Vehicle Collision Avoidance Support Device and Vehicle Collision Avoidance Support Program

Abstract

A vehicle collision avoidance support device and a vehicle collision avoidance support program that can avoid the execution of unnecessary collision avoidance control when turning right or left. During a turn of the host vehicle (100), the vehicle collision avoidance support device (10) predicts the turning path of the host vehicle and the movement path of a target (200) in front of the host vehicle. The vehicle collision avoidance support device obtains the amount by which the traveling direction of the host vehicle at the point where the turning path and the movement path intersect deviates from the line orthogonal to the movement path as the collision angle. When the prohibition condition that the collision angle is greater than or equal to a predetermined collision angle threshold is satisfied, the vehicle collision avoidance support device does not execute collision avoidance control even if the collision condition is satisfied. When the prohibition condition is not satisfied, the vehicle collision avoidance support device executes collision avoidance control when the collision condition is satisfied. When the turning angle of the host vehicle is large, the vehicle collision avoidance support device sets the predetermined collision angle threshold to a smaller value than when the turning angle of the host vehicle is small.

Description

Technical Field

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

[0002] There is known a vehicle collision avoidance support device that executes collision avoidance control for avoiding a collision between the own vehicle and an object (target), such as a vehicle or a person, in front of the own vehicle. The vehicle collision avoidance support device detects the presence of a target in front of the own vehicle based on information obtained by a radar, a camera, etc., and executes collision avoidance control, such as autonomously stopping the own vehicle, when it is determined that there is a possibility of a collision between the own vehicle and the detected target.

[0003] In addition, there is also known a vehicle collision avoidance support device that executes collision avoidance control to avoid a collision between the own vehicle and an oncoming vehicle that is going straight through an intersection when the own vehicle turns right at an intersection or the like. The vehicle collision avoidance support device predicts the path traveled when the own vehicle turns right, and makes a determination (collision determination) as to whether the own vehicle will collide with an oncoming vehicle going straight through the intersection based on the predicted path (predicted turning path). However, if the predicted turning path is used for the collision determination, the predicted turning path of an oncoming vehicle passing through the oncoming lane of the road in front of the own vehicle after the own vehicle turns right may sometimes be predicted, and thus, it may sometimes be determined that the oncoming vehicle and the own vehicle will collide and collision avoidance control will be executed. However, in reality, if the own vehicle makes a normal right turn, it will not collide with an oncoming vehicle on the road in front of the right turn. Therefore, the execution of such collision avoidance control is unnecessary.

[0004] Thus, there is known a vehicle collision avoidance support device that does not execute collision avoidance control in the latter half of a right turn when the own vehicle turns right at an intersection or the like (for example, refer to Patent Document 1).

[0005] Prior Art Documents

[0006] Patent Documents

[0007] Patent Document 1: Japanese Unexamined Patent Application Publication No. 2018-156253 Summary of the Invention

[0008] Sometimes, when the own vehicle turns right at an intersection or the like, there is a crosswalk on the road in front of the right turn (right turn destination road, right turn target road), and a person is crossing the crosswalk. However, according to the above-mentioned vehicle collision avoidance support device that does not execute collision avoidance control in the latter half of a right turn, even if the own vehicle will collide with a person (pedestrian) crossing the crosswalk, collision avoidance control is not executed, which is inappropriate. This also applies to the scenario where the own vehicle turns left at an intersection or the like.

[0009] An object of the present invention is to provide a vehicle collision avoidance support device and a vehicle collision avoidance support program that can avoid execution of unnecessary collision avoidance control during a right turn or a left turn.

[0010] The vehicle collision avoidance support device according to the present invention includes a control device. The control device is configured to predict a turning path of the host vehicle when the host vehicle is turning, and predict a moving path of a target in front of the host vehicle, and obtain an amount by which a traveling direction of the host vehicle at a point where the turning path and the moving path intersect deviates from a line orthogonal to the moving path as a collision angle. Further, the control device is configured to: when a prohibition condition that the collision angle is equal to or greater than a predetermined collision angle threshold is satisfied, even if a collision condition that there is a possibility of collision between the host vehicle and the target is satisfied, collision avoidance control for avoiding collision between the host vehicle and the target is not executed; and when the prohibition condition is not satisfied, the collision avoidance control is executed when the collision condition is satisfied.

[0011] Further, the control device is configured to: during turning of the host vehicle, obtain an angle by which the host vehicle turns around its turning center after starting to turn as a host vehicle turning angle, and set the predetermined collision angle threshold to a smaller value when the host vehicle turning angle is large than when the host vehicle turning angle is small.

[0012] When the host vehicle makes a right turn at an intersection or the like, generally, the steering angle of the host vehicle gradually increases from the start to the middle stage of the right turn, gradually decreases if it exceeds the middle stage of the right turn, and becomes zero at the completion of the right turn. Therefore, generally, the turning radius of the actual traveling path of the host vehicle during a right turn gradually decreases from the start to the middle stage of the right turn, gradually increases if it exceeds the middle stage of the right turn, and becomes infinite after the completion of the right turn. That is, after the completion of the right turn, the host vehicle goes straight.

[0013] Here, in the case of assuming a collision between the host vehicle and a target such as a person crossing the road in front of the right turn, the host vehicle collides with such a target before or after starting to go straight after completing the right turn. Therefore, the angle formed by the traveling direction of the host vehicle and the moving direction of the target at the time of collision between the host vehicle and the target is approximately 90°. Therefore, generally, until the host vehicle reaches the middle stage of the right turn, the angle formed by the traveling direction of the host vehicle and the moving direction of the target takes a value that deviates relatively greatly from 90°, but gradually approaches 90° as the turning of the host vehicle progresses, and finally, at the time of collision between the host vehicle and the target, it becomes a value near 90°.

[0014] Therefore, until the middle stage of the right turn of the present vehicle, even if the collision angle obtained based on the predicted turning path is relatively large, when it is determined that the collision condition is satisfied based on the predicted turning path, the possibility that the present vehicle actually collides with the target is high. However, after the middle stage of the right turn of the present vehicle, when the collision angle obtained based on the predicted turning path is relatively large, even if it is determined that the collision condition is satisfied based on the predicted turning path, the possibility that the present vehicle actually collides with the target is low. This also applies equally to the scenario where the present vehicle turns left at an intersection or the like.

[0015] According to the present invention, when the prohibition condition that the collision angle is equal to or greater than a predetermined collision angle threshold is satisfied, even if the collision condition is satisfied, the collision avoidance control is not executed, and the predetermined collision angle threshold is set to a smaller value when the turning angle of the present vehicle is large than when the turning angle of the present vehicle is small. Therefore, until the middle stage of the right turn of the present vehicle, even if the collision angle obtained based on the predicted turning path of the present vehicle is relatively large, when it is determined that the collision condition is satisfied based on the predicted turning path, the collision avoidance control is executed, but after the middle stage of the right turn of the present vehicle, when the collision angle obtained based on the predicted turning path of the present vehicle is relatively large, even if it is determined that the collision condition is satisfied based on the predicted turning path, the collision avoidance control is not executed. Thus, it is possible to avoid the execution of unnecessary collision avoidance control during a right turn or a left turn.

[0016] In addition, in the vehicle collision avoidance support device according to the present invention, the control device may be configured to obtain the turning path of the present vehicle based on the yaw rate of the present vehicle.

[0017] According to the present invention, it is possible to predict the turning path of the present vehicle based on the yaw rate of the present vehicle that can be obtained from sensors such as a yaw rate sensor.

[0018] Further, in the vehicle collision avoidance support device according to the present invention, the control device may be configured to: obtain the time required for the present vehicle to reach the moving path of the target as the predicted arrival time, and obtain the position of the target relative to the present vehicle when the present vehicle reaches the moving path of the target as the target position. In this case, the collision condition is satisfied when the predicted arrival time is equal to or less than a predetermined predicted arrival time and the target position is within the range of the width of the present vehicle.

[0019] According to the present invention, it is determined whether the present vehicle will collide with the target (whether the collision condition is satisfied) based on the time required for the present vehicle to reach the moving path of the target (predicted arrival time) and the position of the target relative to the present vehicle when the present vehicle reaches the moving path of the target (target position). Thus, it is possible to determine the collision between the present vehicle and the target with higher accuracy.

[0020] In addition, the vehicle collision avoidance support program according to the present invention is configured to predict the turning path of the host vehicle when the host vehicle is turning, and predict the moving path of a target in front of the host vehicle, and obtain the amount by which the traveling direction of the host vehicle at the intersection of the turning path and the moving path deviates from the line orthogonal to the moving path as the collision angle. Moreover, the vehicle collision avoidance support program according to the present invention is configured to, when the prohibition condition that the collision angle is greater than or equal to a predetermined collision angle threshold is satisfied, not execute the collision avoidance control for avoiding the collision between the host vehicle and the target even if the collision condition that there is a possibility of collision between the host vehicle and the target is satisfied, and to execute the collision avoidance control when the collision condition is satisfied and the prohibition condition is not satisfied.

[0021] Furthermore, the vehicle collision avoidance support program according to the present invention is configured to, during the turning of the host vehicle, obtain the angle by which the host vehicle turns around its turning center after starting to turn as the host vehicle turning angle, and set the predetermined collision angle threshold to a smaller value when the host vehicle turning angle is large than when the host vehicle turning angle is small.

[0022] According to the present invention, for the same reasons as described above, it is possible to avoid the execution of unnecessary collision avoidance control during a right turn or a left turn.

[0023] The components of the present invention are not limited to referring to the embodiments of the present invention described later. Other objects, other features, and attendant advantages of the present invention will be easily understood from the description of the embodiments of the present invention. Figure 1 BRIEF DESCRIPTION OF THE DRAWINGS BRIEF DESCRIPTION OF THE DRAWINGS

[0024] Figure 1 FIG. is a diagram showing a vehicle collision avoidance support device according to an embodiment of the present invention and a vehicle (host vehicle) equipped with the vehicle collision avoidance support device.

[0025] Figure 2 FIG. is a diagram showing a scene where the host vehicle is turning right at an intersection.

[0026] Figure 3 FIG. is a diagram showing a scene where the host vehicle is turning left at an intersection.

[0027] Figure 4 FIG. is a diagram showing the target speed, etc. in the host vehicle coordinate system.

[0028] Figure 5 FIG. is a diagram showing the collision range.

[0029] Figure 6This is a diagram showing the actual turning path when the vehicle turns right.

[0030] Figure 7 This is a diagram showing the predicted turning path and the actual turning path after the vehicle has just started to turn right.

[0031] Figure 8 This is a diagram showing the predicted turning path and the actual turning path when the vehicle has reached the middle stage of turning right after starting to turn right.

[0032] Figure 9 This is a diagram showing the predicted turning path and the actual turning path when the vehicle has reached the middle stage of turning right after starting to turn right.

[0033] Figure 10 This is a diagram showing the actual turning path when the vehicle turns left.

[0034] Figure 11 This is a diagram showing the predicted turning path and the actual turning path after the vehicle has just started to turn left.

[0035] Figure 12 This is a diagram showing the predicted turning path and the actual turning path after the vehicle has just started to turn left.

[0036] Figure 13 This is a diagram showing the predicted turning path and the actual turning path when the vehicle has reached the middle stage of turning left after starting to turn left.

[0037] Figure 14 This is a diagram showing the relationship between the collision angle, the turning angle of the vehicle, and the area where collision avoidance control is not executed.

[0038] Figure 15 This is a diagram showing the collision angle.

[0039] Figure 16 This is a flowchart showing the routine executed by the vehicle collision avoidance support device according to an embodiment of the present invention.

[0040] Explanation of Reference Numerals

[0041] 10... Vehicle collision avoidance support device, 21... Driving device, 22... Braking device, 35... Steering wheel, 37... Steering angle sensor, 51... Vehicle speed detection device, 54... Yaw rate sensor, 60... Peripheral information detection device, 61... Radio wave sensor, 62... Image sensor, 90... ECU, 100... This vehicle, 200... Detected target. Detailed Embodiment

[0042] Hereinafter, while referring to the drawings, a vehicle collision avoidance support device according to an embodiment of the present invention will be described. AsFigure 1 As shown, the vehicle collision avoidance support device 10 according to an embodiment of the present invention is mounted on the host vehicle 100. In the following description, the driver of the host vehicle 100 is referred to as "driver DR".

[0043] <ecu>

[0044] The vehicle collision avoidance support device 10 includes an ECU 90 as a control device. The ECU is an abbreviation for an electronic control unit. The ECU 90 includes a microcomputer as its main component. The microcomputer includes a CPU, a ROM, a RAM, a non-volatile memory, and an interface, etc. The CPU realizes various functions by executing instructions or programs or routines stored in the ROM.

[0045] <Drive device, etc.>

[0046] The drive device 21, the brake device 22, and the steering device 23 are mounted on the vehicle 100.

[0047] <Drive device>

[0048] The drive device 21 is a device that outputs a drive torque (driving force) applied to the vehicle 100 to make the vehicle 100 travel, such as an internal combustion engine and a motor, etc. The drive device 21 is electrically connected to the ECU 90. The ECU 90 can control the drive torque output from the drive device 21 by controlling the operation of the drive device 21.

[0049] <Brake device>

[0050] The brake device 22 is a device that outputs a brake torque (braking force) applied to the vehicle 100 to brake the vehicle 100, such as a brake device. The brake device 22 is electrically connected to the ECU 90. The ECU 90 can control the brake torque output from the brake device 22 by controlling the operation of the brake device 22.

[0051] <Steering device>

[0052] The steering device 23 is a device that outputs a steering torque (steering force) applied to the vehicle 100 to steer the vehicle 100, such as a power steering device. The steering device 23 is electrically connected to the ECU 90. The ECU 90 can control the steering torque output from the steering device 23 by controlling the operation of the steering device 23.

[0053] <Sensor, etc.>

[0054] Moreover, an accelerator pedal 31, an accelerator pedal operation amount sensor 32, a brake pedal 33, a brake pedal operation amount sensor 34, a steering wheel 35, a steering shaft 36, a steering angle sensor 37, a steering torque sensor 38, a vehicle motion amount detection device 50, and a surrounding information detection device 60 are mounted on the vehicle 100.

[0055] <Accelerator pedal operation amount sensor>

[0056] The accelerator pedal operation amount sensor 32 is a sensor that detects the operation amount of the accelerator pedal 31 and is electrically connected to the ECU 90. The accelerator pedal operation amount sensor 32 sends the information on the detected operation amount of the accelerator pedal 31 to the ECU 90. The ECU 90 obtains the operation amount of the accelerator pedal 31 as the accelerator pedal operation amount AP based on this information. Except for the case of performing the collision avoidance control described later, the ECU 90 obtains the required drive torque (required driving force) by calculation based on the accelerator pedal operation amount AP and the traveling speed (vehicle speed) of the own vehicle 100. The required drive torque is the drive torque required to be output to the drive device 21. The ECU 90 controls the operation of the drive device 21 so that the required drive torque is output.

[0057] <Brake pedal operation amount sensor>

[0058] The brake pedal operation amount sensor 34 is a sensor that detects the operation amount of the brake pedal 33 and is electrically connected to the ECU 90. The brake pedal operation amount sensor 34 sends the information on the detected operation amount of the brake pedal 33 to the ECU 90. The ECU 90 obtains the operation amount of the brake pedal 33 as the brake pedal operation amount BP based on this information. Except for the case of performing the collision avoidance control described later, the ECU 90 obtains the required braking torque (required braking force) by calculation based on the brake pedal operation amount BP. The required braking torque is the braking torque required to be output to the braking device 22. The ECU 90 controls the operation of the braking device 22 so that the required braking torque is output.

[0059] <Steering angle sensor>

[0060] The steering angle sensor 37 is a sensor that detects the rotation angle of the steering shaft 36 relative to the neutral position and is electrically connected to the ECU 90. The steering angle sensor 37 sends the information on the detected rotation angle of the steering shaft 36 to the ECU 90. The ECU 90 obtains the rotation angle of the steering shaft 36 as the steering angle θ based on this information. In this example, when the steering wheel 35 is rotated clockwise and the steering shaft 36 is rotated clockwise, the ECU 90 obtains a positive value of the steering angle θ, and when the steering wheel 35 is rotated counterclockwise and the steering shaft 36 is rotated counterclockwise, the ECU 90 obtains a negative value of the steering angle θ. In addition, when the steering wheel 35 is in the neutral position and thus the steering shaft 36 is in the neutral position, the steering angle θ obtained by the ECU 90 is zero.

[0061] <Steering torque sensor>

[0062] The steering torque sensor 38 is a sensor that detects the torque input by the driver DR to the steering shaft 36 via the steering wheel 35, and is electrically connected to the ECU 90. The steering torque sensor 38 sends information on the detected torque to the ECU 90. The ECU 90 obtains the torque input by the driver DR to the steering shaft 36 via the steering wheel 35 (driver input torque TQdr) based on this information.

[0063] <Vehicle motion amount detection device>

[0064] The vehicle motion amount detection device 50 is a device that detects the motion amount of the own vehicle 100. In this example, it includes a vehicle speed detection device 51, a longitudinal acceleration sensor 52, a lateral acceleration sensor 53, and a yaw rate sensor 54.

[0065] <Vehicle speed detection device>

[0066] The vehicle speed detection device 51 is a device that detects the traveling speed (own vehicle speed) of the own vehicle 100, for example, a wheel speed sensor. The vehicle speed detection device 51 is electrically connected to the ECU 90. The vehicle speed detection device 51 sends information on the detected vehicle speed of the own vehicle 100 to the ECU 90. The ECU 90 obtains the traveling speed of the own vehicle 100 as the own vehicle speed Vego based on this information.

[0067] The ECU 90 obtains the required steering torque through calculation based on the steering angle θ, the driver input torque TQdr, and the own vehicle speed Vego. The required steering torque is the steering torque required to be output from the steering device 23. The ECU 90 controls the operation of the steering device 23 so that the required steering torque is output from the steering device 23.

[0068] <Longitudinal acceleration sensor>

[0069] The longitudinal acceleration sensor 52 is a sensor that detects the acceleration of the own vehicle 100 in the front-rear direction of the own vehicle 100, and is electrically connected to the ECU 90. The longitudinal acceleration sensor 52 sends information on the detected acceleration to the ECU 90. The ECU 90 obtains the acceleration of the own vehicle 100 in the front-rear direction of the own vehicle 100 as the longitudinal acceleration Gx based on this information.

[0070] <Lateral acceleration sensor>

[0071] The lateral acceleration sensor 53 is a sensor that detects the acceleration of the own vehicle 100 in the width direction of the own vehicle 100, and is electrically connected to the ECU 90. The lateral acceleration sensor 53 sends information on the detected acceleration to the ECU 90. The ECU 90 obtains the acceleration of the own vehicle 100 in the width direction of the own vehicle 100 as the lateral acceleration Gy based on this information.

[0072] <Yaw rate sensor>

[0073] The yaw rate sensor 54 is a sensor that detects the yaw rate of the vehicle 100 and is electrically connected to the ECU 90. The yaw rate sensor 54 sends the detected yaw rate information to the ECU 90. The ECU 90 obtains the yaw rate of the vehicle 100 as the vehicle yaw rate ω based on this information.

[0074] <Surrounding information detection device>

[0075] The surrounding information detection device 60 is a device that detects the information around the vehicle 100. In this example, it includes a radio wave sensor 61 and an image sensor 62. The radio wave sensor 61 is, for example, a radar sensor (such as a millimeter-wave radar). The image sensor 62 is, for example, a camera. In addition, the surrounding information detection device 60 may also include a sound wave sensor such as an ultrasonic sensor (clearance sonar), a light sensor such as a lidar (LiDAR), etc.

[0076] <Radio wave sensor>

[0077] The radio wave sensor 61 is electrically connected to the ECU 90. The radio wave sensor 61 sends out radio waves and receives the radio waves (reflected waves) reflected by objects such as vehicles and people. The radio wave sensor 61 sends the information (detection result) related to the sent radio waves and the received radio waves (reflected waves) to the ECU 90. In other words, the radio wave sensor 61 detects the objects existing around the vehicle 100 and sends the information (detection result) related to the detected objects (targets) to the ECU 90. The ECU 90 can obtain the information (surrounding detection information INF_S) related to the objects (targets) existing around the vehicle 100 based on this information (radio wave information).

[0078] <Image sensor>

[0079] The image sensor 62 is also electrically connected to the ECU 90. The image sensor 62 captures the surrounding of the vehicle 100 and sends the information related to the captured image to the ECU 90. The ECU 90 can obtain the information (surrounding detection information INF_S) related to the surrounding of the vehicle 100 based on this information (image information).

[0080] <Outline of the operation of the vehicle collision avoidance support device>

[0081] Next, the outline of the operation of the vehicle collision avoidance support device 10 will be described.

[0082] The vehicle collision avoidance support device 10 controls the operations of the drive device 21 and the brake device 22. When a predetermined condition (the collision avoidance prohibition condition described later) related to the steering state of the host vehicle 100 is not satisfied while the host vehicle 100 is turning, and a collision condition that there is a possibility of the host vehicle 100 colliding with a target existing in front of the host vehicle 100 is satisfied, the collision avoidance control for avoiding the collision between the host vehicle 100 and the target is executed. When the above-described predetermined condition is satisfied while the host vehicle 100 is turning, even if the collision condition is satisfied, the collision avoidance control is not executed. In addition, in this example, the vehicle collision avoidance support device 10 executes normal driving control when the collision avoidance control is not executed.

[0083] <Normal driving control>

[0084] Normal driving control is a control for controlling the operations of the drive device 21 and the brake device 22 according to the accelerator pedal operation and the brake pedal operation of the driver DR. Specifically, normal driving control is the following control: when the accelerator pedal operation amount AP is greater than zero, the operation of the drive device 21 is controlled so that the required drive torque (required driving force) set based on the accelerator pedal operation amount AP is output from the drive device 21. When the brake pedal operation amount BP is greater than zero, the operation of the brake device 22 is controlled so that the required braking torque (required braking force) obtained based on the brake pedal operation amount BP is output from the brake device 22.

[0085] <Collision avoidance control>

[0086] On the other hand, the collision avoidance control is the following control: when the host vehicle 100 is turning right or left at an intersection or the like, in order to avoid the host vehicle 100 in the middle of turning from colliding with a target such as a pedestrian crossing the road in front of the right turn or the road in front of the left turn (especially, a crosswalk provided on the road), the host vehicle 100 is forcibly braked regardless of the accelerator pedal operation or the brake pedal operation of the driver DR, and the host vehicle 100 is stopped before colliding with the target. Hereinafter, the collision avoidance control will be described in more detail.

[0087] During its operation, the vehicle collision avoidance support device 10 determines whether the host vehicle 100 is turning based on the steering angle θ. When the steering angle θ is greater than zero, the vehicle collision avoidance support device 10 determines that the host vehicle 100 is turning right. When the steering angle θ is less than zero, the vehicle collision avoidance support device 10 determines that the host vehicle 100 is turning left. When the steering angle θ is greater than zero and when the steering angle θ is less than zero, the vehicle collision avoidance support device 10 determines that the host vehicle 100 is turning and determines that the vehicle turning condition C1 is satisfied.

[0088] In addition, during its operation, the vehicle collision avoidance support device 10 performs a process of detecting a target in front of the host vehicle 100 based on the surrounding detection information INF_S (target detection process).

[0089] For example, as Figure 2 shown, when there is a person (pedestrian 201) walking on the crosswalk in front of the host vehicle 100 while the host vehicle 100 is turning right at the intersection 300, the vehicle collision avoidance support device 10 detects the pedestrian 201 as a target through the target detection process. In addition, as Figure 3 shown, when there is a person (pedestrian 201) walking on the crosswalk in front of the host vehicle 100 while the host vehicle 100 is turning left at the intersection 300, the vehicle collision avoidance support device 10 detects the pedestrian 201 as a target through the target detection process.

[0090] When the vehicle collision avoidance support device 10 detects a target in front of the host vehicle 100 while the host vehicle turning condition C1 is satisfied (i.e., when the host vehicle 100 is turning), it determines whether the host vehicle 100 will collide with the detected target (detected target 200) (collision determination). This collision determination is performed as follows.

[0091] First, the vehicle collision avoidance support device 10 obtains the moving speed of the detected target 200 at the current time tnow as the target ground speed Vtgt based on the surrounding detection information INF_S, and obtains the target ground speed X component Vtgt_x and the target ground speed Y component Vtgt_y through calculations according to the following formulas (1) and (2) based on the target ground speed Vtgt.

[0092] Vtgt_x = Vtgt · sinθ … (1)

[0093] Vtgt_y = Vtgt · cosθ … (2)

[0094] The target ground speed X component Vtgt_x is the X-axis component of the target ground speed Vtgt at the current time tnow in the host vehicle coordinate system CS at the current time tnow, and the target ground speed Y component Vtgt_y is the Y-axis component of the target ground speed Vtgt at the current time tnow in the host vehicle coordinate system CS at the current time tnow.

[0095] As Figure 4 shown, the host vehicle coordinate system CS is a coordinate system with the host vehicle reference point 100R as the origin, the width direction of the host vehicle 100 as the X-axis, and the front-rear direction of the host vehicle 100 as the Y-axis. The host vehicle reference point 100R is the point at the center of the front edge 100F of the host vehicle 100 in the width direction of the host vehicle 100. In addition, from Figure 4 It can be seen that in the vehicle coordinate system CS, values on the right side or in the right direction of the origin (vehicle reference point 100R) are positive, and values on the left side or in the left direction of the origin (vehicle reference point 100R) are negative.

[0096] Moreover, the vehicle collision avoidance support device 10 obtains the X component Vego_x and the Y component Vego_y of the vehicle speed based on the vehicle speed Vego at the current time tnow through the operations according to Formula 3 and Formula 4 below.

[0097] Vego_x = 0…(3)

[0098] Vego_y = -Vego…(4)

[0099] The X component Vego_x of the vehicle speed is the X-axis component of the vehicle speed Vego at the current time tnow in the vehicle coordinate system CS at the current time tnow, and the Y component Vego_y of the vehicle speed is the Y-axis component of the vehicle speed Vego at the current time tnow in the vehicle coordinate system CS at the current time tnow.

[0100] Moreover, the vehicle collision avoidance support device 10 obtains the target X coordinate Xtgt and the target Y coordinate Ytgt at the current time tnow based on the surrounding detection information INF_S, and obtains the target azimuth angle α and the target distance d through the operations according to Formula 5 and Formula 6 below.

[0101] α = atan2(Xtgt, Ytgt)…(5)

[0102]

[0103] The target X coordinate Xtgt is the X coordinate of the detected target 200 at the current time tnow in the vehicle coordinate system CS at the current time tnow. Therefore, the target X coordinate Xtgt represents the position of the detected target 200 at the current time tnow in the width direction of the vehicle 100 with the vehicle reference point 100R at the current time tnow as the reference.

[0104] The target Y coordinate Ytgt is the Y coordinate of the detected target 200 in the vehicle coordinate system CS at the current time tnow. Therefore, the target Y coordinate Ytgt represents the position of the detected target 200 at the current time tnow in the front-rear direction of the vehicle 100 with the vehicle reference point 100R at the current time tnow as the reference.

[0105] The object bearing angle α is the angle formed by the line connecting the vehicle reference point 100R at the current time tnow and the detected object 200 at the current time tnow and the Y-axis in the vehicle coordinate system CS at the current time tnow. Therefore, the object bearing angle α represents the bearing of the detected object 200 at the current time tnow relative to the vehicle reference point 100R at the current time tnow.

[0106] The object distance d is the distance between the vehicle reference point 100R at the current time tnow and the detected object 200 at the current time tnow in the vehicle coordinate system CS at the current time tnow. Therefore, the object distance d represents the distance between the vehicle reference point 100R at the current time tnow and the detected object 200 at the current time tnow.

[0107] Then, the vehicle collision avoidance support device 10 obtains the object's ground circumferential velocity Vtgt_cir by performing the calculation according to Equation 7 based on the obtained object distance d at the current time tnow and the vehicle's yaw rate ω at the current time tnow.

[0108] Vtgt_cir = -d·ω…(7)

[0109] The object's ground circumferential velocity Vtgt_cir is the velocity of the detected object 200 at the current time tnow moving along an arc centered on the vehicle reference point 100R at the current time tnow.

[0110] Furthermore, the vehicle collision avoidance support device 10 obtains the X component Vtgt_cir_x of the object's ground circumferential velocity and the Y component Vtgt_cir_y of the object's ground circumferential velocity by performing the calculations according to Equation 8 and Equation 9 based on the obtained object's ground circumferential velocity Vtgt_cir at the current time tnow and the object bearing angle α at the current time tnow.

[0111] Vtgt_cir_x = Vtgt_cir·cosα…(8)

[0112] Vtgt_cir_y = -Vtgt_cir·sinα…(9)

[0113] The X component Vtgt_cir_x of the object's ground circumferential velocity is the X-axis component of the object's ground circumferential velocity Vtgt_cir in the vehicle coordinate system CS at the current time tnow, and the Y component Vtgt_cir_y of the object's ground circumferential velocity is the Y-axis component of the object's ground circumferential velocity Vtgt_cir in the vehicle coordinate system CS at the current time tnow.

[0114] Then, based on the obtained target ground speed X component Vtgt_x, the host vehicle speed X component Vego_x, and the target ground circumferential speed X component Vtgt_cir_x, the vehicle collision avoidance support device 10 obtains the target relative speed X component Vtgt_rel_x through the operation according to Equation (10) below, and based on the obtained target ground speed Y component Vtgt_y, the host vehicle speed Y component Vego_y, and the target ground circumferential speed Y component Vtgt_cir_y, obtains the target relative speed Y component Vtgt_rel_y through the operation according to Equation (11) below.

[0115] Vtgt_rel_x = Vtgt_x + Vego_x + Vtgt_cir_x…(10)

[0116] Vtgt_rel_y = Vtgt_y + Vego_y + Vtgt_cir_y…(11)

[0117] The target relative speed X component Vtgt_rel_x is the X-axis component of the speed of the detected target 200 at the current time tnow in the host vehicle coordinate system CS at the current time tnow. Therefore, the target relative speed X component Vtgt_rel_x is the relative speed of the detected target 200 at the current time tnow in the width direction of the host vehicle 100 with respect to the host vehicle reference point 100R at the current time tnow.

[0118] The target relative speed Y component Vtgt_rel_y is the Y-axis component of the speed of the detected target 200 at the current time tnow in the host vehicle coordinate system CS at the current time tnow. Therefore, the target relative speed Y component Vtgt_rel_y is the relative speed of the detected target 200 at the current time tnow in the longitudinal direction of the host vehicle 100 with respect to the host vehicle reference point 100R at the current time tnow.

[0119] Furthermore, based on the obtained target relative speed X component Vtgt_rel_x and the target relative speed Y component Vtgt_rel_y, the vehicle collision avoidance support device 10 obtains the target crossing angle θtgt through the operation according to Equation (12) below.

[0120] θtgt = atan2(Vtgt_rel_x, Vtgt_rel_y)…(12)

[0121] The target crossing angle θtgt is the angle formed by the speed vector of the detected target 200 at the current time tnow and the speed vector of the host vehicle 100 at the current time tnow in the host vehicle coordinate system CS at the current time tnow.

[0122] Furthermore, the vehicle collision avoidance support device 10 obtains the target relative velocity Vtgt_rel by performing an operation according to the following equation 13 based on the obtained X component Vtgt_rel_x of the target relative velocity and the Y component Vtgt_rel_y of the target relative velocity.

[0123]

[0124] The target relative velocity Vtgt_rel is the velocity (relative velocity) of the detected target 200 at the current time tnow in the vehicle coordinate system CS at the current time tnow. Therefore, the target relative velocity Vtgt_rel is the velocity (relative velocity) of the detected target 200 at the current time tnow relative to the vehicle reference point 100R at the current time tnow.

[0125] <Predicted turning path>

[0126] Then, the vehicle collision avoidance support device 10 obtains the path predicted to be traveled by the own vehicle 100 as the predicted turning path RTego. Specifically, the vehicle collision avoidance support device 10 obtains the turning radius R by performing an operation according to the following equation 14 based on the own vehicle speed Vego at the current time tnow and the yaw rate ω of the own vehicle at the current time tnow, and obtains the X coordinate of the vehicle reference point 100R at each time t after the current time tnow as the predicted own vehicle X coordinate Xego_cal by performing an operation according to the following equation 15 based on the turning radius R and the yaw rate ω of the own vehicle at the current time tnow, and obtains the Y coordinate of the vehicle reference point 100R at each time t after the current time tnow as the predicted own vehicle Y coordinate Yego_cal by performing an operation according to the following equation 16 based on the turning radius R and the yaw rate ω of the own vehicle at the current time tnow.

[0127] R = Vego / ω…(14)

[0128] Xego_cal = R - R·cosωt…(15)

[0129] Yego_cal = R·sinωt…(16)

[0130] Each time t after the current time tnow is the time after the current time tnow that is an integer multiple of a predetermined time (operation period Δt).

[0131] The predicted vehicle X coordinate Xego_cal is the X coordinate of the vehicle 100 at a time t after the current time tnow in the vehicle coordinate system CS at the current time tnow. Therefore, the predicted vehicle X coordinate Xego_cal represents the position of the vehicle reference point 100R at a time t after the current time tnow in the width direction of the vehicle 100 with respect to the vehicle reference point 100R at the current time tnow.

[0132] The predicted vehicle Y coordinate Yego_cal is the Y coordinate of the vehicle 100 at a time t after the current time tnow in the vehicle coordinate system CS at the current time tnow. Therefore, the predicted vehicle Y coordinate Yego_cal represents the position of the vehicle reference point 100R at a time t after the current time tnow in the longitudinal direction of the vehicle 100 with respect to the vehicle reference point 100R at the current time tnow.

[0133] The vehicle collision avoidance support device 10 obtains a predicted turning path RTego by connecting the coordinate points defined by the obtained predicted vehicle X coordinate Xego_cal and predicted vehicle Y coordinate Yego_cal.

[0134] <Predicted movement path>

[0135] Furthermore, the vehicle collision avoidance support device 10 obtains a predicted movement path RTtgt as a path predicted for the detected target 200 to move. Specifically, the vehicle collision avoidance support device 10 obtains the X coordinate of the detected target 200 at each time t after the current time tnow as the predicted target X coordinate Xtgt_cal by performing an operation according to the following formula (17) based on the target ground speed Vtgt, target intersection angle θtgt, and target X coordinate Xtgt at the current time tnow, and obtains the Y coordinate of the detected target 200 at each time t after the current time tnow as the predicted target Y coordinate Ytgt_cal by performing an operation according to the following formula (18) based on the target ground speed Vtgt, target intersection angle θtgt, and target Y coordinate Ytgt at the current time tnow.

[0136] Xtgt_cal = Vtgt · t · sinθ + Xtgt …(17)

[0137] Ytgt_cal = Vtgt · t · cosθ + Ytgt …(18)

[0138] The predicted target X coordinate Xtgt_cal is the X coordinate of the detected target 200 at a time t after the current time tnow in the vehicle coordinate system CS at the current time tnow. Therefore, the predicted target X coordinate Xtgt_cal represents the position of the detected target 200 at a time t after the current time tnow in the width direction of the vehicle 100 with respect to the vehicle reference point 100R at the current time tnow.

[0139] The predicted target Y coordinate Ytgt_cal is the Y coordinate of the detected target 200 at a time t after the current time tnow in the vehicle coordinate system CS at the current time tnow. Therefore, the predicted target Y coordinate Ytgt_cal represents the position of the detected target 200 at a time t after the current time tnow in the longitudinal direction of the vehicle 100 with respect to the vehicle reference point 100R at the current time tnow.

[0140] The vehicle collision avoidance support device 10 obtains a predicted movement path RTtgt by connecting the coordinate points defined by the obtained predicted target X coordinate Xtgt_cal and predicted target Y coordinate Ytgt_cal.

[0141] Furthermore, when the vehicle collision avoidance support device 10 predicts that the turning path RTego and the predicted movement path RTtgt intersect in the vehicle coordinate system CS at the current time tnow, it performs the following processing to determine whether the vehicle 100 will collide with the detected target 200.

[0142] That is, the vehicle collision avoidance support device 10 obtains a predicted time to collision TTC through calculation. The predicted time to collision TTC is the time required for the vehicle reference point 100R to reach the predicted movement path RTtgt when the vehicle 100 travels while maintaining the state at the current time tnow. The vehicle collision avoidance support device 10 calculates the predicted time to collision TTC, for example, by dividing the distance traveled by the vehicle 100 until it reaches the predicted movement path RTtgt by the vehicle speed Vego at the current time tnow.

[0143] Then, the vehicle collision avoidance support device 10 determines whether the obtained predicted time to collision TTC has become shorter than a predetermined predicted time to collision TTCth.

[0144] When the predicted time to collision (TTC) becomes shorter than a predetermined predicted time to collision TTCth, the vehicle collision avoidance support device 10 obtains the target distance dtgt_x in the X-axis direction and the target distance dtgt_y in the Y-axis direction at each time t after the current time tnow by performing calculations according to the following equations (19) and (20) based on the target relative velocity Vtgt_rel, the target crossing angle θtgt, the target X coordinate Xtgt, the target Y coordinate Ytgt, the turning radius R, and the vehicle yaw rate ω at the current time tnow.

[0145] dtgt_x = (Vtgt · t · sinθ + Xtgt - (R - R · cosωt)) · cosωt - (Vtgt · t · cosθ + Ytgt - R · sinωt) · sinωt…(19)

[0146] dtgt_y = (Vtgt · t · sinθ + Xtgt - (R - R · cosωt)) · sinωt + (Vtgt · t · cosθ + Ytgt - R · sinωt) · cosωt…(20)

[0147] The target distance dtgt_x in the X-axis direction is the distance in the X-axis direction between the detected target 200 at time t and the vehicle reference point 100R at time t in the vehicle coordinate system CS at time t. Therefore, the target distance dtgt_x in the X-axis direction represents the distance in the width direction of the vehicle 100 between the detected target 200 at time t and the vehicle reference point 100R at time t.

[0148] The target distance dtgt_y in the Y-axis direction is the distance in the Y-axis direction between the detected target 200 at time t and the vehicle reference point 100R at time t in the vehicle coordinate system CS at time t. Therefore, the target distance dtgt_y in the Y-axis direction represents the distance in the longitudinal direction of the vehicle 100 between the detected target 200 at time t and the vehicle reference point 100R at time t.

[0149] Then, the vehicle collision avoidance support device 10 predicts the position (target position) of the detected target 200 at the time when the vehicle reference point 100R reaches the intersection point (crossing point Pcross) of the predicted turning path RTego and the predicted movement path RTtgt. In other words, the vehicle collision avoidance support device 10 predicts the position of the detected target 200 relative to the vehicle reference point 100R at the time when the vehicle reference point 100R reaches the predicted movement path RTtgt. Then, the vehicle collision avoidance support device 10 determines whether the predicted position of the detected target 200 is within the collision range RGcol. As Figure 5 As shown, the collision range RGcol is the range between a point Pleft that is separated from the crossing point Pcross by a predetermined distance dth in one direction along the predicted movement path RTtgt and a point Pright that is separated from the crossing point Pcross by the predetermined distance dth in the other direction along the predicted movement path RTtgt. Further, the predetermined distance dth is set to be half of the vehicle width of the own vehicle 100.

[0150] In this example, the vehicle collision avoidance support device 10 determines whether the X-axis direction object distance dtgt_x at the time t when the Y-axis direction object distance dtgt_y becomes zero is equal to or less than the predetermined distance dth as a determination of whether the position of the predicted detection object 200 is within the collision range RGcol.

[0151] When the position of the detection object 200 is within the collision range RGcol, the vehicle collision avoidance support device 10 determines that the own vehicle 100 will collide with the detection object 200, and determines that the collision condition C2 is satisfied. In this example, when the X-axis direction object distance dtgt_x at the time t when the Y-axis direction object distance dtgt_y becomes zero is equal to or less than the predetermined distance dth, the vehicle collision avoidance support device 10 determines that the own vehicle 100 will collide with the detection object 200.

[0152] When the X-axis direction object distance dtgt_x at the time t when the Y-axis direction object distance dtgt_y becomes zero is equal to or less than the predetermined distance dth, the vehicle collision avoidance support device 10 determines that the collision condition C2 is satisfied. That is, when the predicted time to collision TTC is equal to or less than the predetermined predicted time to collision TTCth and the X-axis direction object distance dtgt_x at the time t when the Y-axis direction object distance dtgt_y becomes zero is equal to or less than the predetermined distance dth, the vehicle collision avoidance support device 10 determines that the collision condition C2 is satisfied. If the vehicle collision avoidance support device 10 determines that the collision condition C2 is satisfied, it starts collision avoidance control when the following collision avoidance prohibition condition C3 is not satisfied.

[0153] If the vehicle collision avoidance support device 10 starts collision avoidance control, it controls the operation of the drive device 21 so that the driving force applied to the own vehicle 100 becomes zero or less, and controls the operation of the braking device 22 so that a predetermined braking force is applied to the own vehicle 100. The predetermined braking force is set to a value that can stop the own vehicle 100 in front of the predicted movement path RTtgt.

[0154] <Collision Avoidance Prohibition Condition>

[0155] When the vehicle 100 turns right, the steering angle of the vehicle 100 gradually increases from the start of the right turn to the intermediate stage, and gradually decreases if it exceeds the intermediate stage of the right turn, and becomes zero at the completion of the right turn. Therefore, generally, the turning radius of the actual driving path (actual turning path RTact) of the vehicle 100 during a right turn gradually decreases from the start of the right turn to the intermediate stage, and gradually increases if it exceeds the intermediate stage of the right turn, and becomes infinite after the completion of the right turn. That is, after the completion of the right turn, the vehicle 100 goes straight. Therefore, the actual turning path RTact after the completion of the right turn of the vehicle 100 becomes a straight path as shown in Figure 6 shown.

[0156] On the other hand, as described above, in this example, the vehicle collision avoidance support device 10 obtains the predicted turning path RTego using the vehicle yaw rate ω at the current time tnow. Therefore, for example, as shown in Figure 7 shown, the predicted turning path RTego obtained before the vehicle 100 reaches the intermediate stage of the right turn becomes a path passing to the left of the actual turning path RTact in the area of the road in front of the right turn, and there is a tendency to deviate from the actual turning path RTact. In addition, as shown in Figure 8 and Figure 9 shown, the predicted turning path RTego obtained when the vehicle 100 reaches the intermediate stage of the right turn becomes a path passing to the right of the actual turning path RTact in the area of the road in front of the right turn, and there is a tendency to deviate from the actual turning path RTact.

[0157] Then, as shown in Figure 7 shown, if the predicted turning path RTego becomes a path passing to the left of the actual turning path RTact in the area of the road in front of the right turn, then even if the collision condition C2 is satisfied for the person 202 on the sidewalk of the road in front of the right turn, in fact, as long as a proper right turn is made, the vehicle 100 will not collide with the person 202. If the collision avoidance control is executed in such a scenario, it is equivalent to an unnecessary execution of the collision avoidance control.

[0158] In addition, as shown in Figure 8 shown, if the predicted turning path RTego becomes a path passing to the right of the actual turning path RTact in the area of the road in front of the right turn, then even if the collision condition C2 is satisfied for the pedestrian 203 crossing the crosswalk provided in the road in front of the right turn, in fact, the vehicle 100 sometimes passes by the side of the pedestrian 203. Moreover, as shown in Figure 9 As shown, if the predicted turning path RTego in the area of the road in front of a right turn becomes a path passing to the right of the actual turning path RTact, the collision condition C2 may hold for the oncoming vehicle 204 stopped on the oncoming lane of the road in front of the right turn. However, in reality, as long as a proper right turn is made, the host vehicle 100 will not collide with the oncoming vehicle 204. If collision avoidance control is executed in such a scenario, it is equivalent to an unnecessary execution of the collision avoidance control.

[0159] Similarly, when the host vehicle 100 makes a left turn, the steering angle of the host vehicle 100 gradually increases from the start to the middle stage of the left turn, and gradually decreases if it exceeds the middle stage of the left turn, and becomes zero at the completion of the left turn. Therefore, generally, the turning radius of the path actually traveled by the host vehicle 100 during a left turn (actual turning path RTact) gradually decreases from the start to the middle stage of the left turn, gradually increases if it exceeds the middle stage of the left turn, and becomes infinite after the completion of the left turn. That is, after the completion of the left turn, the host vehicle 100 travels straight. Therefore, the actual turning path RTact after the completion of the left turn of the host vehicle 100 becomes a straight path as Figure 10 shown.

[0160] On the other hand, as described above, in this example, the vehicle collision avoidance support device 10 obtains the predicted turning path RTego using the host vehicle yaw rate ω at the current time tnow. Therefore, for example, as Figure 11 and Figure 12 shown, the predicted turning path RTego obtained before the host vehicle 100 reaches the middle stage of the left turn becomes a path passing to the right of the actual turning path RTact in the area of the road in front of the left turn, and there is a tendency to deviate from the actual turning path RTact. In addition, as Figure 13 shown, the predicted turning path RTego obtained when the host vehicle 100 reaches the middle stage of the left turn becomes a path passing to the left of the actual turning path RTact in the area of the road in front of the left turn, and there is a tendency to deviate from the actual turning path RTact.

[0161] Then, as Figure 11 shown, if the predicted turning path RTego in the area of the road in front of the left turn becomes a path passing to the right of the actual turning path RTact, then even if the collision condition C2 holds for the pedestrian 205 crossing the crosswalk provided in the road in front of the left turn, in reality, the host vehicle 100 may sometimes pass by the side of the pedestrian 205. Moreover, as Figure 12 As shown, if the predicted turning path RTego in the area of the road in front of the left turn becomes a path passing to the right of the actual turning path RTact, the collision condition C2 may be satisfied for the oncoming vehicle 206 stopped in the oncoming lane of the road in front of the left turn. However, in reality, as long as a proper left turn is made, the host vehicle 100 will not collide with the oncoming vehicle 206. If collision avoidance control is executed in such a scenario, it is equivalent to an unnecessary execution of the collision avoidance control.

[0162] In addition, as Figure 13 shown, if the predicted turning path RTego in the area of the road in front of the left turn becomes a path passing to the left of the actual turning path RTact, even if the collision condition C2 is satisfied for the person 207 on the sidewalk of the road in front of the left turn, in reality, as long as a proper left turn is made, the host vehicle 100 will not collide with the person 207. If collision avoidance control is executed in such a scenario, it is equivalent to an unnecessary execution of the collision avoidance control.

[0163] Here, in the case of assuming that the host vehicle 100 collides with a person (pedestrian) crossing the road in front of the right turn, the host vehicle 100 collides with such a pedestrian before or after completing the right turn and about to start going straight. Therefore, the angle formed by the traveling direction of the host vehicle 100 and the moving direction of the pedestrian when the host vehicle 100 and the pedestrian collide is approximately 90°. Therefore, generally, until the host vehicle 100 reaches the middle stage of the right turn, the angle formed by the traveling direction of the host vehicle 100 and the moving direction of the pedestrian takes a value that greatly deviates from 90°, but gradually approaches 90° as the turning of the host vehicle 100 progresses. Finally, when the host vehicle 100 and the pedestrian collide, it becomes a value near 90°.

[0164] Therefore, during the period from when the host vehicle 100 starts turning until the turning ends, when the angle formed by the traveling direction of the host vehicle 100 and the moving direction of the pedestrian is within the area shown by the reference sign AREA in Figure 14 if the execution of the collision avoidance control is prohibited, unnecessary execution of the collision avoidance control can be prevented. In addition, in the Figure 14 shown graph, the horizontal axis is the collision angle θcol, and the vertical axis is the host vehicle turning angle θego.

[0165] Then, when the host vehicle turning condition C1 is satisfied, the vehicle collision avoidance support device 10, as Figure 15 shown, obtains the traveling direction (predicted traveling direction Dego) of the host vehicle 100 at the intersection point Pcross, and obtains the angle formed by the predicted traveling direction Dego and the line (orthogonal line Lper) that perpendicularly intersects the predicted moving path RTtgt as the collision angle θcol. In addition, Figure 15 (A) shows the collision angle θcol approximately obtained before the vehicle 100 starts to turn right and reaches the intermediate stage of the right turn. Figure 15 (B) shows the collision angle θcol approximately obtained after the intermediate stage of the right turn of the vehicle 100.

[0166] During the period when the vehicle turning condition C1 of the vehicle collision avoidance support device 10 is satisfied (i.e., during the turning of the vehicle 100), it is determined whether the collision angle θcol is equal to or greater than a predetermined value (the collision angle threshold θcol_th). In addition, during the period when the vehicle turning condition C1 of the vehicle collision avoidance support device 10 is satisfied (i.e., during the turning of the vehicle 100), the collision angle threshold θcol_th is changed according to the vehicle turning angle θego.

[0167] Specifically, the vehicle collision avoidance support device 10 calculates the vehicle turning angle θego based on the vehicle yaw rate ω and the operation cycle Δt according to the following formula 21.

[0168] θego = Σω·Δt…(21)

[0169] In addition, the vehicle collision avoidance support device 10 may also calculate the distance traveled by the vehicle 100 during the operation cycle Δt (unit travel distance L) based on the vehicle speed Vego, the operation cycle Δt, and the acceleration a of the vehicle 100 according to the following formula 22, and calculate the vehicle turning angle θego based on the unit travel distance L and the turning radius R according to the following formula 23.

[0170] L = Vego·Δt - (a·Δt) 2 / 2…(22)

[0171] θego = ΣL / R…(23)

[0172] Moreover, the vehicle collision avoidance support device 10 sets the collision angle threshold θcol_th to a small value as the vehicle turning angle θego increases. In this example, when the vehicle turning angle θego is zero, the vehicle collision avoidance support device 10 sets an initial value greater than zero as the collision angle threshold θcol_th, and when the vehicle turning angle θego is 90°, the vehicle collision avoidance support device 10 sets zero or a value slightly greater than zero as the collision angle threshold θcol_th.

[0173] In addition, when the collision angle θcol is equal to or greater than the collision angle threshold θcol_th, the vehicle collision avoidance support device 10 determines that the collision avoidance prohibition condition C3 is satisfied.

[0174] When the collision avoidance prohibition condition C3 holds, the vehicle collision avoidance support device 10 does not execute the collision avoidance control even if the collision condition C2 holds. Of course, if the collision condition C2 holds when the collision avoidance prohibition condition C3 does not hold, the vehicle collision avoidance support device 10 executes the collision avoidance control.

[0175] <Effect>

[0176] The above is an outline of the operation of the vehicle collision avoidance support device 10. According to the vehicle collision avoidance support device 10, the collision angle threshold θcol_th is changed according to the turning angle θego of the host vehicle. Therefore, it is possible to avoid the execution of unnecessary collision avoidance control when the host vehicle 100 turns right or left.

[0177] <Modification Example 1>

[0178] In addition, the vehicle collision avoidance support device 10 may be configured such that when the collision angle θcol is greater than or equal to the collision angle threshold θcol_th, instead of not executing the collision avoidance control, a predetermined predicted time to collision TTCth is set to a small value. Thus, it is also possible to avoid the execution of unnecessary collision avoidance control when the host vehicle 100 turns right or left.

[0179] <Modification Example 2>

[0180] Alternatively, the vehicle collision avoidance support device 10 may be configured to limit the detected target that is the object of the calculated predicted movement path RTtgt to a detected target 200 whose target ground speed Vtgt is greater than zero and less than or equal to a predetermined speed. That is, the vehicle collision avoidance support device 10 may be configured to set only the detected target 200 whose target ground speed Vtgt is greater than zero and less than or equal to a predetermined speed as the object of the collision avoidance control.

[0181] <Specific Operation of Vehicle Collision Avoidance Support Device>

[0182] Next, an example of the specific operation of the vehicle collision avoidance support device 10 will be described. The CPU of the ECU 90 of the vehicle collision avoidance support device 10 executes the Figure 16 shown routine at a predetermined operation cycle. Therefore, when a predetermined timing is reached, the CPU starts processing from step 1600 of the Figure 16 shown routine, and makes the process enter step 1605 to determine whether the host vehicle turning condition C1 holds.

[0183] If the CPU determines "yes" in step 1605, the process enters step 1610 to determine whether the collision condition C2 holds.

[0184] When the CPU determines "Yes" in step 1610, the process proceeds to step 1615 to calculate the turning angle θego of the host vehicle. Here, the turning angle θego of the host vehicle is the turning angle θego of the host vehicle from the time when the turning condition C1 of the host vehicle is satisfied to the current time point.

[0185] Next, the CPU causes the process to proceed to step 1620 and sets the collision angle threshold θcol_th based on the turning angle θego of the host vehicle calculated in step 1615.

[0186] Next, the CPU causes the process to proceed to step 1625 to calculate the collision angle θcol. Then, the CPU causes the process to proceed to step 1630 and determines whether the collision avoidance prohibition condition C3 is satisfied based on the collision angle θcol obtained in step 1625 and the collision angle threshold θcol_th set in step 1620.

[0187] When the CPU determines "Yes" in step 1630, the process directly proceeds to step 1695, and this routine ends once without performing the collision avoidance control.

[0188] On the other hand, when the CPU determines "No" in step 1630, the process proceeds to step 1635 to perform the collision avoidance control. Then, the CPU causes the process to proceed to step 1695, and this routine ends once.

[0189] In addition, when the CPU determines "No" in step 1605 or determines "No" in step 1610, the process directly proceeds to step 1695, and this routine ends once. In this case, the collision avoidance control is not performed.

[0190] The above is an example of the specific operation of the vehicle collision avoidance support device 10.

[0191] In addition, the present invention is not limited to the above-described embodiments, and various modifications can be adopted within the scope of the present invention.< / ecu>

Claims

1. A vehicle collision avoidance support device includes a control device configured to: Predict the turning path of the host vehicle when the host vehicle is turning, and predict the moving path of an object in front of the host vehicle. Obtain the amount by which the traveling direction of the host vehicle at the intersection of the turning path and the moving path deviates from the line orthogonal to the moving path as the collision angle. When the prohibition condition that the collision angle is equal to or greater than a predetermined collision angle threshold is satisfied, even if the collision condition that there is a possibility of collision between the host vehicle and the object is satisfied, the collision avoidance control for avoiding the collision between the host vehicle and the object is not executed. When the prohibition condition is not satisfied, the collision avoidance control is executed when the collision condition is satisfied. Among them, The control device is configured to: During the turning of the host vehicle, obtain the angle by which the host vehicle turns around its turning center after starting to turn as the host vehicle turning angle. When the host vehicle turning angle is large, set the predetermined collision angle threshold to a smaller value compared to when the host vehicle turning angle is small.

2. The vehicle collision avoidance support device according to claim 1, The control device is configured to predict the turning path of the host vehicle based on the yaw rate of the host vehicle.

3. The vehicle collision avoidance support device according to claim 1 or 2, The control device is configured to: obtain the time required for the host vehicle to reach the moving path of the object as the predicted arrival time, and obtain the position of the object relative to the host vehicle when the host vehicle reaches the moving path of the object as the object position. The collision condition is satisfied when the predicted arrival time is equal to or less than a predetermined predicted arrival time and the object position is within the range of the width of the host vehicle.

4. A vehicle collision avoidance support program configured to: Predict the turning path of the host vehicle when the host vehicle is turning, and predict the moving path of an object in front of the host vehicle. Obtain the amount by which the traveling direction of the host vehicle at the intersection of the turning path and the moving path deviates from the line orthogonal to the moving path as the collision angle. When the prohibition condition that the collision angle is equal to or greater than a predetermined collision angle threshold is satisfied, even if the collision condition that there is a possibility of collision between the host vehicle and the object is satisfied, the collision avoidance control for avoiding the collision between the host vehicle and the object is not executed. When the prohibition condition is not satisfied, the collision avoidance control is executed when the collision condition is satisfied. Among them, The vehicle collision avoidance support program is configured to: During the turning of the host vehicle, obtain the angle by which the host vehicle turns around its turning center after starting to turn as the host vehicle turning angle. When the host vehicle turning angle is large, set the predetermined collision angle threshold to a smaller value compared to when the host vehicle turning angle is small.

Images