Vehicle control device

Abstract

Vehicle control device with an information retrieval device (24, 26) which obtains peripheral information containing information about objects located around a vehicle and a lane of its own on which the vehicle is currently traveling, a brake actuator (54) adapted to be capable of applying braking force to the vehicle, a steering actuator (66) adapted to be capable of changing a steering angle of the vehicle, and a control unit (20, 40, 50, 60) which controls the brake actuator and the steering actuator, where the control unit is set up to Obtaining a collision index value indicating a probability that the vehicle and the objects located in a travel range of the vehicle may collide with each other based on the peripheral information (step 415), and obtaining an overlap rate indicating a degree of overlap in a vehicle width direction between the vehicle and an obstacle that is the object with the smallest collision index value based on the peripheral information (step 420 and step 425), Performing an automatic brake control in which the brake actuator is controlled to apply the braking force to the vehicle (step 445 "Yes") when an execution condition, which is satisfied when the collision index value for the obstacle and a collision avoidance threshold satisfy a predetermined condition, is satisfied (step 440 "Yes"), in a case where the overlap rate is greater than or equal to a predetermined threshold overlap rate (step 430 "Yes"), Performing an automatic steering control in which the steering angle is changed by the steering actuator such that the vehicle travels to the avoidance area (step 470) when the execution condition is satisfied (step 465 "Yes"), in a case where the overlap rate is smaller than the predetermined threshold overlap rate (step 430 "No") and further an avoidance area exists in which the vehicle can avoid a collision with the obstacle without traveling out of its own lane, and a passage of the vehicle is not blocked by a passage-barrier object that is an object other than the obstacle (step 455 "Yes"), and Performing the automatic braking control (step 720) when at least one specific condition including a condition that the execution condition is satisfied is satisfied (step 485, step 705 "Yes"), when the passage barrier object exists (step 475 "Yes"), in a case where the overlap rate is smaller than the threshold overlap rate (step 430 "No") and further the avoidance area does not exist (step 455 "No").

Description

Technical area

[0001] The present disclosure relates to a vehicle control device that performs automatic braking control in which braking force is applied to wheels when an overlap rate of an obstacle, which is an object located in a travel range of a vehicle, with the vehicle is greater than a threshold overlap rate, and performs automatic steering control in which a steering angle is controlled so as to avoid a collision with the obstacle when the overlap rate is smaller than the threshold overlap rate. Technical background

[0002] A vehicle control device is known from the prior art that performs automatic braking control, applying braking force to the wheels to avoid a collision with an obstacle or to mitigate collision damage upon collision with an obstacle. The obstacle is an object located within a travel range of a vehicle and having the shortest time to collision (hereinafter referred to as "TTC," where TTC is an abbreviation for Time To Collision), which is a predicted time until collision with the vehicle or closest approach to the vehicle.

[0003] For example, a vehicle control device described in Patent Document 1 (PTL1) (hereinafter referred to as “first conventional device”) performs automatic braking control when an overlap rate representing a degree of overlap in a vehicle width direction of a vehicle and an obstacle is equal to or greater than a predetermined threshold overlap rate.

[0004] On the other hand, it is very likely that a collision with the obstacle can be avoided by a driver operating a steering wheel when the overlap rate is smaller than the threshold overlap rate. If automatic braking control is performed in such a case, the driver is very likely to experience a sense of mismatch. For this reason, the first conventional device does not perform automatic braking control when the overlap rate is smaller than the threshold overlap rate.

[0005] Furthermore, a vehicle control device described in Patent Document 2 (PTL2) (hereinafter referred to as "second conventional device") performs automatic steering control in which a steering angle is controlled such that a vehicle travels in an avoidance area on one side of an obstacle to avoid a collision with the obstacle without traveling out of its own lane. Citation listPatent literature PTL1 Japanese Patent Application Disclosure (kokai) No. JP 2017- 56 795 A PTL2 Japanese Patent Application Disclosure (kokai) No. JP 2017- 43 262 A

[0006] DE 10 2014 008 662 A1 discloses a method and a device for mitigating the consequences of a vehicle collision. At least one collision avoidance mode is activated from a set of at least three different collision avoidance modes. Upon activation of a first collision avoidance mode, a braking maneuver is performed. Upon activation of a second collision avoidance mode, an evasive maneuver is performed. Upon activation of a third collision avoidance mode, a braking maneuver and an evasive maneuver are performed simultaneously. The respective collision avoidance mode is activated depending on the vehicle's own driving speed, a traffic situation, and / or the available clearance in the vehicle's surroundings.

[0007] DE 10 2004 056 027 A1 discloses a method and a vehicle assistance system for preventing collisions of a vehicle or for reducing the severity of a collision. The method comprises recording the speed and direction of movement of the vehicle, detecting the position of objects in the vehicle's surroundings, recording the speed and direction of movement of the objects relative to the vehicle, predicting the future position of the objects relative to the vehicle, evaluating the current and future position of the objects relative to the vehicle, issuing a warning to the driver, and / or performing automatic steering and / or braking intervention by a vehicle assistance system depending on the assessment if, according to the assessment, a collision with an object is unavoidable without system intervention. Short summary

[0008] In the second conventional device, it is not examined how the vehicle should be controlled in a case where a passage-blocking object other than the obstacle exists in an area (avoidance area) through which the vehicle passes when the automatic steering control is performed, and the passage of the vehicle is therefore blocked. Of course, the control of the vehicle under the situation described above is also not examined in the first conventional device.

[0009] The present disclosure has been devised to address the above-mentioned problem. That is, one of the objects of the present disclosure is to provide a vehicle control device that appropriately controls a vehicle when a passage-blocking object is present in a case where automatic steering control is to be performed.

[0010] A vehicle control device according to the present disclosure (which may also be referred to as a “present disclosure device”) comprises: an information acquisition device (24, 26) which acquires peripheral information containing information about objects located around a vehicle and a lane of its own on which the above-mentioned vehicle is currently traveling, a brake actuator (54) adapted to apply braking force to the above-mentioned vehicle, a steering actuator (66) adapted to change a steering angle of the above-mentioned vehicle, and a control unit (20, 40, 50, 60) which controls the above-mentioned brake actuator and the above-mentioned steering actuator.

[0011] The above-mentioned control unit is also designed to to obtain a collision index value indicating a probability that the above-mentioned vehicle and the objects located in a travel range of the above-mentioned vehicle may collide with each other based on the above-mentioned peripheral information (step 415), and to obtain an overlap rate indicating a degree of overlap in a vehicle width direction between the above-mentioned vehicle and an obstacle, which is the object with the smallest collision index value, based on the above-mentioned peripheral information (step 420 and step 425), an automatic brake control in which the above-mentioned brake actuator is controlled to apply the above-mentioned braking force to the above-mentioned vehicle (step 445 "Yes") when an execution condition that is satisfied when the collision index value for the above-mentioned obstacle and a collision avoidance threshold satisfy a predetermined condition (step 440 "Yes") in a case where the above-mentioned overlap rate is greater than or equal to a predetermined threshold overlap rate (step 430 "Yes"), to perform automatic steering control in which the above-mentioned steering angle is changed by the above-mentioned steering actuator such that the above-mentioned vehicle travels to the above-mentioned avoidance area (step 470) when the above-mentioned execution condition is satisfied (step 465 "Yes"), in a case where the above-mentioned overlap rate is smaller than the above-mentioned predetermined threshold overlap rate (step 430 "No"), and further, an avoidance area exists in which the above-mentioned vehicle can avoid a collision with the above-mentioned obstacle without traveling out of the above-mentioned own lane, and a passage of the above-mentioned vehicle is not blocked by a passage-barrier object other than the above-mentioned obstacle (step 455 "Yes"), and, when at least one specific condition including a condition that the above-mentioned execution condition is satisfied is satisfied (step 485, step 705 "Yes"), when the above-mentioned passage-barrier object exists (step 475 "Yes"), to perform the above-mentioned automatic braking control (step 720) in a case where the above-mentioned overlap rate is smaller than the above-mentioned threshold overlap rate (step 430 "No") and further the above-mentioned avoidance area does not exist (step 455 "No").

[0012] When an avoidance space exists and the execution condition is satisfied, the present disclosure device executes automatic steering control in a case where the overlap rate is smaller than the threshold overlap rate. Since there is a possibility that the vehicle may collide with the passage-barrier object if automatic steering control is performed when the avoidance space does not exist due to the presence of the passage-barrier object, automatic steering control is not executed in a case where the overlap rate is smaller than the threshold overlap rate. In such a situation, it is assumed that a possibility that a driver can perform a steering operation to avoid collision with the obstacle is comparatively low even if the overlap rate is smaller than the threshold overlap rate.For this reason, when a specific condition is met, the present disclosure device performs automatic braking control in a case where the overlap rate is smaller than the threshold overlap rate and the avoidance space does not exist due to the presence of the passage-barrier object. The present disclosure device can thus appropriately perform control to avoid collision with the obstacle while reducing as much as possible the possibility that the driver will feel a sense of disproportion due to the execution of automatic braking control when the driver is about to perform the above-mentioned steering operation.

[0013] In some embodiments The above-mentioned control unit is designed to Obtaining a virtual overlap rate indicating a degree of overlap in a vehicle width direction of the above-mentioned vehicle between the above-mentioned vehicle and a virtual obstacle obtained by assuming that the above-mentioned obstacle and the above-mentioned passage-barrier object are a virtual object (step 480) when the above-mentioned passage-barrier object exists (step 475 "Yes"), in a case where the above-mentioned overlap rate is smaller than the above-mentioned threshold overlap rate (step 430 "No") and further the above-mentioned avoidance area does not exist (step 455 "No"), and Judging that the above-mentioned special condition is satisfied in a case where the above-mentioned virtual overlap rate is greater than or equal to the above-mentioned threshold overlap rate (step 705 "Yes") and the above-mentioned execution condition is satisfied (step 715 "Yes").

[0014] According to the above-mentioned configuration, the degree of overlap between the virtual obstacle and the vehicle is obtained as a virtual overlap rate. Since a probability that the driver may perform the above-mentioned steering operation is low, when the virtual overlap rate is greater than or equal to the threshold overlap rate, the automatic braking control is performed. According to the above-mentioned configuration, since it is determined whether to perform the automatic braking control depending on the virtual overlap rate, the probability that the driver will feel a sense of disproportion due to the automatic braking control performed when the driver is about to perform the steering operation can be further reduced.

[0015] In some embodiments The above-mentioned control unit is designed to Setting the above-mentioned collision avoidance threshold to a value such that the smaller the above-mentioned overlap rate becomes, the more difficult it becomes for the above-mentioned execution condition to be satisfied (step 435, step 460, Fig. 5), in judging whether the above-mentioned execution condition is satisfied or not (step 440, step 465) in a case where the above-mentioned overlap rate is greater than or equal to the above-mentioned threshold overlap rate (step 430 "Yes"), and / or a case where the above-mentioned overlap rate is smaller than the above-mentioned threshold overlap rate (step 430 "No") and further the above-mentioned avoidance area exists (step 455 "Yes"), and Setting the above-mentioned collision avoidance threshold to a value that the smaller the above-mentioned virtual overlap rate becomes, the harder it becomes that the above-mentioned execution condition is satisfied in judging (step 710) whether or not the above-mentioned execution condition is satisfied (step 715) in a case where the above-mentioned overlap rate is smaller than the above-mentioned threshold overlap rate (step 430 "No") and further the above-mentioned avoidance area does not exist (step 455 "No") and the above-mentioned passage-barrier object exists (step 475 "Yes").

[0016] This means that the execution condition will be satisfied at an appropriate time corresponding to the overlap rate, and automatic braking control and automatic steering control can be performed at an appropriate time. It also means that the execution condition will be satisfied at an appropriate time corresponding to the virtual overlap rate, and automatic braking control can be performed at an appropriate time.

[0017] In the above description, names and / or reference numerals used in the embodiments described below are added in parentheses to components of the embodiments described below to assist in understanding the present disclosure. However, each of the components of the present disclosure is not limited to the embodiments specified by the above-mentioned names and / or reference numerals. Further objects, further features, and accompanying advantages of the present disclosure will become apparent from the following description of the embodiments of the present disclosure with reference to the drawings. Brief description of the drawings Fig. 1 shows a schematic system configuration diagram of a vehicle control device according to an embodiment of the present disclosure (the present control device). Fig. 2A shows a diagram for describing an arithmetic processing of an overlap rate. Fig. Figure 2B shows a diagram for describing a situation of an own lane in a case where no other object exists in an avoidance area. Fig. 3 shows a diagram for describing a situation of an own lane in a case where another object exists in an avoidance area. Fig. Fig. 4 is a flowchart showing a collision avoidance control routine executed by a CPU of a Fig. 1 shown collision avoidance ECU. Fig. 5 shows a diagram describing a threshold time map. Fig. Fig. 6 is a flowchart showing an avoidance area judgment routine that the CPU of the Fig. 1 shown collision avoidance ECU. Fig. Fig. 7 is a flowchart showing a brake control re-evaluation routine that the CPU of the Fig. 1 shown collision avoidance ECU. Fig. 8 is a flowchart showing a collision avoidance control routine executed by a CPU of a collision avoidance ECU of the present control apparatus according to a first modification. Description of the embodiments

[0018] Hereinafter, a vehicle control device according to an embodiment of the present disclosure (hereinafter referred to as “the present control device”) 10 will be described with reference to FIG. Fig. 1 to 7. In Fig. 1, the present control device 10 and a vehicle VA to which the control device 10 is applied are shown.

[0019] As in Fig. 1, the present control device 10 includes a collision avoidance ECU (hereinafter referred to as “CAECU”) 20, an engine ECU 40, a brake ECU 50, and a steering ECU 60. These ECUs are connected to each other in such a way that they can exchange data (communicate) via a CAN (Controller Area Network).

[0020] The ECU is an abbreviation for Electronic Control Unit (ECU), and is an electronic control circuit that has a microcomputer as its main component, including a CPU, ROM, RAM, and an interface, etc. The ECU can be referred to as a "control unit" or "control device." The CPU implements various functions by executing instructions (routines) stored in the memory (ROM). All or some of the ECUs 20, 40, 50, and 60 listed above can be integrated into one ECU.

[0021] The present control device 10 further comprises a plurality of wheel speed sensors 22, a camera device 24, a millimeter-wave radar device 26, and an acceleration sensor 28. These are connected to the CAECU 20.

[0022] The wheel speed sensor 22 is provided for each wheel of the vehicle VA. Each wheel speed sensor 22 generates a wheel pulse signal each time a corresponding wheel rotates a predetermined angle. The CAECU 20 counts the number of pulses per unit time for the wheel pulse signals transmitted from the respective wheel speed sensor 22 and obtains a rotational speed (wheel speed) of each wheel based on the number of pulses. The CAECU 20 obtains a vehicle speed Vs representing the speed of the vehicle VA based on the wheel speed of each wheel. The CAECU 20 obtains, for example, an average value of the wheel speeds of four wheels as the vehicle speed Vs.

[0023] The camera device 24 is arranged at an upper portion of a windshield inside the vehicle VA. The camera device 24 acquires image data of an image (camera image) of a front area of ​​the vehicle VA and acquires object information (camera object information) and white line information, etc., from the image.

[0024] The camera object information includes a distance to an object (a vehicle and a pedestrian, etc.) located in the front area, a direction to the object, and a width of the object, etc. The white line information includes positions of a right white line RWL and a left white line LWL, which represent a dedicated lane SL, which is a lane in which the vehicle VA is currently traveling (cf. Fig. 2B and Fig. 3) classify the vehicle VA, etc.

[0025] The millimeter-wave radar device 26 is provided near the center in a vehicle width direction of a front end of the vehicle VA (hereinafter referred to as the front-end center portion). The millimeter-wave radar device 26 transmits a millimeter wave that propagates in a predetermined area in front of the vehicle VA. The millimeter wave is reflected by a three-dimensional object (an object), such as another vehicle, a pedestrian, and a two-wheeled vehicle. The millimeter-wave radar device 26 receives this reflected wave and acquires radar object information based on the reflected wave. The radar object information includes a distance to the object, a relative speed of the object with respect to the vehicle VA, and a direction of the object to the vehicle VA, etc.

[0026] The acceleration sensor 28 detects an acceleration in a front-rear direction, an acceleration in a vehicle width direction (lateral direction (which may be referred to as “lateral acceleration” hereinafter)), and an acceleration in a height direction acting on the vehicle VA, and transmits a detection signal representing this acceleration to the CAECU 20.

[0027] The CAECU 20 detects an object based on the camera object information and the radar object information. Specifically, the CAECU 20 specifies a distance to the object (vertical position) and a relative speed of the object based on the radar object information. The CAECU 20 further specifies a width of the object in a vehicle width direction (width) and a location of an object (horizontal position) in a vehicle width direction based on the camera object information.

[0028] The engine ECU 40 is connected to an accelerator pedal operation amount sensor 42 and an engine sensor 44 and receives detection signals from these sensors.

[0029] The accelerator pedal operation amount sensor 42 detects an operation amount of an accelerator pedal (not shown) of the vehicle VA (ie, an accelerator pedal operation amount AP). The accelerator pedal operation amount AP is "0" when a driver does not operate an accelerator pedal.

[0030] The engine sensor 44 is a sensor that detects an operating state variable of a "spark-ignition, fuel-injected internal combustion engine that is a power source of the vehicle VA," which is not shown. The engine sensors 44 include a throttle opening sensor, an engine speed sensor, and an intake air quantity sensor, among others.

[0031] Furthermore, the engine ECU 40 is connected to engine actuators 46, such as a throttle actuator and a fuel injector. The engine ECU 40 controls the engine actuator 46, thereby changing the torque generated by the internal combustion engine to adjust the driving force of the vehicle VA.

[0032] The engine ECU 40 determines a target throttle opening TAtgt such that the larger the accelerator pedal opening AP becomes, the larger the target throttle opening TAtgt becomes. The engine ECU 40 controls a throttle actuator such that an opening of a throttle valve coincides with the target throttle opening TAtgt.

[0033] The brake ECU 50 is connected to the wheel speed sensor 22 and a brake pedal operation amount sensor 52 and receives detection signals from these sensors.

[0034] The brake pedal operation amount sensor 52 detects an operation amount of a brake pedal (not shown) of the vehicle VA (ie, a brake pedal operation amount BP). The brake pedal operation amount BP is "0" when the brake pedal is not operated.

[0035] The brake ECU 50 acquires a rotational speed of each wheel and a vehicle speed Vs based on the wheel pulse signals transmitted from the wheel speed sensors 22, similarly to the CAECU 20. The brake ECU 50 may acquire these from the CAECU 20.

[0036] Furthermore, the brake ECU 50 is connected to a brake actuator 54. The brake actuator 54 is a hydraulic control actuator. The brake actuator 54 is arranged in a hydraulic circuit between a master cylinder, which pressurizes hydraulic fluid by a pedaling force on a brake pedal, and a friction brake device including a known wheel cylinder provided in each wheel (these components are not illustrated). The brake actuator 54 adjusts a hydraulic pressure applied to the wheel cylinder and adjusts a braking force of the vehicle VA.

[0037] The brake ECU 50 determines a "target acceleration, which is a negative value," based on the brake pedal operation amount BP. The brake ECU 50 controls the brake actuator 54 so that the actual acceleration of the vehicle VA matches the target acceleration.

[0038] The steering ECU 60 is a control unit for a known power steering system and is connected to a steering angle sensor 62 and a steering motor 66. The steering motor 66 is installed in a steering device (not shown) of the vehicle VA, which includes a steering wheel (not shown), a steering shaft, and a steering gear mechanism (not shown) connected to the steering wheel, etc.

[0039] The steering angle sensor 62 detects a steering angle θ of the vehicle VA and outputs a detection signal representing the steering angle θ to the steering ECU 60.

[0040] The steering motor 66 generates torque according to electric power, the direction and magnitude of which are controlled by the steering ECU 60, to add steering assist torque and / or steer a pair of steered wheels. That is, the steering angle can be controlled using the steering motor 66. The above-mentioned electric power is supplied from a battery (not shown) mounted on the vehicle VA. (Overview of how it works)

[0041] The CAECU 20 specifies an object present within a travel range of the vehicle VA based on the camera object information and the radar object information. That is, an object located within a range between a predicted right front end route and a predicted left front end route of the vehicle VA (within the travel range) is specified. The predicted route is presumed based on a current travel direction of the vehicle VA.

[0042] If the number of specified objects is one, the CAECU 20 considers the specified object as an obstacle OB and calculates a TTC of the object. If a plurality of objects are specified, the CAECU 20 calculates the TTC for each of the objects and selects an object with the minimum TTC among these objects as the obstacle OB.

[0043] The CAECU 20 acquires (calculates) an overlap rate Lp of the vehicle VA and the obstacle OB, which will be described later. The overlap rate Lp represents a degree of overlap between the obstacle and the vehicle VA in a vehicle width direction.

[0044] Next, the CAECU 20 judges whether the overlap rate Lp is greater than or equal to a threshold overlap rate Lpth. The CAECU 20 starts an automatic braking control, which will be described later, when the TTC of the obstacle OB becomes less than or equal to a threshold time Tth in a case where it is judged that the overlap rate Lp is greater than or equal to the threshold overlap rate Lpth. That the TTC of the obstacles OB is less than or equal to the threshold time Tth means the satisfaction of an execution condition. The threshold time Tth is set such that the smaller the overlap rate, the shorter the threshold time Tth (see Fig. 5). The threshold time Tth can be referred to as the "collision avoidance threshold." Automatic braking control itself is a well-known control method that causes a wheel to generate braking force to avoid a collision with the obstacle OB by stopping the vehicle VA just before the obstacle OB.

[0045] On the other hand, the CAECU 20 judges whether an avoidance area SP exists when judging that the overlap rate Lp is smaller than the threshold overlap rate Lpth. The avoidance area SP is an area in which the vehicle VA can avoid a collision with the obstacle OB without leaving its own lane SL (while keeping the entire vehicle VA in its own lane SL) and a passage of the vehicle VA is not blocked by a passage-blocking object PO that is an object other than the obstacle OB.

[0046] That is, the CAECU 20 judges that the avoidance area SP exists if both of the following conditions 1 and 2 are met. Condition 1: The vehicle VA can avoid the obstacle OB without leaving its own lane SL. Condition 2: The vehicle VA can avoid the obstacle OB without the passage of the vehicle VA being blocked by the passage barrier object PO.

[0047] The CAECU 20 starts automatic steering control when the TTC of the obstacle becomes less than or equal to the threshold time Tth in a case where it is judged that the avoidance area SP exists. Automatic steering control is a self-known control in which a steering angle of the vehicle VA is automatically changed so that the vehicle VA travels along a route passing through the avoidance area SP, thereby avoiding a collision with the obstacle OB without deviating from the own lane SL.

[0048] On the other hand, the CAECU 20 judges whether the passage-barrier object PO exists when it is judged that the avoidance area SP does not exist. The CAECU 20 acquires a virtual overlap rate VLp by calculation when it is judged that the passage-barrier object PO exists (that is, when it is judged that the avoidance area SP does not exist due to a fact that Condition 2 is not satisfied). The virtual overlap rate VLp is the overlap rate Lp of the vehicle VA and a virtual obstacle, which is a virtual object obtained under the assumption that the obstacle OB and the passage-barrier object are one object. Although the processing for acquiring the virtual overlap rate VLp will be described in detail below, the virtual overlap rate VLp becomes larger than the overlap rate Lp of the obstacle.The distance and relative speed of the virtual obstacle with respect to the vehicle VA are the same as those of the obstacle OB.

[0049] The CAECU 20 judges whether the virtual overlap rate VLp is greater than or equal to the threshold overlap rate Lpth. The CAECU 20 performs automatic braking control when a specific condition is met that the virtual overlap rate VLp is greater than or equal to the threshold overlap rate Lpth and the TTC of the obstacle OB is less than or equal to the threshold time Tth. On the other hand, the CAECU 20 performs neither automatic braking control nor automatic steering control when the above-mentioned specific condition is not met. In particular, when the virtual overlap rate VLp is less than the threshold overlap rate Lpth, the probability that a driver avoids a collision with the obstacle by operating a steering wheel is high.Since there is a high probability that the driver will feel a sense of disproportion when the automatic braking control is performed in such a case, the CAECU 20 is configured not to perform the automatic braking control when the virtual overlap rate VLp is smaller than the threshold overlap rate Lpth.

[0050] From the above description, it can be seen that the present control device 10 performs automatic braking control if a specific condition (VLp ≥ LPth and TTC ≤ Tth) is satisfied in a case where the avoidance area SP does not exist due to the presence of the passage-barrier object PO. Although automatic steering control cannot be performed when the avoidance area SP does not exist due to the presence of the passage-barrier object PO, automatic braking control is performed when the specific condition is satisfied. This makes it possible to provide a driver with appropriate control to help the vehicle VA avoid a collision with the obstacle OB without giving the driver a sense of disproportion.

[0051] The TTC, the overlap rate Lp, the avoidance area SP and the virtual overlap rate VLp are described below. <ttc>

[0052] The CAECU obtains the TTC by dividing the distance to the object by the relative speed of the object. <Overlap rate>

[0053] The CAECU 20 obtains the overlap rate Lp using the following formula 1: Lp=(L / W)×100 L: Length of overlap of the obstacle with the vehicle VA in the vehicle width direction Dy (see Fig. 2A and Fig. 2B) W: Vehicle width of the vehicle VA

[0054] In Fig. 2A and Fig. 2B, the character Dx shows a front-rear direction of the vehicle VA, and the character Dy shows the vehicle width direction, which is the right-left direction of the vehicle VA. <Vermeidungsbereich SP>

[0055] The CAECU 20 judges whether the obstacle overlaps on the right or left side with respect to a center portion of the front end of the vehicle VA. In the Fig. In the example shown in Figure 2B, the obstacle OB (which is shown in Fig. 2B) with the vehicle VA on the left side. In this case, the CAECU 20 attempts to avoid a collision with the obstacle OB by changing a route of the vehicle VA from its current position to the right. Therefore, the CAECU 20 judges whether the avoidance area SP exists on the right side of the obstacle OB (i.e., the CAECU 20 judges whether both the above-mentioned condition 1 and condition 2 are met). • Assessment procedure of condition 1

[0056] The CAECU 20 judges that Condition 1 is satisfied when a distance Wsp between a right end point RP of the obstacle OB and the right white line RWL (hereinafter referred to as "judgment distance Wsp") is a value obtained by adding a predetermined margin D to a vehicle width W of the vehicle VA or larger (that is, when the following Formula 2 is satisfied). Wsp≥W+D D: Predetermined edge (D > 0)

[0057] When the obstacle OB overlaps with the vehicle VA on the right side, the CAECU 20 obtains a distance between a left end point of the obstacle OB and the left white line LWL as the judgment distance Wsp. • Assessment procedure of condition 2

[0058] When the CAECU 20 judges that Condition 1 is satisfied, the CAECU 20 judges whether an object exists in a predicted passage area PA, which is an area where the vehicle VA is expected to pass through when the automatic steering control is performed. If an object exists in the predicted passage area PA, the CAECU 20 considers the object to be the passage-barrier object PO. For this reason, the CAECU 20 judges that Condition 2 is satisfied when the CAECU 20 judges that an object does not exist in the predicted passage area PA.

[0059] The predicted passage area PA is described below. The CAECU 20 defines as the avoidance area SP a rectangular space or area with a length Wsp in the vehicle width direction Dy from the right end point RP of the obstacle to the right and with a length from the front end of the vehicle VA to a "point a predetermined length Lsp away from the nearest point CP, which is a point of the obstacle closest to the vehicle VA in a direction away from the vehicle VA in the front-rear direction Dx" (see Fig. 2B and Fig. 3). The length Lsp can be set as a length of approximately the length of the vehicle VA in its front-to-rear direction (vehicle length of the vehicle VA), and can be set as a length of approximately twice the vehicle length.

[0060] In the Fig. In the example shown in Figure 2B, it is assumed that the judgment distance Wsp satisfies Formula 2 above and the passage-barrier object PO does not exist. For this reason, the CAECU 20 judges in the Fig. 2B that the avoidance area SP exists, and performs the above-mentioned automatic steering control when the TTC of the obstacle becomes less than or equal to the threshold time Tth. <Virtuelle Überlappungsrate VLp>

[0061] The following is a summary of the Fig. 3 describes a processing for obtaining the virtual overlap rate VLp.

[0062] In the Fig. In the example shown in Figure 3, a pedestrian PD' (passage-blocking object PO) is present in the predicted passage area PA. The CAECU 20 obtains, from the virtual obstacles including the obstacle OB (the pedestrian Pd) and the passage-blocking object PO (the pedestrian PD'), a left endpoint LP located at the leftmost endpoint and a right endpoint located at the rightmost endpoint. In the example shown in Fig. 3, the left end point LP is acquired from the pedestrian Pd, and the right end point RP is acquired from the pedestrian PD'. The CAECU 20 acquires a value obtained by dividing a length L' by the vehicle width W as the virtual overlap rate VLp. The length L' is a length of overlap of an area between the left end point LP and the right end point RP with the vehicle VA in the vehicle width direction Dy. In the example shown in Fig. In the example shown in Figure 3, the virtual overlap rate VLp is "100%" since the length L' coincides with the vehicle width W.

[0063] Since the virtual overlap rate VLp is greater than or equal to the threshold overlap rate Lpth, the CAECU 20 judges that the above-mentioned special condition is satisfied and performs the automatic brake control when the TTC of the obstacle is less than or equal to the threshold time Tth. (Specific working method) <kollisionsvermeidungssteuerroutine>

[0064] The CPU of the CAECU 20 (“CPU” means the CPU of the CAECU 20, unless otherwise stated) executes a Fig. 4 every time a predetermined time elapses.

[0065] At a predetermined time, the CPU therefore starts the processing of step 400 in Fig. 4, performs the processing from step 405 to step 425 in this order and comes to step 430.

[0066] Step 405: The CPU acquires the camera object information and the white line information from the camera device 24 and acquires the radar object information from the millimeter wave radar device 26.

[0067] Step 410: The CPU specifies the left white line LWL and the right white line RWL based on the white line information, and specifies the area between the left white line LWL and the right white line RWL as its own lane SL.

[0068] Step 415: The CPU specifies an object located in the travel range of the vehicle VA based on the camera object information and the radar object information and calculates the TTC of the specified object.

[0069] Step 420: the CPU selects an object with the minimum TTC as an obstacle.

[0070] Step 425: the CPU calculates the overlap rate Lp of the obstacle.

[0071] Step 430: The CPU judges whether the overlap rate Lp is greater than or equal to the threshold overlap rate Lpth.

[0072] If the CPU judges that the overlap rate Lp is greater than or equal to the threshold overlap rate Lpth, the CPU judges "Yes" in step 430 and executes step 435 and step 440.

[0073] Step 435: the CPU obtains the threshold time Tth by applying the overlap rate Lp at the Fig. 5 shown threshold time map MapTth(Lp).

[0074] The threshold time map MapTth(Lp) was previously stored in the ROM of the CAECU 20. In the Fig. In the threshold time map MapTth(Lp) shown in Figure 5, the vertical axis represents the TTC, and the horizontal axis represents the overlap rate Lp. The value on the vertical axis decreases toward the bottom of the figure. The value on the horizontal axis decreases from the center outward. The right part of the horizontal axis represents the overlap rate Lp when the vehicle VA is on the right side with respect to the obstacle, and the left part of the horizontal axis represents the overlap rate Lp when the vehicle VA is on the left side with respect to the obstacle.

[0075] According to the threshold time map MapTth(Lp), the threshold time Tth is set to decrease as the overlap rate Lp decreases. That is, the smaller the overlap rate Lp, the more difficult it is to satisfy a condition that the TTC is less than or equal to the threshold time Tth. The threshold time Tth related to the overlap rate Lp being greater than or equal to the threshold overlap rate Lpth is the threshold time Tth for automatic braking control. The threshold time Tth related to the overlap rate Lp being less than the threshold overlap rate Lpth is the threshold time Tth for automatic steering control.

[0076] Step 440: the CPU judges whether the TTC of the obstacle is less than or equal to the threshold time Tth (that is, the CPU judges whether the execution condition is satisfied).

[0077] If the CPU judges that the TTC of the obstacle is greater than the threshold time Tth, the CPU judges "No" in step 440, goes to step 495, and terminates this routine once.

[0078] On the other hand, when the CPU judges that the TTC of the obstacle is less than or equal to the threshold time Tth, the CPU judges "Yes" in step 440, goes to step 445 to execute the automatic braking control, and goes to step 495 to terminate this routine once.

[0079] The automatic braking control is described in more detail below. The CPU transmits a requested acceleration Gbp, which is a predetermined negative value, to the engine ECU 40 and the brake ECU 50. A value of the requested acceleration Gbp is set to a value that allows the vehicle VA to stop before colliding with the obstacle, or to the maximum deceleration that the brake actuator 54 can produce.

[0080] The engine ECU 40 sets the target throttle opening TAtgt to "0 (minimum value)" when the requested acceleration Gbp is received. The brake ECU 50 applies the smaller of the target acceleration based on the brake pedal operation amount BP and the above-mentioned requested acceleration Gbp as the final target acceleration. And the brake ECU 50 controls the brake actuator 54 such that the acceleration in the front-rear direction of the vehicle VA agrees with the above-mentioned final target acceleration.

[0081] On the other hand, in a case where the CPU goes to step 430 and judges that the overlap rate Lp is smaller than the threshold overlap rate Lpth, the CPU judges "No" in step 430 and executes step 450 and step 455 in this order.

[0082] Step 450: The CPU executes an avoidance area judgment routine to judge whether the avoidance area SP exists (see Fig. 6).

[0083] Step 455: The CPU judges whether the avoidance area SP is judged to exist in the above-mentioned avoidance area judging routine.

[0084] If the CPU judges that the avoidance area SP exists, the CPU judges "Yes" in step 455 and executes step 460 and step 465 in that order.

[0085] Step 460: The CPU obtains the threshold time Tth by applying the overlap ratio Lp to the above threshold time map MapTth(Lp).

[0086] Step 465: the CPU judges whether the TTC of the obstacle is less than or equal to the threshold time Tth (that is, the CPU judges whether the execution condition is satisfied).

[0087] If the CPU judges that the TTC of the obstacle is greater than the threshold time Tth, the CPU judges "No" in step 465 and proceeds to step 495 and terminates this routine once. On the other hand, if the CPU judges that the TTC of the obstacle is less than or equal to the threshold time Tth, the CPU judges "Yes" in step 465, proceeds to step 470, and executes the automatic steering control. Thereafter, the CPU proceeds to step 495 and terminates this routine once.

[0088] The automatic steering control is described in more detail below.

[0089] The CPU determines a target travel route Rtgt, which is a route through which the center section of the front end of the vehicle VA passes so that the vehicle VA avoids a collision with the obstacle OB without leaving its own lane SL (that is, so that the vehicle VA passes through the avoidance area SP) (see Fig. 2B). Processing for determining the target travel route Rtgt is described in Japanese Patent Application Laid-Open (kokai) No. 2017-432262.

[0090] Then, the CPU calculates a target steering angle θtgt according to the following formula 3 such that the vehicle VA travels with the center portion of the front end of the vehicle VA along the target travel route Rtgt. θtgt=K1×Cb+K2×θL+K3×dL Cb: Curvature of the target route Rtgt at the current position of the vehicle VA. Its sign differs depending on the turning direction of the vehicle VA (turning left or turning right). θL: Angular deviation between the target route Rtgt and the direction of travel of the vehicle VA. dL: Distance in the vehicle width direction Dy between the center portion of the front end of the vehicle VA and the target travel route Rtgt. K1, K2, K3: Control variables (constants).

[0091] The CAECU 20 acquires Cb, θL and dL based on the camera image acquired by the camera device 24.

[0092] The CPU then transmits the target steering angle θtgt to the steering ECU 60. The steering ECU 60 controls a steering angle by driving the steering motor 66 such that the steering angle θ coincides with the target steering angle θtgt. Thus, the steering control is executed such that the vehicle VA avoids the obstacle OB without deviating from its own lane SL.

[0093] On the other hand, when the CPU judges that the avoidance area SP does not exist when going to step 455, the CPU judges "No" in step 455 and goes to step 475. In step 475, the CPU judges whether the passage prohibition object PO is judged to exist in the above-mentioned avoidance area judging routine.

[0094] If the avoidance area judgment routine judges that the passage-barrier object PO does not exist, the above-mentioned condition 1 is not satisfied. In this case, the CPU judges "No" in step 475 and proceeds to step 495, exiting this routine once. As a result, neither the automatic braking control nor the automatic steering control is executed.

[0095] On the other hand, when it is judged in the avoidance area judgment routine that the passage prohibition object PO exists, the CPU judges "Yes" in step 475, executes step 480 and step 485 in this order, goes to step 495, and terminates this routine once.

[0096] Step 480: the CPU obtains the virtual overlap rate VLp.

[0097] Step 485: the CPU performs a Fig. 7 shows the special condition judgment routine. <vermeidungsbereich-beurteilungsroutine>

[0098] If the CPU is at the Fig. 4, the CPU starts processing of the avoidance area judgment routine, which is represented by a flowchart in Fig. 6, from step 600 and goes to step 605.

[0099] Step 605: The CPU judges whether the obstacle overlaps with the vehicle VA on the left side of the vehicle VA.

[0100] If it is judged that the obstacle overlaps with the vehicle VA on the left side of the vehicle VA, the CPU judges "Yes" in step 605 and executes step 610 to step 620 in this order.

[0101] Step 610: the CPU obtains the right end point RP of the obstacle.

[0102] Step 615: The CPU obtains the distance between the right end point RP and the right white line RWL as the judgment distance Wsp.

[0103] Step 620: The CPU judges whether the judgment distance Wsp is greater than or equal to a "total value of the vehicle width W and the edge D".

[0104] When the CPU judges that the judgment distance Wsp is smaller than the total value described above, the CPU judges that the above-described condition 1 is not satisfied. In this case, the CPU judges "No" in step 620, proceeds to step 625 to judge that the avoidance area SP does not exist, and then proceeds to step 695 to terminate this routine once.

[0105] On the other hand, if the CPU judges that the judgment distance Wsp is greater than or equal to the total value described above, the CPU judges that the above-described condition 1 is satisfied. In this case, the CPU judges "Yes" in step 620 and executes step 630 and step 635 in that order.

[0106] Step 630: the CPU sets the predicted passage area PA.

[0107] Step 635: the CPU judges whether the passage barrier object PO exists in the predicted passage area PA.

[0108] When the CPU judges that the passage-barrier object PO exists, the CPU judges that Condition 1 is satisfied, but Condition 2 is not satisfied. In this case, the CPU judges "Yes" in step 635, proceeds to step 625 to judge that the avoidance area SP does not exist, and then proceeds to step 695 to terminate this routine once.

[0109] On the other hand, if the CPU judges that the passage-barrier object PO does not exist, the CPU judges that both conditions 1 and 2 are satisfied. In this case, the CPU judges "No" in step 635, proceeds to step 640 to judge that the avoidance area SP exists, and then proceeds to step 695 to terminate this routine once.

[0110] On the other hand, if the CPU judges that the obstacle overlaps with the vehicle VA on the right side of the vehicle VA at a time when it goes to step 695, the CPU judges "No" in this step 605, executes step 645 and step 650 in this order, and goes to step 620.

[0111] Step 645: the CPU obtains the left end point LP of the obstacle.

[0112] Step 650: the CPU obtains a distance between the left end point LP and the left white line LWL as a judgment distance Wsp. <Spezielle Bedingung-Beurteilungsroutine>

[0113] If the CPU is at the Fig. 4, the CPU starts processing as shown in a flow chart in Fig. 7, the special condition judgment routine from step 700 and goes to step 705.

[0114] Step 705: The CPU judges whether the virtual overlap rate VLp is equal to or greater than the threshold overlap rate Lpth.

[0115] If the CPU judges that the virtual overlap rate VLp is greater than or equal to the threshold overlap rate, the CPU judges "Yes" in step 705 and executes step 710 and step 715 in this order.

[0116] Step 710: The CPU obtains the threshold time Tth by applying the virtual overlap rate VLp to the threshold time map MapTth(Lp). Step 715: The CPU judges whether the TTC of the obstacle is less than or equal to the threshold time Tth.

[0117] If the TTC of the obstacle is less than or equal to the threshold time Tth, the CPU judges that the special condition described above is met. In this case, the CPU judges "Yes" in step 715, executes step 720, and then proceeds to step 795 to terminate this routine once.

[0118] Step 720: The CPU performs the automatic braking control mentioned above.

[0119] On the other hand, if the TTC of the obstacle is greater than the threshold time Tth, the CPU judges that the above-mentioned special condition is not met. In this case, the CPU judges "No" in step 715 and proceeds to step 795 to terminate this routine once.

[0120] On the other hand, if the CPU judges that the virtual overlap rate VLp is smaller than the threshold overlap rate Lpth at the time it goes to step 705, the CPU judges that the above-mentioned special condition is not satisfied. In this case, the CPU judges "No" in step 705 and goes to step 795 to terminate this routine once.

[0121] As apparent from the above description, since the present control device 10 performs the automatic braking control when the special condition is satisfied in a case where the avoidance area SP does not exist due to the presence of the passage-barrier object PO, the present control device 10 can perform appropriate control for the vehicle VA to avoid collision with the obstacle OB without giving the driver a feeling of disproportion. (Modification)

[0122] In this modification, when the avoidance area SP does not exist due to the presence of the passage-blocking object PO, a predetermined value Vd greater than the threshold overlap rate Lpth is acquired as the virtual overlap rate VLp. Therefore, in a case where the avoidance area SP does not exist due to the presence of the passage-blocking object PO, when the specific condition that the TTC of the obstacle is less than or equal to the threshold time Tth is met, automatic braking control is performed.

[0123] In this modification, the CPU of the CAECU 20 carries out the Fig. 8 instead of the collision avoidance control routine shown in Fig. 4 every time a predetermined time elapses. In Fig. 8 denote the same reference numerals as in Fig. 4 steps used, in which the same processing as in the Fig. 4, and the description of these steps will not be repeated.

[0124] The CPU starts processing from the Fig. 8 at a predetermined time. The CPU judges in the steps shown in Fig. 8 shown steps 430 and 455 each "No", judges in the Fig. 8, and then goes to step 805.

[0125] In step 805, the CPU sets the above-mentioned predetermined value Vd as the virtual overlap rate VLp, executes the Fig. 8 and then goes to step 895 to terminate this routine once.

[0126] In a case where the avoidance area SP does not exist due to the presence of the passage barrier object PO ("Yes" in the case Fig. 8), the virtual overlap rate VLp is therefore always greater than or equal to the threshold overlap rate Lpth. For this reason, in a case where the avoidance area SP does not exist due to the presence of the passage-barrier object PO, when the TTC of the obstacle is less than or equal to the threshold time Tth, the CPU judges that the special condition is satisfied and performs the automatic braking control.

[0127] The present disclosure is not limited to the embodiments described above and may adopt various modifications within the scope of the present disclosure.

[0128] The CAECU 20 may use distances L between the center portion of the front end of the vehicle VA and respective objects instead of the TTC. These distances L and the TTC are the values ​​representing the possibility of collision of respective objects with the vehicle VA and are referred to as the "collision index value."

[0129] The CAECU 20 can obtain the overlap rate LP using the following formula 4. Lp=La / Wa×100 La: Length of an overlap with which the obstacle overlaps with a "range between a right position, which is a position away from the rightmost portion of the vehicle VA to the right by a predetermined distance α, and a left position, which is a position away from the leftmost portion of the vehicle VA to the left by the predetermined distance α" in the vehicle width direction Dy. Wa: Distance between the above right location and the above left location (i.e. Wa = W + 2a).

[0130] In the Fig. 4, the CPU may be configured to return to step 430 without performing step 485 after acquiring the virtual overlap rate VLp in step 480. In this case, the CPU judges in step 430 whether the virtual overlap rate VLp is greater than or equal to the threshold overlap rate Lpth.

[0131] In this case, the CPU judges "No" in step 430 because the virtual overlap rate VLp is smaller than the threshold overlap rate Lpth, and proceeds to the avoidance area judgment routine, which is performed when it proceeds to step 450, assuming that the virtual obstacle is the obstacle. That is, the CPU judges in step 605 whether the virtual obstacle overlaps with the vehicle VA on the left side of the vehicle VA. In step 610, the CPU acquires the right end point RP of the virtual obstacle. In step 635, the CPU acquires the left end point LP of the virtual obstacle.

[0132] Likewise, the CPU can be in the Fig. 8 to return to the routine shown in Fig. 8 shown step 430 without performing the Fig. 8 may be set up after obtaining the virtual overlap rate VLp in step 805.

[0133] Furthermore, the threshold time Tth corresponding to the overlap rate LP which is greater than the threshold overlap rate Lpth in the Fig. 5 shown threshold time map MapTth(LP) should be a fixed value regardless of the overlap rate LP (see the Fig. 5 shown dotted line).

[0134] The predicted transit area PA, which is located in the Fig. 6, a "range through which the vehicle VA travels when the vehicle VA travels the target travel route Rtgt without colliding with the obstacle and traveling out of the own lane SL" may be set.

[0135] The camera device 24 may be a stereoscopic camera device, and may be a monocular camera device. The millimeter-wave radar device 26 may be a remote detection device that can detect an object by transmitting a wireless medium other than a millimeter wave and receiving the reflected wireless medium. Furthermore, the present control device 10 does not need to include the millimeter-wave radar device 26 as long as the present control device 10 can correctly determine positions of objects with respect to the vehicle VA based on the camera object information. The present control device 10 does not need to include the camera device 24 as long as the present control device 10 can correctly determine positions of objects with respect to the vehicle VA based on the radar object information.

[0136] Furthermore, the present control device 10 can also be applied to electric vehicles and hybrid vehicles.

[0137] According to one embodiment, a vehicle control device performs automatic braking control in a case where an overlap rate of an obstacle is greater than or equal to a threshold overlap rate when an execution condition is met. Furthermore, the vehicle control device performs automatic steering control in a case where the overlap rate is less than the threshold overlap rate and, further, an avoidance area exists in which the vehicle can avoid a collision with the obstacle without departing from its own lane, and the passage of the vehicle is not blocked by a passage-blocking object when the execution condition is met.The vehicle control device executes the automatic braking control when at least one specific condition including a condition that the execution condition is satisfied when the passage barrier object exists, in a case where the overlap rate is smaller than the threshold overlap rate and further the avoidance area does not exist. List of reference symbols

[0138] 10: Vehicle control device, 20: Collision avoidance ECU (CAECU), 22: Wheel speed sensor, 24: Camera device, 26: millimeter wave radar device, 28: acceleration sensor, 40: Engine ECU, 42: Accelerator pedal operation amount sensor, 44: Engine sensor, 46: Engine actuator, 50: Brake ECU, 52: Brake pedal operation amount sensor, 54: Brake actuator, 60: Steering ECU, 62: Steering angle sensor, 66: Steering motor. < / kollisionsvermeidungssteuerroutine> < / ttc>

Claims

[1] Vehicle control device with an information retrieval device (24, 26) which obtains peripheral information containing information about objects located around a vehicle and a lane of its own on which the vehicle is currently traveling, a brake actuator (54) adapted to be capable of applying braking force to the vehicle, a steering actuator (66) adapted to be capable of changing a steering angle of the vehicle, and a control unit (20, 40, 50, 60) which controls the brake actuator and the steering actuator, where the control unit is set up to Obtaining a collision index value indicating a probability that the vehicle and the objects located in a travel range of the vehicle may collide with each other based on the peripheral information (step 415), and obtaining an overlap rate indicating a degree of overlap in a vehicle width direction between the vehicle and an obstacle that is the object with the smallest collision index value based on the peripheral information (step 420 and step 425), Performing an automatic brake control in which the brake actuator is controlled to apply the braking force to the vehicle (step 445 "Yes") when an execution condition, which is satisfied when the collision index value for the obstacle and a collision avoidance threshold satisfy a predetermined condition, is satisfied (step 440 "Yes"), in a case where the overlap rate is greater than or equal to a predetermined threshold overlap rate (step 430 "Yes"), Performing an automatic steering control in which the steering angle is changed by the steering actuator such that the vehicle travels to the avoidance area (step 470) when the execution condition is satisfied (step 465 "Yes"), in a case where the overlap rate is smaller than the predetermined threshold overlap rate (step 430 "No") and further an avoidance area exists in which the vehicle can avoid a collision with the obstacle without traveling out of its own lane, and a passage of the vehicle is not blocked by a passage-barrier object that is an object other than the obstacle (step 455 "Yes"), and Performing the automatic braking control (step 720) when at least one specific condition including a condition that the execution condition is satisfied is satisfied (step 485, step 705 "Yes"), when the passage barrier object exists (step 475 "Yes"), in a case where the overlap rate is smaller than the threshold overlap rate (step 430 "No") and further the avoidance area does not exist (step 455 "No"). [2] Vehicle control device according to claim 1, wherein the control unit is set up to Obtaining a virtual overlap rate indicating a degree of overlap in a vehicle width direction of the vehicle between the vehicle and a virtual obstacle obtained by assuming that the obstacle and the passage-barrier object are a virtual object (step 480) when the passage-barrier object exists (step 475 “Yes”), in a case where the overlap rate is smaller than the threshold overlap rate (step 430 “No”) and further the avoidance area does not exist (step 455 “No”), and Judging that the special condition is satisfied in a case where the virtual overlap rate is greater than or equal to the threshold overlap rate (step 705 “Yes”) and the execution condition is satisfied (step 715 “Yes”). [3] Vehicle control device according to claim 2, wherein the control unit is set up to Setting the collision avoidance threshold as a value such that the smaller the overlap rate becomes, the harder the fulfillment of the execution condition (step 435, step 460, Fig. 5) in judging whether the execution condition is satisfied or not (step 440, step S465) in a case where the overlap rate is greater than or equal to the threshold overlap rate (step 430 “Yes”) and / or a case where the overlap rate is smaller than the threshold overlap rate (step 430 “No”) and further the avoidance area exists (step 455 “Yes”), and Setting the collision avoidance threshold to a value such that the smaller the virtual overlap rate becomes, the more difficult it becomes to satisfy the execution condition (step 710) when judging whether or not the execution condition is satisfied (step 715) in a case where the overlap rate is smaller than the threshold overlap rate (step 430 "No") and further the avoidance area does not exist (step 455 "No") and the passage barrier object exists (step 475 "Yes").

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