Collision avoidance device, collision avoidance method, and collision avoidance program product

Abstract

The present application relates to a collision avoidance device, a collision avoidance method, and a collision avoidance program product. A collision avoidance device (100) includes: a radar sensor (14) that detects an object around a host vehicle (102); and a control device (10) that performs collision avoidance assist control for avoiding a collision when it is determined that the host vehicle is likely to collide with the object detected by the radar sensor, wherein even when it is determined that a moving body (116) that will cross a track ahead of the host vehicle and move in a direction approaching the track is detected by the radar sensor and the host vehicle has a possibility of colliding with the moving body (S10, S30), the control device reduces a control amount of the collision avoidance assist control (S100) when it is determined that a stationary structure (114A) is detected by the radar sensor on the track and the moving body is approaching the stationary structure (S50, S60) (S60).

Description

Technical Field

[0001] This invention relates to collision avoidance devices, collision avoidance methods, and collision avoidance procedures for automobiles and other vehicles. Background Technology

[0002] The collision avoidance device includes: a detection device for detecting objects around the vehicle; and a control device for collision avoidance assistance control, such as issuing a collision avoidance warning and automatically decelerating, when it is determined that the vehicle may collide with an object detected by the detection device.

[0003] For example, Patent Document 1 describes a collision avoidance device in which the detection device is a radar device that detects other vehicles diagonally in front of the vehicle, determines whether there is a possibility of the vehicle colliding with other vehicles approaching from its side, and performs collision avoidance assistance control when there is a possibility of collision. According to this collision avoidance device, when the vehicle and other vehicles approach an intersection along intersecting tracks, the possibility of the vehicle colliding with other vehicles approaching from its side can be reduced.

[0004] Existing technical documents

[0005] Patent documents

[0006] Patent Document 1: Japanese Patent Application Publication No. 2009-198402

[0007] In existing collision avoidance devices such as the collision avoidance device described in Patent Document 1, radar is used to detect other vehicles, but it cannot detect the height of other vehicles using radar. Therefore, even if the other vehicle approaching from the side is a car traveling on an elevated road, a tram traveling on elevated tracks, a monorail, etc., it is determined that the vehicle may collide with other vehicles, and collision avoidance assist control is sometimes unnecessarily activated. As a result, it is impossible to avoid the adverse effects of passengers becoming annoyed by unnecessary alarms or the vehicle being unnecessarily slowed down.

[0008] To avoid unnecessary collision avoidance assist control, it is considered to mount a radar device capable of detecting the height of other vehicles on the vehicle. However, radar devices capable of detecting the height of other vehicles must be expensive radar devices with antenna elements configured at multiple locations at different heights, thus making the collision avoidance system expensive. Summary of the Invention

[0009] The present invention provides a collision avoidance device, collision avoidance method, and collision avoidance procedure article that are improved to reduce the adverse effects caused by unnecessary collision avoidance auxiliary control when a moving object such as another vehicle approaching from the side of the vehicle is moving at a position at a different height from the vehicle.

[0010] According to the present invention, a collision avoidance device (100) is provided, comprising: a radar device (radar sensor 14) for detecting objects around the vehicle (102); and a control device (driving assistance ECU) for performing collision avoidance assistance control (S100) to avoid collision when it is determined that the vehicle may collide with an object detected by the radar device (S70, S80).

[0011] The control device (driving assistance ECU) is configured to reduce the control amount of the collision avoidance assist control (S100) (S60) even if it is determined by the radar device that a moving object (other vehicle 116) will cross the track in front of the vehicle (102) and move in the direction of approaching the track, and the vehicle is likely to collide with the moving object (S10, S30), when it is determined by the radar device that a stationary structure (114A) is detected on the track and the moving object is approaching the stationary structure (S50, S60).

[0012] Furthermore, according to the present invention, a collision avoidance method is provided, comprising the following steps: acquiring information about objects around the vehicle (102) detected by a radar device (radar sensor 14) (S10); determining whether the vehicle has the possibility of colliding with an object detected by the radar device (S70, S80); and when it is determined that there is such a possibility, performing collision avoidance auxiliary control for avoiding the collision (S100).

[0013] The collision avoidance method includes the following steps: when it is determined that a moving object (other vehicle 116) is detected by the radar device and is moving towards the track in front of the vehicle and there is a possibility that the vehicle will collide with the moving object (S10, S30), it is determined whether a stationary structure is detected on the track by the radar device (114A) and whether the moving object is approaching the stationary structure (S50, S60); and when it is determined that a stationary structure is detected on the track by the radar device and the moving object is approaching the stationary structure, the control amount of the collision avoidance auxiliary control (S100) is reduced (S60).

[0014] Furthermore, according to the present invention, a collision avoidance program article is provided, which causes an electronic control device (driving assistance ECU) mounted on the vehicle to perform the following steps: acquiring information about objects around the vehicle (102) detected by a radar device (radar sensor 14) (S10); determining whether the vehicle has a possibility of colliding with an object detected by the radar device (S70, S80); and when it is determined that there is such a possibility, performing collision avoidance assistance control for avoiding a collision (S100).

[0015] The collision avoidance procedure includes the following steps: when it is determined that a moving object (other vehicle 116) is detected by the radar device and is moving in a direction approaching the track in front of the vehicle, and there is a possibility that the vehicle will collide with the moving object (S10, S30), it is determined whether a stationary structure is detected on the track by the radar device (114A) and whether the moving object is approaching the stationary structure (S50, S60); and when it is determined that a stationary structure is detected on the track by the radar device and the moving object is approaching the stationary structure, the control amount of the collision avoidance auxiliary control (S100) is reduced (S60).

[0016] According to the aforementioned collision avoidance device, collision avoidance method, and collision avoidance program, even if it is determined that a moving object is detected by the radar device that will cross the track in front of the vehicle and move towards the track, and the vehicle is likely to collide with the moving object, the control amount of the collision avoidance auxiliary control is reduced when it is determined that a stationary structure is detected on the track by the radar device and the moving object is approaching the stationary structure.

[0017] Therefore, compared to the case where the control amount of collision avoidance assist control is not reduced, the adverse effects caused by unnecessary collision avoidance assist control can be reduced when moving objects such as other vehicles approaching from the side of the vehicle are moving at different heights from the vehicle.

[0018] Furthermore, there is no need for radar devices capable of detecting the height of other vehicles, such as expensive radar devices with antenna elements positioned at multiple locations at different heights, thus avoiding the expense of collision avoidance devices.

[0019] It should be noted that the control input for collision avoidance assist control can also be reduced to zero. In this case, collision avoidance assist control can be prevented, thereby preventing any adverse effects caused by its implementation.

[0020] Furthermore, at a level intersection where the vehicle may collide with a moving object approaching from the side, if no stationary structure is detected on the vehicle's track and it is not determined that the moving object is approaching a stationary structure, collision avoidance assist control is initiated. Thus, collision avoidance assist control can assist in collision avoidance.

[0021] [Invention Scheme]

[0022] In one aspect of the invention, the control device (driving assistance ECU) is configured to determine that the stationary object is a stationary structure (114A) when it is determined that a stationary object is detected on the track in front of the vehicle (102) by the radar device (radar sensor 14) and the stationary object exceeds the width of the lane in which the vehicle is traveling and extends across the track.

[0023] According to the above scheme, when a stationary object is detected by the radar device on the track in front of the vehicle, and the stationary object exceeds the width of the lane in which the vehicle is traveling and extends across the track, the stationary object is determined to be a stationary structure. This prevents road signs, traffic lights, and large vehicles that are parked from being mistakenly identified as stationary structures, thus enabling accurate determination of whether a moving object approaching from the side of the vehicle is moving at a different height than the vehicle.

[0024] In another embodiment of the invention, collision avoidance assist control (S100) is a control that automatically accelerates or decelerates the vehicle to reduce the possibility of the vehicle (102) colliding with a moving object (other vehicle 116), and the control device (driving assistance ECU) is configured to reduce the control amount for acceleration or deceleration.

[0025] According to the above scheme, the control input for automatically accelerating and decelerating the vehicle is reduced, thereby reducing the possibility of collisions between the vehicle and moving objects. This reduces the amount of acceleration and deceleration of the vehicle that is independent of driver input, i.e., speed changes that the driver does not want.

[0026] Furthermore, in another aspect of the invention, the control device (driving assistance ECU) is configured to not perform automatic acceleration or deceleration control of the vehicle by reducing the control amount of automatic acceleration or deceleration control to zero (S60).

[0027] According to the above scheme, by reducing the control quantity for automatic acceleration and deceleration to zero, automatic acceleration and deceleration control of the vehicle is no longer performed. This prevents unwanted changes in the vehicle's speed from occurring.

[0028] Furthermore, in another aspect of the invention, the collision avoidance assist control (S100) is a control that issues an alarm to alert the driver that the vehicle (102) may collide with a moving object (other vehicle 116), and the control device (driving assistance ECU) is configured to reduce the control amount of the alarm to reduce the prominence of the alarm.

[0029] According to the above scheme, reducing the control amount of the alarm trigger reduces the prominence of the alarm used to alert the driver that the vehicle may collide with a moving object. Therefore, by reducing the control amount of the alarm trigger, the prominence of the alarm is reduced, thus decreasing the likelihood of passengers becoming annoyed by unnecessary alarms.

[0030] Furthermore, in another aspect of the invention, the control device (driving assistance ECU) is configured to not issue an alarm by reducing the control amount of the alarm to zero (S60).

[0031] According to the above solution, the alarm is not triggered by reducing the control quantity of the alarm trigger to zero. This prevents passengers from becoming annoyed by unnecessary alarms.

[0032] In the foregoing description, to aid in understanding the invention, the names and / or reference numerals used in the embodiments described below are enclosed in parentheses to indicate the components of the invention. However, the constituent elements of the invention are not limited to the constituent elements of the embodiments corresponding to the names and / or reference numerals enclosed in parentheses. Other objects, features, and incidental advantages of the invention will be readily understood from the description of the embodiments of the invention as illustrated in the following drawings. Attached Figure Description

[0033] Figure 1 This is a schematic diagram illustrating the configuration of a collision avoidance device according to an embodiment of the present invention.

[0034] Figure 2 This is a flowchart illustrating the collision avoidance control routine of the implementation method.

[0035] Figure 3 This is a flowchart representing the main part of the collision avoidance control routine in the modified example.

[0036] Figure 4 This diagram illustrates the situation where the vehicle and other moving vehicles are moving toward an intersection in mutually orthogonal directions.

[0037] Figure 5 This is a diagram showing a situation where other vehicles, which are moving bodies, are moving in the same direction as this vehicle in the direction in front of it.

[0038] Figure 6 This is a diagram showing a situation where the road that is considered to intersect the road on which this vehicle is traveling is an elevated road.

[0039] Figure 7 This diagram illustrates a situation where this vehicle may collide with other vehicles at an intersection.

[0040] Explanation of reference numerals in the attached figures:

[0041] 10 Driver Assistance ECU; 12 Camera Sensor; 14 Radar Sensor; 20 Drive ECU; 22 Drive Unit; 30 Braking ECU; 32 Braking Unit; 40 EPS ECU; 42 EPS Unit; 50 Instrument ECU; 52 Display; 54 Buzzer; 60 Driver Operation Sensor; 70 Vehicle Status Sensor; 100 Collision Avoidance Device; 102 This Vehicle; 110 Intersection; 116 Other Vehicles. Detailed Implementation

[0042] Hereinafter, the collision avoidance device, collision avoidance method, and collision avoidance procedure of the present invention will be described in detail with reference to the accompanying drawings.

[0043] <Composition>

[0044] like Figure 1 As shown, the collision avoidance device 100 of this embodiment of the invention is applied to a vehicle 102, including a driver assistance ECU 10. The vehicle 102 includes a drive ECU 20, a brake ECU 30, an electric power steering ECU 40, and an instrument cluster ECU 50. ECU stands for Electronic Control Unit, which has a microcomputer as its main component. It should be noted that in the following description, to distinguish it from other vehicles, the vehicle 102 will be referred to as "this vehicle 102" as needed, and the electric power steering will be referred to as "EPS".

[0045] Each ECU's microcomputer includes a CPU, ROM, RAM, read / write non-volatile memory (N / M), and interfaces (I / F). The CPU executes instructions (programs, routines) stored in the ROM to perform various functions. Furthermore, these ECUs are interconnected via CAN (Controller Area Network) 104 to exchange data (communicate). Therefore, detection values ​​from sensors (including switches) connected to a specific ECU are also sent to other ECUs.

[0046] The driver assistance ECU 10 is a central control device for driver assistance controls such as collision avoidance control and lane keeping control. A camera sensor 12 and a radar sensor 14 are connected to the driver assistance ECU 10. The camera sensor 12 includes four camera sensors that capture images of the front, rear, right, and left sides, but is not limited to four. The radar sensor 14, which serves as a radar device, includes five radar sensors that acquire information about three-dimensional objects existing in the areas in front, to the right front, to the left front, to the right rear, and to the left rear, but is not limited to five. The camera sensor 12 and the radar sensor 14 function as a surrounding information acquisition device to acquire information about objects and other surroundings of the vehicle 102.

[0047] Although the individual camera sensors of camera sensor 12 are not shown in the figure, each camera sensor includes: a camera unit for capturing images of the area around vehicle 102; and an identification unit for analyzing the image data acquired by the camera unit and identifying road markings, other vehicles, and other objects. The identification unit provides information related to the identified objects to the driver assistance ECU 10 at predetermined intervals.

[0048] Each radar sensor in radar sensor 14 includes a radar transceiver unit and a signal processing unit (not shown). The radar transceiver unit radiates millimeter-wave radio waves (hereinafter referred to as "millimeter waves") in front of vehicle 102 and receives millimeter waves (i.e., reflected waves) reflected by three-dimensional objects (e.g., other vehicles, bicycles, guardrails, etc.) within the radiation range. Based on the phase difference between the transmitted millimeter waves and the received reflected waves, the attenuation level of the reflected waves, and the time from transmitting the millimeter waves to receiving the reflected waves, the signal processing unit acquires information such as the distance between the vehicle and the three-dimensional object, the relative speed between the vehicle and the three-dimensional object, and the relative position (direction) of the three-dimensional object relative to the vehicle at predetermined intervals, and provides this information to the driver assistance ECU 10. It should be noted that LiDAR (Light Detection and Ranging) can also be used instead of radar sensor 14 or in addition to radar sensor 14.

[0049] Furthermore, a setting operator 16 is connected to the driver assistance ECU 10, and the setting operator 16 is located in a position operated by the driver. Although in Figure 1 Although not shown in the diagram, the setting operator 16 includes a collision avoidance control switch, and the driver assistance ECU 10 performs collision avoidance control when the collision avoidance control switch is turned on.

[0050] The drive ECU20 is connected via... Figure 1The drive unit 22, which provides driving force to the drive wheels (not shown) to accelerate the vehicle 102, is a drive unit 22. Normally, the drive ECU 20 controls the drive unit 22 in a manner that varies the driving force generated by the drive unit 22 according to the driving operation performed by the driver. When a command signal is received from the driver assistance ECU 10, the drive unit 22 is controlled based on the command signal.

[0051] It should be noted that the drive unit 22 is not limited to a combination of an internal combustion engine and an automatic transmission. That is, the drive unit 22 can be any drive unit known in the art, such as a combination of an internal combustion engine and a continuously variable transmission, a combination of an internal combustion engine and a motor (i.e., a hybrid system), a plug-in hybrid system, a combination of a fuel cell and a motor, or a motor.

[0052] The brake ECU30 is connected to a device that... Figure 1 The braking device 32, not shown, applies braking force to the wheels to decelerate the vehicle 102. The braking ECU 30 normally controls the braking device 32 in a manner that varies the braking force generated by the braking device 32 according to the braking operation performed by the driver. When it receives a command signal from the driver assistance ECU 10, it performs automatic braking by controlling the braking device 32 based on the command signal. It should be noted that when braking force is applied to the wheels, in... Figure 1 The brake light (not shown) is illuminated.

[0053] An EPS device 42 is connected to the EPS ECU 40. Based on the steering torque Ts and vehicle speed V detected by the driving operation sensor 60 and vehicle status sensor 70 (described later), the EPS ECU 40 controls the EPS device 42 using methods known in the art, thereby controlling the steering assist torque to reduce the driver's steering load. Furthermore, the EPS ECU 40 can control the steering wheel as needed by controlling the EPS device 42. Thus, the EPS ECU 40 and the EPS device 42 function as a steering device that automatically turns the steering wheel as needed.

[0054] When the instrument cluster ECU 50 is connected to a display 52 that shows a visual warning indicating the situation and a buzzer 54 that sounds an alarm, under conditions where the vehicle may collide with another vehicle under control via the driver assistance ECU 10. The display 52 may be, for example, a head-up display, an instrument cluster, a multi-information display showing various information, or a display for a navigation device.

[0055] The driving operation sensor 60 and the vehicle status sensor 70 are connected to CAN 104. Information detected by the driving operation sensor 60 and the vehicle status sensor 70 (referred to as sensor information) is transmitted to CAN 104. The sensor information transmitted to CAN 104 can be appropriately utilized by each ECU. It should be noted that the sensor information is information from sensors connected to a specific ECU and can be transmitted from that specific ECU to CAN 104.

[0056] The driving operation sensor 60 includes a drive operation sensor that detects the amount of accelerator pedal operation, a brake operation sensor that detects master cylinder pressure or the force applied to the brake pedal, and a brake switch that detects the presence or absence of brake pedal operation. Furthermore, the driving operation sensor 60 includes a steering angle sensor that detects the steering angle θ and a steering torque sensor that detects the steering torque Ts, etc.

[0057] The vehicle status sensor 70 includes a vehicle speed sensor for detecting the vehicle speed V of the vehicle 102, a front-rear acceleration sensor for detecting the vehicle's front-to-back acceleration, a lateral acceleration sensor for detecting the vehicle's lateral acceleration, and a yaw rate sensor for detecting the vehicle's yaw rate.

[0058] In the implementation, the ROM of the driving assistance ECU 10 stores information related to... Figure 2 The flowchart shown corresponds to the collision avoidance control program, which the CPU executes according to. The collision avoidance control method of this embodiment is executed by performing collision avoidance control.

[0059] <Collision Avoidance Control Routine in Implementation>

[0060] Next, refer to Figure 2 The flowchart shown illustrates the collision avoidance control routine of the implementation method. Based on Figure 2 The collision avoidance control shown in the flowchart is in Figure 1 The collision avoidance switch, not shown, is activated by the CPU of the driver assistance ECU10.

[0061] First, in step S10, the CPU determines whether there is a moving object in front of the vehicle 102, including the diagonally forward side; that is, it at least determines whether a moving object is detected in front of the vehicle 102, including the diagonally forward side, by the radar sensor 14. If the CPU makes a negative determination, it temporarily terminates the control; if it makes a positive determination, it causes the control to proceed to step S20.

[0062] In step S20, the CPU, based at least on the detection results of the radar sensor 14, estimates the trajectory of the vehicle 102 and the moving body as an extension of their trajectory. In this case, when estimating the trajectory of the vehicle 102, at least motion state quantities such as the yaw rate of the vehicle can be considered.

[0063] In step S30, the CPU determines whether the vehicle 102 intersects with the track of the moving body and whether the vehicle and the moving body are approaching each other, that is, whether there is a possibility of collision between the vehicle 102 and the moving body, since their tracks intersect. If the CPU makes an affirmative determination, it causes the control to proceed to step S50; if it makes a negative determination, it causes the control to proceed to step S40.

[0064] In this case, such as Figure 4 As shown, when vehicle 102 approaches intersection 110, and another vehicle 116, as a moving entity, moves toward the intersection on road 114 intersecting the road 112 where vehicle 102 is traveling, a positive determination is made in step S30. It should be noted that the intersection is not limited to a crossroads or T-junctions where roads 112 and 114 intersect at a 90° angle, but can also be a Y-junction where two roads intersect at an angle other than 90°. In contrast, such as... Figure 5 As shown, when the vehicle 102 is traveling on lane 112A of road 112, and another vehicle 116, which is a moving body, is moving in the same or opposite direction to the vehicle 102 in the forward direction, a negative determination is made in step S30.

[0065] In step S40, the CPU executes rear-end collision avoidance control. In rear-end collision avoidance control, when another vehicle 116 is moving in the same direction as this vehicle 102 in the forward direction and this vehicle may rear-end another vehicle, collision avoidance auxiliary control to avoid the rear-end collision is executed. It should be noted that the rear-end collision avoidance control can be, for example, any rear-end collision avoidance control known in the art, such as the collision avoidance control in the collision avoidance device described in Japanese Patent Application Publication No. 2018-106233.

[0066] In step S50, the CPU determines whether a stationary structure exists on the track of the vehicle 102, based at least on the detection result of the radar sensor 14. If the CPU makes a negative determination, the control proceeds to step S70; if it makes a positive determination, the control proceeds to step S60. In this case, the CPU determines that the stationary structure is a stationary structure when it determines, at least, that a stationary object is detected on the track of the vehicle 102 by the radar sensor 14 and that the stationary object exceeds the width of the lane in which the vehicle is traveling and extends across the track of the vehicle. It should be noted that the detection result obtained by the camera sensor 12 can be considered when determining whether a stationary structure exists.

[0067] For example, such as Figure 6 As shown, if road 114, which is considered to intersect road 112, which is the road on which vehicle 102 is traveling, is an elevated road, then a portion 114A of the elevated road in front of vehicle 102 is determined to be a stationary structure. The same applies if road 112, on which vehicle 102 is traveling, is an underpass that temporarily descends and passes beneath road 114. Furthermore, if road 112, on which vehicle 102 is traveling, is an overpass that temporarily ascends and passes above road 114, then road 112 itself is determined to be a stationary structure.

[0068] In step S60, the CPU determines whether a moving object is approaching a stationary structure based at least on the detection result of the radar sensor 14. If the CPU makes a positive determination, it temporarily terminates the control without executing steps S70 to S100; if it makes a negative determination, it causes the control to proceed to step S70.

[0069] In step S70, the CPU determines whether the moving body has been identified by the radar sensor 14 or the like for a period of time exceeding a preset reference time (a positive constant). If the CPU makes a negative determination, it temporarily terminates the control without executing steps S80 and S100. If it makes a positive determination, it causes the control to proceed to step S80.

[0070] In step S80, the CPU determines whether the interval between the vehicle 102 and the moving body is below a preset reference distance (a positive constant). If the CPU makes a negative determination, it does not execute step S100 and temporarily terminates the control; if it makes a positive determination, it causes the control to proceed to step S100. It should be noted that the reference distance can be a positive constant, but it can also be variably set according to the rate of reduction of the interval between the vehicle 102 and the moving body. The higher the rate of reduction of the interval between the vehicle 102 and the moving body, the larger the reference distance.

[0071] In step S100, the CPU executes collision avoidance assist control. Specifically, the CPU outputs a command signal to the instrument ECU 50 to display a visual warning indicating that the vehicle 102 may collide with a moving object on the display 52, and causes the buzzer 54 to sound to issue an auditory warning indicating that the vehicle 102 may collide with a moving object. This provides an alert to the driver that the vehicle 102 may collide with a moving object. Furthermore, the CPU outputs a command signal to the braking ECU 30, thereby automatically braking the vehicle 102 via the braking device 32 to decelerate the vehicle 102 and avoid a collision with the moving object. It should be noted that if it is determined that accelerating the vehicle 102 is preferable to avoid a collision, the vehicle 102 can be accelerated automatically by the drive device 22.

[0072] In this implementation, in step S30, a determination is made as to whether there is a possibility of collision between the vehicle 102 and the moving body, whose tracks intersect. In steps S50 and S60, a determination is made as to whether the vehicle 102 and the moving body are moving along tracks with different heights. Furthermore, in steps S70 and S80, a determination is made as to whether the possibility of collision between the vehicle 102 and the moving body, which are traveling along tracks that intersect at the same height, is high. When it is determined that the possibility of collision between the vehicle 102 and the moving body is high, in step S100, a visual alarm and an audible alarm are issued, and the collision between the vehicle 102 and the moving body is avoided by automatically controlling the acceleration and deceleration of the vehicle 102.

[0073] <Mutational Collision Avoidance Control Routine>

[0074] Figure 3 This is a flowchart illustrating the main parts of the collision avoidance control routine in the modified example. It should be noted that... Figure 3 In the middle, to and Figure 2 The steps shown are the same as those labeled in the diagram. Figure 2 The step numbers are the same as those marked in the text.

[0075] from Figure 3 and Figure 2 A comparison shows that in the modified example, steps S75 to S95 are performed instead of steps S70 and S80 in the implementation method.

[0076] Figure 7 and Figure 4 Similarly, this illustrates a situation where there is a high probability of collision between vehicle 102 and other vehicles 116 approaching from the side at intersection 110. Figure 7In the attached figure, reference numeral 118 indicates the collision prediction point between vehicle 102 and other vehicles 116. Assume that vehicle 102 is traveling along track 120 at a speed Va toward the collision prediction point 118, and other vehicles 116 are traveling along track 122 at a speed Vb toward the collision prediction point 118. The collision prediction point 118 is the intersection of tracks 120 and 122.

[0077] In step S75, the CPU estimates the distance La from the vehicle 102 to the collision prediction point 118 based on the detection result of the radar sensor 14, and calculates the time TTCa from the vehicle 102 to the collision prediction point 118 according to the following formula (1).

[0078] TTCa=La / Va (1)

[0079] In step S85, the CPU estimates the distance Lb from other vehicles 116 to the collision prediction point 118 and the speed Vb of other vehicles based on the detection results of radar sensor 14. Moreover, the CPU calculates the time TTCb from when other vehicles 116 arrive at the collision prediction point 118 according to the following formula (2).

[0080] TTCb=Lb / Vb (2)

[0081] In step S95, the CPU determines whether the probability of the vehicle 102 colliding with other vehicles 116 is high by judging whether the following formulas (3) and (4) are true. When the CPU makes a negative determination, it does not execute step S100 and temporarily terminates the control. When it makes a positive determination, it causes the control to enter step S100.

[0082] TTCa≤TTCc (3)

[0083] |TTCb-TTCa|≤TTCd (4)

[0084] It should be noted that the reference value TTCc in the above formula (3) is the reference value for the initial determination of collision avoidance assist control, and can be a positive constant. The reference value TTCd in the above formula (4) is the reference value used to determine the probability of collision between the vehicle 102 and other vehicles 116, and can be a positive constant. The higher the probability of collision between the vehicle 102 and other vehicles 116, the smaller the left side of the above formula (4).

[0085] In a modified example, similar to the implementation method, in step S30, a determination is made as to whether there is a possibility of collision between the vehicle 102 and the moving body, whose tracks intersect. In steps S50 and S60, a determination is made as to whether the vehicle 102 and the moving body are moving along tracks with different heights. Furthermore, in steps S75 to S95, a determination is made as to whether the possibility of collision between the vehicle 102 and the moving body, which are traveling along tracks that intersect at the same height, is high. When it is determined that the possibility of collision between the vehicle 102 and the moving body is high, in step S100, a visual alarm and an audible alarm are issued, and the collision between the vehicle 102 and the moving body is avoided by automatically controlling the acceleration and deceleration of the vehicle 102.

[0086] As can be seen from the above description, according to the implementation method and its variations, when it is determined that the vehicle 102 and the moving body are moving along tracks with different heights (S50 and S60), collision avoidance assist control is not performed (S100). That is, the alarm is not issued and the acceleration and deceleration control of the vehicle 102 is not performed, but a process equivalent to reducing the control amount of collision avoidance assist control to zero is performed.

[0087] Therefore, it prevents unnecessary collision avoidance assist control from automatically accelerating or decelerating the vehicle and issuing warnings when other moving objects approaching from the side of the vehicle at a different height. This prevents adverse effects caused by collision avoidance assist control. Specifically, it prevents unwanted speed changes by the driver and avoids annoying passengers with unnecessary warnings.

[0088] Furthermore, there is no need for radar devices capable of detecting the height of other vehicles, such as expensive radar devices with antenna elements positioned at multiple locations at different heights, thus avoiding the expense of collision avoidance devices.

[0089] It should be noted that, as Figure 7 As shown, when there is a high probability of a collision between this vehicle and another vehicle approaching from the side at a level intersection, no stationary structure is detected on the vehicle's track (S50) and it is not determined that a moving object is approaching a stationary structure (S60). Therefore, collision avoidance assist control is performed, thus assisting in collision avoidance.

[0090] Furthermore, according to the embodiments and variations, in step S50, when it is determined that a stationary object is detected on the track of the vehicle 102 and the stationary object exceeds the width of the lane in which the vehicle is traveling and extends across the track of the vehicle, the stationary object is determined to be a stationary structure.

[0091] Therefore, it can prevent road signs, traffic lights, and large vehicles that are parked from being mistakenly identified as stationary structures, and thus accurately determine whether a moving object approaching from the side of the vehicle is moving at a different height from the vehicle.

[0092] In particular, according to the modified example, the determination of whether the vehicle is likely to collide with a moving object is performed through steps S75 to S95. Therefore, compared with the case where the determination is performed through steps S70 and S80 of the implementation method, the determination of whether the vehicle is likely to collide with a moving object can be performed with high accuracy.

[0093] The present invention has been described in detail above with reference to specific embodiments and modifications. However, the present invention is not limited to the embodiments and modifications described above. It will be obvious to those skilled in the art that various other embodiments can be adopted within the scope of the present invention.

[0094] For example, in the above-described embodiments and variations, when it is determined that the vehicle 102 and the moving body are moving along tracks with different heights (S50 and S60), collision avoidance assist control is not performed (S100). That is, instead of issuing an alarm and controlling the acceleration and deceleration of the vehicle 102, the equivalent processing of reducing the control amount of collision avoidance assist control to zero is performed.

[0095] However, acceleration / deceleration control can also be performed by reducing the control input. In this case, changes in the vehicle's acceleration / deceleration that are independent of the driver's driving operations can be reduced, i.e., changes in vehicle speed that the driver does not want.

[0096] In addition, the intensity of an alarm can be reduced to trigger it. In the case of an auditory alarm, this can be achieved, for example, by lowering its volume; in the case of a visual alarm, it can be achieved by reducing the size or brightness of the text. Furthermore, the intensity of an alarm can also be reduced by decreasing the number of alarm types, such as omitting either an auditory or visual alarm. In these cases, the prominence of the alarm is reduced, thus decreasing the likelihood of passengers becoming annoyed by unnecessary alarms.

[0097] Furthermore, in the above-described embodiments and modifications, the radar device is a radar sensor that radiates millimeter waves as radar waves. However, the radar device in this invention may also be a radar device that radiates lasers as radar waves or a radar device that radiates sound waves as radar waves.

[0098] Furthermore, in the above-described embodiments and variations, the collision avoidance auxiliary control includes automatic acceleration / deceleration control and alarm issuance, but it may also be only one of automatic acceleration / deceleration control and alarm issuance. In addition to automatic acceleration / deceleration control and / or alarm issuance, automatic steering of the steering wheel for collision avoidance can also be performed. It should be noted that in this case, when it is determined that the vehicle and the moving object are moving along tracks with different heights, the amount of automatic steering control can be reduced.

[0099] Furthermore, in the above-described embodiments and variations, the determination of the possibility of a collision between the vehicle and the moving body whose tracks intersect is performed in step S30 by determining whether the tracks of the vehicle and the moving body intersect and whether they are approaching each other. However, the determination of the possibility of a collision can also be the same as steps S75 to S95 in the variations, that is, the reference values ​​of the above formulas (3) and (4) are set to positive constants that are greater than the reference values ​​TTCc and TTCd, respectively.

[0100] Furthermore, in the above-described embodiments and modifications, the determination of whether the probability of the vehicle colliding with a moving object is high is performed in steps S70 and S80 in the embodiments, and in steps S75 to S95 in the modifications. However, the determination of whether the probability of the vehicle colliding with a moving object is high can also be performed using any method known in the art.

Claims

1. A collision avoidance device, comprising: The radar device detects objects around the vehicle. And a control device, configured to perform collision avoidance assist control to avoid a collision when it is determined that the vehicle may collide with an object detected by the radar device, wherein, The control device is configured to determine that the stationary object is a stationary structure when it is determined by the radar device to be a stationary object detected on the track in front of the vehicle and the stationary object exceeds the width of the lane in which the vehicle is traveling and extends across the track. The control device is further configured to: even if it is determined that a moving object is detected in front of the vehicle by the radar device and the tracks of the vehicle and the moving object intersect each other and the vehicle and the moving object are approaching each other, when it is determined that a stationary structure is detected on the track by the radar device and the moving object is approaching the stationary structure, it will not determine the probability of collision based on the distance between the vehicle and the moving object, or the probability of collision based on the relationship between the time when the vehicle and the moving object reach the intersection of the tracks of the vehicle and the moving object. Instead, it will reduce the control amount of the collision avoidance assist control compared to when a stationary structure is not detected on the track by the radar device and when a stationary structure is detected on the track by the radar device and the moving object is not approaching the stationary structure.

2. The collision avoidance device according to claim 1, wherein, The collision avoidance assist control is a control that automatically accelerates or decelerates the vehicle to reduce the probability of the vehicle colliding with the moving object, and the control device is configured to reduce the control amount for acceleration or deceleration.

3. The collision avoidance device according to claim 2, wherein, The control device is configured to disable automatic acceleration and deceleration control of the vehicle by reducing the control amount of automatic acceleration and deceleration control to zero.

4. The collision avoidance device according to claim 1, wherein, The collision avoidance assist control is a control that issues an alert to the driver that the vehicle may collide with the moving object, and the control device is configured to reduce the control amount of the control that issues the alert to reduce the prominence of the alert.

5. The collision avoidance device according to claim 4, wherein, The control device is configured to prevent an alarm from being issued by reducing the control quantity of the control that issued the alarm to zero.

6. A collision avoidance method, comprising the following steps: The system acquires information about objects around the vehicle detected by a radar device; determines whether the vehicle has a possibility of colliding with an object detected by the radar device; and, if the possibility is determined to exist, performs collision avoidance assist control to avoid the collision. The collision avoidance method includes the following steps: when it is determined that a stationary object is detected on the track in front of the vehicle by the radar device and the stationary object exceeds the width of the lane in which the vehicle is traveling and extends across the track, the stationary object is determined to be a stationary structure; it is determined whether a stationary structure is detected on the track by the radar device and whether a moving body is approaching the stationary structure; and even if it is determined that a moving body is detected in front of the vehicle by the radar device and the tracks of the vehicle and the moving body intersect each other and the vehicle and the moving body are approaching each other, when it is determined that a stationary structure is detected on the track by the radar device and the moving body is approaching the stationary structure, the probability of collision based on the distance between the vehicle and the moving body, and the probability of collision based on the relationship between the time when the vehicle and the moving body reach the intersection of the tracks of the vehicle and the moving body, are not determined, but the control amount of the collision avoidance auxiliary control is reduced compared to when a stationary structure is not detected on the track by the radar device and when a stationary structure is detected on the track by the radar device and the moving body is not approaching the stationary structure.

7. A collision avoidance procedure article that causes an electronic control device mounted on a vehicle to perform the following steps: acquiring information about objects around the vehicle detected by a radar device; determining whether the vehicle has a possibility of colliding with an object detected by the radar device; and, when the possibility is determined to exist, performing collision avoidance assistance control to avoid a collision, wherein... The collision avoidance procedure includes the following steps: when it is determined that a stationary object is detected on the track in front of the vehicle by the radar device and the stationary object exceeds the width of the lane in which the vehicle is traveling and extends across the track, the stationary object is determined to be a stationary structure; it is determined whether a stationary structure is detected on the track by the radar device and whether a moving body is approaching the stationary structure; and even if it is determined that a moving body is detected in front of the vehicle by the radar device and the tracks of the vehicle and the moving body intersect each other and the vehicle and the moving body are approaching each other, when it is determined that a stationary structure is detected on the track by the radar device and the moving body is approaching the stationary structure, the probability of collision based on the distance between the vehicle and the moving body, and the probability of collision based on the relationship between the time when the vehicle and the moving body reach the intersection of the tracks of the vehicle and the moving body, are not determined, but rather the control amount of the collision avoidance auxiliary control is reduced compared to when a stationary structure is not detected on the track by the radar device and when a stationary structure is detected on the track by the radar device and the moving body is not approaching the stationary structure.

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