncoming vehicle driving history area A202_H forward and backward in the forward direction of the host vehicle 100 as the oncoming vehicle driving area A202.

[0131] As Figure 10A and Figure 10BAs shown, when there is an object 200 within the vehicle driving area A100 of the present vehicle, the vehicle collision avoidance assist device 10 obtains the object distance D200, relative speed dV, and time to collision TTC based on the surrounding information I_S at a predetermined calculation cycle. The object distance D200 is the distance between the present vehicle 100 and the object 200 existing within the vehicle driving area A100 of the present vehicle. The relative speed dV is the speed of the present vehicle 100 relative to the object 200 existing within the vehicle driving area A100 of the present vehicle. The time to collision TTC is the time expected to be taken for the present vehicle 100 to reach the object 200. The vehicle collision avoidance assist device 10 obtains the time to collision TTC by dividing the object distance D200 by the relative speed dV (= D200 / dV). As long as it is determined that there is an object 200 within the driving area A100 of the own vehicle, the vehicle collision avoidance assist device 10 executes the acquisition of the object distance D200, relative speed dV, and time to collision TTC at a predetermined calculation cycle CYC.

[0132] Figure 10A Shows a scene where there is an object 200 within the vehicle driving area A100 in a situation where the left and right marking lines LM have been identified from the surrounding information I_S. Figure 10B Shows a scene where there is an object 200 within the vehicle driving area A100 in a situation where the left and right marking lines LM have not been identified from the surrounding information I_S.

[0133] When the object distance D200 decreases to a predetermined distance (predetermined object distance D200th), the vehicle collision avoidance assist device 10 determines that the avoidance path setting condition is satisfied. Specifically, the vehicle collision avoidance assist device 10 obtains the object distance D200 as an index value indicating the possibility of collision between the present vehicle 100 and the object 200, and when this index value becomes equal to or greater than a predetermined index value, it is determined that the avoidance path setting condition is satisfied. Therefore, in this case, as the object distance D200 becomes shorter, the index value indicating the possibility of collision between the present vehicle 100 and the object 200 becomes larger.

[0134] When the vehicle collision avoidance assist device 10 determines that the avoidance path setting condition is satisfied, the vehicle collision avoidance assist device 10 starts the process of setting a path (target avoidance path Rtgt) along which the present vehicle 100 travels to avoid the object 200.

[0135] In the present embodiment, when the left and right marking lines LM have been identified from the surrounding information I_S, as Figure 11 shown, the vehicle collision avoidance assist device 10 sets a path as the target avoidance path Rtgt along which the present vehicle 100 can travel to avoid the object 200 while traveling within its own lane LN and passing by the object 200 (i.e., without moving out of its own lane LN). Figure 11The target avoidance path Rtgt shown in the figure is the path along which the vehicle 100 travels to pass by the right side of the object 200. When there is a space for the vehicle 100 to travel through on the left side of the object 200, a target avoidance path Rtgt passing by the left side of the object 200 can be set.

[0136] The vehicle collision avoidance assist device 10 can be configured such that when there is a space for the vehicle 100 to travel through on the right side of the object 200, and at least the right marking line LM_R defining its own lane LN has been recognized, the device sets a path along which the vehicle 100 can pass by the right side of the object 200 while traveling on the left side of the right marking line LM_R (i.e., without moving to the right side of the right marking line LM_R) as the target avoidance path Rtgt. Similarly, the vehicle collision avoidance assist device 10 can be configured such that when there is a space for the vehicle 100 to travel through on the left side of the object 200, and at least the left marking line LM_L defining its own lane LN has been recognized, the device sets a path along which the vehicle 100 can pass by the left side of the object 200 while traveling on the left side of the left marking line LM_L (i.e., without moving to the left side of the left marking line LM_L) as the target avoidance path Rtgt.

[0137] On the other hand, in the case where the left and right marking lines LM are not recognized and thus the range of its own lane LN cannot be determined clearly, as shown in FIG. 12, the vehicle collision avoidance assist device 10 sets a path along which the vehicle 100 can avoid the object 200 and pass by the object 200 as the target avoidance path Rtgt, regardless of whether the vehicle 100 is traveling within its own lane LN. And Figure 12A The target avoidance path Rtgt shown in the figure is the path along which the vehicle 100 travels to pass by the right side of the object 200. When there is a space for the vehicle 100 to travel through on the left side of the object 200, a target avoidance path Rtgt passing by the left side of the object 200 can be set.

[0138] The vehicle collision avoidance assist device 10 can be configured such that in the case where the left and right marking lines LM are not recognized, the device sets the target avoidance path Rtgt as shown in Figure 12B the figure. Figure 12B The target avoidance path Rtgt shown in the figure is the path along which the vehicle 100 travels to pass by the right side of the object 200 and then return to the front side of the object 200.

[0139] In order to avoid a collision between the host vehicle 100 and the object 200 by forcibly steering the host vehicle 100 to travel along the target avoidance path Rtgt, preferably, when setting the target avoidance path Rtgt, the vehicle collision avoidance assist device 10 sets the target avoidance path Rtgt based on the relative speed dV of the host vehicle 100 with respect to the object 200. Therefore, the vehicle collision avoidance assist device 10 can be configured to set the target avoidance path Rtgt by considering the relative speed dV of the host vehicle 100 with respect to the object 200.

[0140] When there is no space on each side of the object 200 that allows the host vehicle 100 to travel safely while avoiding the object 200, the vehicle collision avoidance assist device 10 prohibits the execution of the avoidance steering and thus cannot set the target avoidance path Rtgt. Therefore, in this case, even when the avoidance steering start condition described later is satisfied, the avoidance steering is not executed.

[0141] In addition, the vehicle collision avoidance assist device 10 can be configured to give a warning before or when the avoidance path setting condition is satisfied, so that the driver of the host vehicle 100 is aware that there is a possibility of a collision between the host vehicle 100 and the object 200, and starts the avoidance steering when, despite the warning, the driver does not perform an operation (operation of the accelerator pedal 31, operation of the brake pedal 32, and operation of the steering wheel 33) to avoid the collision between the host vehicle 100 and the object 200 and thus the avoidance steering start condition is satisfied.

[0142] In the case where the left and right marking lines LM are not recognized, after setting the target avoidance path Rtgt, the vehicle collision avoidance assist device 10 obtains by inference an area as the avoidance travel area Atgt that is centered on the set target avoidance path Rtgt and has the same width as the width of the host vehicle 100. The avoidance travel area Atgt corresponds to the travel area occupied by the host vehicle 100 when it is assumed that the host vehicle 100 travels along the target avoidance path Rtgt. Figure 12C After obtaining the avoidance travel area Atgt, the vehicle collision avoidance assist device 10 determines whether the avoidance travel area Atgt overlaps with the oncoming vehicle travel area A202. In other words, the vehicle collision avoidance assist device 10 determines whether the avoidance travel area Atgt exists within the oncoming vehicle travel area A202.

[0143] When the vehicle collision avoidance assist device 10 determines that the avoidance travel area Atgt overlaps with the oncoming vehicle travel area A202, as

[0144] When the vehicle collision avoidance assist device 10 determines that the avoidance travel area Atgt overlaps with the oncoming vehicle travel area A202, as Figure 13AAs shown, the vehicle collision avoidance assist device 10 prohibits the execution of avoidance steering. In this case, even when the avoidance steering start condition described later is satisfied, avoidance steering is not executed.

[0145] On the other hand, when the vehicle collision avoidance assist device 10 determines that the avoidance driving area Atgt does not overlap with the oncoming vehicle driving area A202, as Figure 13B shown, the vehicle collision avoidance assist device 10 determines whether the avoidance driving area Atgt overlaps with the parallel vehicle driving area A201. In other words, the vehicle collision avoidance assist device 10 determines whether the avoidance driving area Atgt exists within the parallel vehicle driving area A201.

[0146] In addition, when the oncoming vehicle driving area A202 is not acquired at the time of acquiring the avoidance driving area Atgt, the vehicle collision avoidance assist device 10 determines whether the avoidance driving area Atgt overlaps with the parallel vehicle driving area A201.

[0147] When the vehicle collision avoidance assist device 10 determines that the avoidance driving area Atgt overlaps with the parallel vehicle driving area A201, as Figure 13C shown, the vehicle collision avoidance assist device 10 allows the execution of avoidance steering. In this case, when the avoidance steering start condition described later is satisfied, avoidance steering is started.

[0148] On the other hand, when the vehicle collision avoidance assist device 10 determines that the avoidance driving area Atgt does not overlap with the parallel vehicle driving area A201, as Figure 13D shown, the vehicle collision avoidance assist device 10 prohibits the execution of avoidance steering. In this case, even when the avoidance steering start condition described later is satisfied, avoidance steering is not executed.

[0149] When neither the oncoming vehicle driving area A202 nor the parallel vehicle driving area A201 is acquired at the time of acquiring the avoidance driving area Atgt, the vehicle collision avoidance assist device 10 prohibits the execution of avoidance steering. In this case, even when the avoidance steering start condition described later is satisfied, avoidance steering is not executed.

[0150] The vehicle collision avoidance assist device 10 can be configured to allow the execution of avoidance steering when it is determined that the avoidance driving area Atgt overlaps neither with the oncoming vehicle driving area A202 nor with the parallel vehicle driving area A201.

[0151] When the relative speed dV is constant, as the host vehicle 100 approaches the object 200, the time to collision TTC is expected to become shorter. When the host vehicle 100 approaches the object 200 and the time to collision TTC decreases to a predetermined time (predetermined time to collision TTCth), the vehicle collision avoidance assist device 10 determines that the avoidance steering start condition is satisfied. Specifically, the vehicle collision avoidance assist device 10 obtains the time to collision TTC as an index value indicating the possibility of collision between the host vehicle 100 and the object 200, and determines that the avoidance steering start condition is satisfied when this index value becomes equal to or greater than a predetermined index value. Therefore, in this case, as the time to collision TTC becomes shorter, the index value indicating the possibility of collision between the host vehicle 100 and the object 200 becomes larger.

[0152] When the avoidance steering start condition is satisfied in a state where the left and right marking lines LM have been recognized and the target avoidance path Rtgt has been set, the vehicle collision avoidance assist device 10 starts the avoidance steering. In this case, the vehicle collision avoidance assist device 10 performs a steering of the host vehicle 100 (avoidance steering) that involves controlling the assist steering torque TQas so that the host vehicle 100 travels along the target avoidance path Rtgt. Therefore, the host vehicle 100 is steered to travel along the target avoidance path Rtgt as shown in Figure 14A so as to avoid a collision with the object 200 as shown in Figure 14B .

[0153] In addition to the avoidance steering, the vehicle collision avoidance assist device 10 can also decelerate the host vehicle 100 by reducing the driving force supplied to the host vehicle 100 or limiting the driving force to or below a specific value, or by applying a braking force to the host vehicle 100.

[0154] Furthermore, when the avoidance steering start condition is satisfied in a state where the left and right marking lines LM have not been recognized but the execution of the avoidance steering is permitted and the target avoidance path Rtgt has been set, the vehicle collision avoidance assist device 10 starts the avoidance steering. Also in this case, the vehicle collision avoidance assist device 10 performs a steering of the host vehicle 100 (avoidance steering) that involves controlling the assist steering torque TQas so that the host vehicle 100 travels along the target avoidance path Rtgt. Therefore, the host vehicle 100 is steered to travel along the target avoidance path Rtgt as shown in Figure 14C so as to avoid a collision with the object 200 as shown in Figure 14D .

[0155] As conditions for prohibiting the execution of the avoidance steering (avoidance steering prohibition conditions), the following conditions C1 to C20 can also be appropriately adopted.

[0156] Condition C1 is a condition where avoidance steering cannot be achieved because a device for implementing avoidance steering (e.g., steering device 23) has an abnormality.

[0157] Condition C2 is a condition where, when the vehicle collision avoidance assist device 10 is configured to be able to perform automatic braking control (Pre-crash Safety System (PCS)), automatic braking control cannot be achieved because a device for implementing automatic braking control (e.g., braking device 22) has an abnormality. Automatic braking control refers to the following control: when the possibility of the host vehicle 100 colliding with an object existing in front of the host vehicle 100 becomes high, the host vehicle 100 is forcibly braked to stop the host vehicle 100 before colliding with the object.

[0158] Condition C3 is a condition where, when the vehicle collision avoidance assist device 10 is configured to be able to perform anti-skid control (Vehicle Stability Control (VSC)), anti-skid control cannot be achieved because a device for implementing anti-skid control (e.g., braking device 22) has an abnormality. Anti-skid control refers to the following control: when the driving behavior of the host vehicle 100 becomes unstable due to, for example, steering of the host vehicle 100, the driving force PD provided to the drive wheels of the host vehicle 100 is adjusted or the braking force PB provided to each wheel of the host vehicle 100 is individually adjusted to stabilize the driving behavior of the host vehicle 100.

[0159] Condition C4 is a condition where, when the vehicle collision avoidance assist device 10 is configured to be able to perform automatic braking control (PCS), the host vehicle 100 can be stopped by automatic braking control before colliding with the object 200.

[0160] Condition C5 is a condition where, when the vehicle collision avoidance assist device 10 is configured to be able to perform automatic braking control (PCS) and the automatic braking control has been executed first, the time elapsed since the end of the automatic braking is within a predetermined time.

[0161] Condition C6 is a condition where, when the steering avoidance control has been executed first, the time elapsed since the end of the steering avoidance control is within a predetermined time.

[0162] Condition C7 is a condition where the turn signal of the host vehicle 100 is turned on (flashing).

[0163] Condition C8 is a condition in which the left turn signal of the vehicle traveling ahead is turned on (flashes) when the object 200 is a vehicle traveling ahead and the target avoidance path Rtgt is a route passing on the left side of the vehicle traveling ahead. The vehicle collision avoidance assist device 10 can determine whether the left turn signal of the vehicle traveling ahead is turned on (flashes) based on the surrounding information I_S. The vehicle traveling ahead is a vehicle traveling in the front side of the own vehicle 100 in its own lane LN in the same direction as the traveling direction of the own vehicle 100.

[0164] Condition C9 is a condition in which the right turn signal of the vehicle traveling ahead is turned on (flashes) when the object 200 is a vehicle traveling ahead and the target avoidance path Rtgt is a route passing on the right side of the vehicle traveling ahead. The vehicle collision avoidance assist device 10 can determine whether the right turn signal of the vehicle traveling ahead is turned on (flashes) based on the surrounding information I_S.

[0165] Condition C10 is a condition in which the accelerator pedal operation amount AP is equal to or greater than a predetermined accelerator pedal operation amount APth.

[0166] Condition C11 is a condition in which the brake pedal operation amount BP is equal to or greater than a predetermined brake pedal operation amount BPth.

[0167] Condition C12 is a condition in which the vehicle speed V of the own vehicle 100 is not a vehicle speed within a predetermined range Rv.

[0168] Condition C13 is a condition in which the relative speed dV of the object 200 with respect to the own vehicle 100 is not a speed within a predetermined range Rdv.

[0169] Condition C14 is a condition in which the lateral acceleration Gy is equal to or greater than a predetermined lateral acceleration Gy_th.

[0170] Condition C15 is a condition in which the longitudinal acceleration Gx has a positive value and its absolute value is equal to or greater than a predetermined value Gx_th.

[0171] Condition C16 is a condition in which the longitudinal acceleration Gx has a negative value and its absolute value is equal to or greater than a predetermined value Gx_th.

[0172] Condition C17 is a condition in which the own vehicle 100 is traveling on a curved road. The vehicle collision avoidance assist device 10 can determine whether the own vehicle 100 is traveling on a curved road based on the surrounding information I_S.

[0173] Condition C18 is a condition in which the target avoidance path Rtgt intersects the center line of the object 200 in the front-rear direction. The vehicle collision avoidance assist device 10 can determine whether the target avoidance path Rtgt intersects the center line of the object 200 in the front-rear direction based on the surrounding information I_S.

[0174] Condition C19 is a condition where the object 200 is moving to cross the target avoidance path Rtgt. The vehicle collision avoidance assist device 10 can determine based on the surrounding information I_S whether the object 200 is moving to cross the target avoidance path Rtgt.

[0175] Condition C20 is a condition where the target avoidance path Rtgt has been set, but the target avoidance path Rtgt is a route along which it is predicted that the own vehicle 100 cannot travel.

[0176] End of the steering avoidance control

[0177] When the condition for ending the avoidance steering (avoidance steering end condition) is satisfied, the vehicle collision avoidance assist device 10 ends the avoidance steering. For example, in the case where the left and right marking lines LM have been recognized, even when starting and then ending the avoidance steering while the own vehicle 100 is passing by the object 200 as shown in Figure 15A the own vehicle 100 is unlikely to collide with the object 200. Similarly, even in the case where the left and right marking lines LM are not recognized, even when starting and then ending the avoidance steering while the own vehicle 100 is passing by the object 200 as shown in Figure 15B the own vehicle 100 is unlikely to collide with the object 200. Therefore, as the avoidance steering end condition, for example, a condition where the own vehicle 100 is passing by the object 200 after the start of the avoidance steering is set.

[0178] The vehicle collision avoidance assist device 10 can determine based on the surrounding information I_S that the own vehicle 100 is passing by the object 200. In addition, when the own vehicle 100 is passing by the object 200, the absolute value of the yaw angle YA decreases. Therefore, the vehicle collision avoidance assist device 10 can be configured to determine that the own vehicle 100 is passing by the object 200 when the absolute value of the yaw angle YA becomes equal to or less than a predetermined yaw angle YAth after the start of the avoidance steering. In addition, when the own vehicle 100 is passing by the object 200, the absolute value of the yaw rate of the own vehicle 100 decreases. Therefore, the vehicle collision avoidance assist device 10 can be configured to determine that the own vehicle 100 is passing by the object 200 when the absolute value of the yaw rate of the own vehicle 100 becomes equal to or less than a predetermined yaw rate.

[0179] In the case where the vehicle collision avoidance assist device 10 is configured to perform the avoidance steering while braking the own vehicle 100 to stop the own vehicle 100, the vehicle collision avoidance assist device 10 can be configured to determine that the avoidance steering end condition is satisfied when the own vehicle 100 stops.

[0180] The vehicle collision avoidance assist device 10 may be configured to suspend avoidance steering when the driver input torque TQdr becomes equal to or higher than a relatively high predetermined torque TQth during the execution of steering avoidance control.

[0181] Effect

[0182] When the lane adjacent to its own lane LN (adjacent lane) is a lane traveling in the same direction, it is relatively safe for the host vehicle 100 to enter the adjacent lane to avoid a collision with the object 200 compared to when the adjacent lane is a lane traveling in the opposite direction. Therefore, when the avoidance travel area Atgt overlaps with the parallel vehicle travel area A201, since the adjacent lane that the host vehicle 100 is about to enter to avoid a collision with the object 200 is a lane traveling in the same driving direction, it is relatively safe for the host vehicle 100 to enter the adjacent lane. The vehicle collision avoidance assist device 10 does not perform avoidance steering when the avoidance travel area Atgt overlaps with the oncoming vehicle travel area A202, but performs avoidance steering when the avoidance travel area Atgt overlaps with the parallel vehicle travel area A201. Therefore, the device performs avoidance steering even when it is not possible to make the host vehicle 100 travel within its own lane LN when avoiding a collision between the host vehicle 100 and the object 200 by avoidance steering. Therefore, even when the own lane LN cannot be identified clearly, a collision between the host vehicle 100 and the object 200 can be safely avoided.

[0183] Specific operation of the vehicle collision avoidance assist device

[0184] Next, the specific operation of the vehicle collision avoidance assist device 10 will be described. The CPU of the ECU 90 of the vehicle collision avoidance assist device 10 is configured to execute the Figure 16 routine shown in at every predetermined time. Therefore, when the predetermined time comes, the CPU starts processing from step 1600 of Figure 16 and moves the processing to step 1605, where it is judged whether the value of the avoidance steering execution flag X is zero. The value of the avoidance steering execution flag X is set to 1 when avoidance steering starts and set to 0 when avoidance steering ends.

[0185] When the CPU judges "Yes" in step 1605, the CPU moves the processing to step 1610 and acquires the parallel vehicle travel area A201 and the oncoming vehicle travel area A202. Then, the CPU moves the processing to step 1615 and judges whether the avoidance path setting condition is satisfied.

[0186] When the CPU judges "Yes" in step 1615, the CPU moves the processing to step 1620 and judges whether the left and right marking lines LM have been recognized.

[0187] When the CPU determines "Yes" in step 1620, the CPU moves the process to step 1625 and executes Figure 17 the routine shown in. Thus, when the CPU moves the process to step 1625, the CPU starts processing from Figure 17 step 1700 of and moves the process to step 1705, where the CPU sets the target avoidance path Rtgt. Then, the CPU moves the process to step 1710 and determines whether the target avoidance path Rtgt has been set.

[0188] When the CPU determines "Yes" in step 1710, the CPU moves the process to step 1715 and determines whether the avoidance steering start condition is satisfied.

[0189] When the CPU determines "Yes" in step 1715, the CPU moves the process to step 1720 and starts avoidance steering. Then, the CPU moves the process to step 1725 and sets the value of the avoidance steering execution flag X to 1. Then, the CPU moves the process via step 1795 to Figure 16 step 1695 of and temporarily ends the current routine.

[0190] On the other hand, when the CPU determines "No" in step 1710 or step 1715, the CPU moves the process via step 1795 to Figure 16 step 1695 of and temporarily ends the current routine. In this case, avoidance steering is not executed.

[0191] When the CPU determines "No" in the step of step 1620 of Figure 16 the CPU moves the process to step 1630 and executes Figure 18 the routine shown in. Thus, when the CPU moves the process to step 1630, the CPU starts processing from Figure 18 step 1800 of and moves the process to step 1805, where the CPU sets the target avoidance path Rtgt. Then, the CPU moves the process to step 1810 and determines whether the target avoidance path Rtgt has been set.

[0192] When the CPU determines "Yes" in step 1810, the CPU moves the process to step 1815 and determines whether the avoidance driving area Atgt overlaps with the oncoming vehicle driving area A202.

[0193] When the CPU determines "Yes" in step 1815, the CPU moves the process via step 1895 to Figure 16 step 1695 of and temporarily ends the current routine.

[0194] On the other hand, when the CPU determines "No" in step 1815, the CPU moves the process to step 1820 and determines whether the avoidance driving area Atgt overlaps with the parallel vehicle driving area A201.

[0195] When the CPU determines "Yes" in step 1820, the CPU moves the process to step 1825 and determines whether the avoidance steering start condition is satisfied.

[0196] When the CPU determines "Yes" in step 1825, the CPU moves the process to step 1830 and starts the avoidance steering. Then, the CPU moves the process to step 1835 and sets the value of the avoidance steering execution flag X to 1. Then, the CPU moves the process via step 1895 to Figure 16 step 1695 and temporarily ends the current routine.

[0197] When the CPU determines "No" in step 1820 or step 1825, the CPU moves the process via step 1895 to Figure 16 step 1695 and temporarily ends the current routine.

[0198] Similarly, when the CPU determines "No" in step 1810, the CPU moves the process via step 1895 to Figure 16 step 1695 and temporarily ends the current routine.

[0199] In addition, whenever a predetermined calculation time has elapsed, the CPU executes the Figure 19 routine shown in. Therefore, when the predetermined moment arrives, the CPU starts processing from Figure 19 step 1900 and moves the process to step 1905, where it determines whether the value of the avoidance steering execution flag X is 1.

[0200] When the CPU determines "Yes" in step 1905, the CPU moves the process to step 1910 and determines whether the avoidance steering end condition is satisfied.

[0201] When the CPU determines "Yes" in step 1910, the CPU moves the process to step 1915 and ends the avoidance steering. Then, the CPU moves the process to step 1920 and sets the value of the avoidance steering execution flag X to zero. Then, the CPU moves the process to step 1995 and temporarily ends the current routine.

[0202] On the other hand, when the CPU determines "No" in step 1905 or step 1910, the CPU moves the process directly to step 1915 and temporarily ends the current routine.

[0203] The above is the specific operation of the vehicle collision avoidance assist device 10.

[0204] The present invention is not limited to the above embodiments, and various modification examples can be adopted within the scope of the present invention.

[0205] Modification example

[0206] For example, the vehicle collision avoidance assist device 10 may be configured to set a target avoidance path Rtgt without determining whether left and right marking lines LM have been recognized from the surrounding information I_S at the moment when the avoidance path setting condition is satisfied, and allow or prohibit avoidance steering according to whether the avoidance driving area Atgt obtained based on the target avoidance path Rtgt overlaps with the oncoming vehicle driving area A202 or the parallel vehicle driving area A201.

[0207] When the avoidance path setting condition is satisfied, the vehicle collision avoidance assist device 10 according to this modification example of the embodiment of the present invention sets a target avoidance path Rtgt, obtains an avoidance driving area Atgt based on the target avoidance path Rtgt, and determines whether the avoidance driving area Atgt overlaps with the oncoming vehicle driving area A202.

[0208] When the avoidance driving area Atgt overlaps with the oncoming vehicle driving area A202, the vehicle collision avoidance assist device 10 prohibits the execution of avoidance steering. Therefore, in this case, even when the avoidance steering start condition is satisfied, avoidance steering is not executed.

[0209] On the other hand, when the avoidance driving area Atgt does not overlap with the oncoming vehicle driving area A202, the vehicle collision avoidance assist device 10 determines whether the avoidance driving area Atgt overlaps with the parallel vehicle driving area A201.

[0210] When the avoidance driving area Atgt overlaps with the parallel vehicle driving area A201, the vehicle collision avoidance assist device 10 allows the execution of avoidance steering. Therefore, in this case, when the avoidance steering start condition is satisfied, avoidance steering is executed.

[0211] On the other hand, when the avoidance driving area Atgt does not overlap with the parallel vehicle driving area A201, the vehicle collision avoidance assist device 10 determines whether the avoidance driving area Atgt is within its own lane LN.

[0212] When the avoidance driving area Atgt is within its own lane LN, the vehicle collision avoidance assist device 10 allows the execution of avoidance steering. Therefore, in this case, when the avoidance steering start condition is satisfied, avoidance steering is executed.

[0213] When the avoidance driving area Atgt is not within its own lane LN, the vehicle collision avoidance assistance device 10 prohibits the execution of avoidance steering. Therefore, in this case, even when the avoidance steering start condition is satisfied, avoidance steering is not executed.

[0214] When the left and right marking lines LM are not recognized and thus the range of its own lane LN is not clear, the vehicle collision avoidance assistance device 10 prohibits the execution of avoidance steering.

[0215] Effect

[0216] Similar to the vehicle collision avoidance assistance device 10 according to an embodiment of the present invention, the vehicle collision avoidance assistance device 10 according to a variant example does not execute avoidance steering when the avoidance driving area Atgt overlaps with the oncoming vehicle driving area A202, but executes avoidance steering when the avoidance driving area Atgt overlaps with the parallel vehicle driving area A201. Therefore, even when the device cannot keep the own vehicle 100 traveling within its own lane LN when avoiding a collision between the own vehicle 100 and an object 200 by avoidance steering, it executes avoidance steering for avoiding a collision between the own vehicle 100 and the object 200. Therefore, even when the own lane LN cannot be clearly identified, a collision between the own vehicle 100 and the object 200 can be safely avoided.

[0217] Next, the specific operation of the vehicle collision avoidance assistance device 10 according to a variant example of an embodiment of the present invention will be described. The CPU of the ECU 90 of the vehicle collision avoidance assistance device 10 executes the Figure 20 routine shown in at every predetermined time. Therefore, when a predetermined moment arrives, the CPU starts processing from step 2000 of Figure 20 and moves the processing to step 2005, where it is judged whether the value of the avoidance steering execution flag X is zero.

[0218] When the CPU judges "yes" in step 2005, the CPU moves the processing to step 2010 and acquires the parallel vehicle driving area A201 or the oncoming vehicle driving area A202. Then, the CPU moves the processing to step 2015 and judges whether the avoidance path setting condition is satisfied.

[0219] When the CPU judges "yes" in step 2015, the CPU moves the processing to step 2020 and executes the Figure 21 routine shown in. Therefore, when the CPU moves the processing to step 2020, the CPU starts processing from step 2100 of Figure 21 and moves the processing to step 2105, where the CPU sets the target avoidance path Rtgt. Then, the CPU moves the processing to step 2110 and judges whether the target avoidance path Rtgt has been set.

[0220] When the CPU determines "Yes" in step 2110, the CPU moves the process to step 2115 and determines whether the avoidance driving area Atgt overlaps with the oncoming vehicle driving area A202.

[0221] When the CPU determines "Yes" in step 2115, the CPU moves the process to step 2095 via step 2195 and temporarily ends the current routine. In this case, the avoidance steering is not executed.

[0222] On the other hand, when the CPU determines "No" in step 2115, the CPU moves the process to step 2120 and determines whether the avoidance driving area Atgt overlaps with the parallel vehicle driving area A201.

[0223] When the CPU determines "Yes" in step 2120, the CPU moves the process to step 2125 and determines whether the avoidance steering start condition is satisfied.

[0224] When the CPU determines "Yes" in step 2125, the CPU moves the process to step 2130 and starts the avoidance steering. Then, the CPU moves the process to step 2135 and sets the value of the avoidance steering execution flag X to 1. Then, the CPU moves the process to step 2095 via step 2195 and temporarily ends the current routine.

[0225] On the other hand, when the CPU determines "No" in step 2125, the CPU moves the process to step 2095 via step 2195 and temporarily ends the current routine.

[0226] When the CPU determines "No" in step 2120, the CPU moves the process to step 2140 and determines whether the avoidance driving area Atgt is within its own lane LN.

[0227] When the CPU determines "Yes" in step 2140, the CPU moves the process to step 2145 and determines whether the avoidance steering start condition is satisfied.

[0228] When the CPU determines "Yes" in step 2145, the CPU moves the process to step 2150 and starts the avoidance steering. Then, the CPU moves the process to step 2155 and sets the value of the avoidance steering execution flag X to 1. Then, the CPU moves the process to step 2095 via step 2195 and temporarily ends the current routine.

[0229] On the other hand, when the CPU determines "No" in step 2110 or step 2140 or step 2145, the CPU moves the process to step 2095 via step 2195 and temporarily ends the current routine.

[0230] The above is the specific operation of the vehicle collision avoidance assistance device 10 according to the variant example of the embodiment of the present invention.

Claims

1. A vehicle collision avoidance assistance device configured such that: when there is a possibility that the host vehicle may collide with an object existing in front of the host vehicle, when the lane in which the host vehicle is traveling is determined at a moment when the avoidance path setting condition is satisfied, the device sets the following avoidance path as the first target avoidance path: an avoidance path within the lane in which the host vehicle is traveling that enables the host vehicle to avoid a collision with the object, and when a first avoidance steering start condition for starting to force the host vehicle to steer to travel along the first target avoidance path is satisfied, the first avoidance steering is executed. when the lane in which the host vehicle is traveling is not determined at a moment when the avoidance path setting condition is satisfied, the device sets an avoidance path that enables the host vehicle to avoid a collision with the object as the second target avoidance path, and the vehicle collision avoidance assistance device is configured such that: when another vehicle traveling adjacent to the host vehicle is a parallel vehicle, the device stores the driving area occupied by the parallel vehicle while it is traveling as the parallel vehicle driving area; when the other vehicle is an oncoming vehicle, the device stores the driving area occupied by the oncoming vehicle while it is traveling as the oncoming vehicle driving area; the device obtains the driving area occupied by the host vehicle when it is assumed that the host vehicle travels along the second target avoidance path as the avoidance driving area; when the avoidance driving area overlaps with the oncoming vehicle driving area, even when a second avoidance steering start condition for starting to force the host vehicle to steer to travel along the second target avoidance path is satisfied, the device does not execute the second avoidance steering; and when the avoidance driving area overlaps with the parallel vehicle driving area, when the second avoidance steering start condition is satisfied, the device executes the second avoidance steering.

2. The vehicle collision avoidance assistance device according to claim 1 further includes a surrounding information acquisition device that acquires information on the surroundings of the own vehicle, wherein, The vehicle collision avoidance assistance device is configured such that: when the parallel vehicle is detected based on the surrounding information, the vehicle collision avoidance assistance device stores the relative positions of the parallel vehicle with respect to the host vehicle at different times of a day, and based on the distance traveled by the host vehicle since each of the relative positions was stored, converts these relative positions into the positions on the driving road where the parallel vehicle was located when each of the relative positions was stored, then obtains the driving trajectory of the parallel vehicle from these converted positions, and obtains the parallel vehicle driving area from the obtained driving trajectory; and When the oncoming vehicle is detected based on the information of the surroundings, the vehicle collision avoidance assistance device stores the relative positions of the oncoming vehicle with respect to the host vehicle at different times of a day, and based on the distance traveled by the host vehicle since each of the relative positions was stored, converts these relative positions into the positions on the driving road where the oncoming vehicle was located when each of the relative positions was stored, then obtains the driving trajectory of the oncoming vehicle from these converted positions, and obtains the driving area of the oncoming vehicle from the obtained driving trajectory.

3. The vehicle collision avoidance assistance device according to claim 1 or 2, wherein, When the distance between the host vehicle and the object becomes equal to or shorter than a predetermined distance, the avoidance path setting condition is satisfied.

4. The vehicle collision avoidance assistance device according to claim 1 or 2, wherein, When the time expected for the host vehicle to reach the object becomes equal to or shorter than a predetermined time, the avoidance steering start condition is satisfied.

5. The vehicle collision avoidance assistance device according to claim 1 or 2, wherein, The first target avoidance path or the second target avoidance path is set by considering the relative speed of the host vehicle with respect to the object at the moment when the avoidance path setting condition is satisfied.

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