Vehicle driving assistance device

Abstract

To perform a collision avoidance operation such that its own vehicle does not collide with continuous structures such as guardrails or sidewalls.SOLUTION: A driving assistance ECU, when determining that its own vehicle HV may collide with an end portion Pe of a continuous structure, calculates a first avoidance path R1 that avoids the collision between the own vehicle and the continuous structure solely through automatic braking, a second avoidance path R2 that avoids the collision through forward direction automatic steering, and a third avoidance path R3 that avoids the collision through reverse direction automatic steering. Among these avoidance paths, the driving assistance ECU selects the avoidance path in which the collision avoidance operation (any of the automatic braking, forward direction automatic steering, and reverse direction automatic steering) is started at the latest time as the final collision avoidance path.SELECTED DRAWING: Figure 2

Description

[Technical field]

[0001] The present invention relates to a vehicle driving assistance device that performs a collision avoidance operation to prevent a host vehicle from colliding with a continuous structure such as a guardrail or a side wall. [Background technology]

[0002] In the conventional device, when an obstacle in the traveling direction of the vehicle is a continuous structure, the start time of "automatic braking or automatic steering" as a collision avoidance operation is delayed compared to when the obstacle is not a continuous structure (see Patent Document 1). This reduces the possibility that a collision avoidance operation will be executed before the driver himself starts driving operations to avoid a collision, and therefore reduces the frequency with which the driver feels uncomfortable about the collision avoidance operation. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] JP 2017-226393 A Summary of the Invention

[0004] However, the conventional device does not consider the case where the host vehicle HV collides with the end Pe of the continuous structure CS on the host vehicle side, as shown in Figures 2 and 3. For this reason, as shown in Figures 2 and 3, the first avoidance route R1 that avoids a collision only by automatic braking and the second avoidance route R2 that avoids a collision by automatically steering the host vehicle HV so that the direction of the host vehicle HV is along the longitudinal direction of the continuous structure CS are considered, but the third avoidance route R3 that avoids a collision by automatically steering the host vehicle HV so that the traveling direction intersects with the longitudinal direction of the continuous structure CS is not considered. Therefore, according to the conventional device, in a scene where the host vehicle collides with the end of the continuous structure, a collision avoidance operation may be performed before the driver himself starts a driving operation for collision avoidance, and there is a problem that the frequency with which the driver feels uncomfortable about the collision avoidance operation cannot be sufficiently reduced.

[0005] The present invention has been made to solve the above problems. That is, one of the objects of the present invention is to provide a vehicle driving assistance device that can reduce the frequency with which a driver feels bothered by the intervention of a collision avoidance operation in a scene where there is a possibility that the vehicle will collide with an end of a continuous structure.

[0006] One aspect of the vehicle driving assistance device of the present invention is to A vehicle driving support device (DS) that, when an obstacle is present in a predetermined area in a traveling direction of a host vehicle (S405), performs a collision avoidance operation to avoid a collision between the host vehicle and the obstacle (S450), When it is determined that the obstacle is a continuous structure (CS) and that there is a possibility that the host vehicle will collide with an end (Pe) of the continuous structure on the host vehicle side (S430), Calculating a first time (T1) which is a start time of the automatic braking when the host vehicle is caused to travel along a first avoidance path (R1) which avoids a collision between the host vehicle and the continuous structure by executing automatic braking for applying a braking force to the host vehicle as the collision avoidance operation and stopping the host vehicle in front of the end portion (S510); Calculating a second avoidance path (R2) for avoiding a collision between the host vehicle and the continuous structure by executing automatic steering as the collision avoidance operation and changing the traveling direction of the host vehicle to pass through an area of ​​the continuous structure on the host vehicle side, and calculating a second time (T2) which is a start time of the automatic steering for driving the host vehicle according to the second avoidance path (R2) (S520); Calculating a third avoidance path (R3) for avoiding a collision between the host vehicle and the continuous structure by performing automatic steering as the collision avoidance operation and passing the host vehicle through a region on the side of the end (Pe) of the continuous structure so as to intersect with the longitudinal direction of the continuous structure, and calculating a third time (T3) which is a start time of the automatic steering for driving the host vehicle along the third avoidance path (R3) (S550); One of the first avoidance path (R1), the second avoidance path (R2), and the third avoidance path (R3) corresponding to the latest of the first time (T1), the second time (T2), and the third time (T3) is selected as a (final) collision avoidance path (S580), and the collision avoidance operation corresponding to the selected collision avoidance path at the latest time is started (S450).

[0007] According to this aspect, not only the first avoidance path (R1) that avoids a collision with the end (Pe) of the continuous structure by automatic braking, and the second avoidance path (R2) that avoids a collision with the end of the continuous structure by passing the "region of the continuous structure on the vehicle's side" by automatic steering, but also the third avoidance path (R3) that avoids a collision with the continuous structure by passing the region on the side of the end (Pe) of the continuous structure by crossing the longitudinal direction of the continuous structure by automatic steering are considered as candidates for the collision avoidance path, and the path in which the collision avoidance operation is started latest among these paths is adopted as the final collision avoidance path. As a result, the start time of the collision avoidance operation is delayed, so that the possibility that the collision avoidance operation is executed before the driver who recognizes the continuous structure starts a driving operation for collision avoidance can be reduced. As a result, the frequency with which the driver feels uncomfortable about the collision avoidance operation can be reduced.

[0008] In this case, if there is no stopping space (SP1) where the host vehicle can stop without colliding with other obstacles after the host vehicle has avoided collision with the continuous structure when the host vehicle is caused to travel along the second avoidance path (R2), it is preferable that the second avoidance path is not selected as the collision avoidance path (S530, S540, S440). Furthermore, if there is no stopping space (SP2) where the host vehicle can stop without colliding with other obstacles after the host vehicle has avoided collision with the continuous structure when the host vehicle is caused to travel along the third avoidance path (R3), it is preferable that the third avoidance path is not selected as the collision avoidance path (S560, S570, S440). This is because an avoidance path that does not have a space where the host vehicle can safely stop after avoiding collision with the continuous structure by automatic steering is not appropriate as a final collision avoidance path.

[0009] In the above description, in order to facilitate understanding of the present invention, the names and / or symbols used in the embodiments described below are enclosed in parentheses with respect to the configuration of the invention corresponding to the embodiments. However, each component of the present invention is not limited to the embodiments defined by the names and / or symbols. The present invention also covers a vehicle driving assistance method and a program thereof. [Brief description of the drawings]

[0010] [Figure 1] 1 is a schematic configuration diagram of a vehicle driving assistance device according to an embodiment of the present invention; [Diagram 2] FIG. 11 is a plan view showing an avoidance route for avoiding a collision with a continuous structure. [Diagram 3] FIG. 11 is a plan view showing an avoidance route for avoiding a collision with a continuous structure. [Figure 4] This is a routine executed by the CPU of the driving assistance ECU shown in FIG. [Diagram 5] This is a subroutine executed by the CPU of the driving assistance ECU shown in FIG. [Figure 6]FIG. 11 is a plan view showing an avoidance route for avoiding a collision with a continuous structure. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0011] A vehicle driving support device DS (hereinafter referred to as "device DS") according to an embodiment of the present invention includes the components shown in Fig. 1 and is applied to (mounted on) a host vehicle HV. The host vehicle HV may be any of a vehicle powered by an internal combustion engine, a vehicle powered by an electric motor (i.e., an electric vehicle), a hybrid vehicle, and the like.

[0012] In this specification, an "ECU" is an electronic control device (control unit) equipped with a microcomputer including a CPU (processor), a ROM, a RAM, a writable non-volatile memory, an interface, and the like. An ECU is also called a controller or a computer. The multiple ECUs shown in FIG. 1 are connected to each other via a CAN so that they can exchange information with each other. Some or all of these multiple ECUs may be integrated into one ECU.

[0013] The driving assistance ECU 10 executes collision avoidance control using the components shown in FIG.

[0014] The camera device 20 includes a camera 21 and an image ECU 22. The camera 21 captures an image of a scene in front of the vehicle HV at every predetermined time to obtain image data. The image ECU 22 generates camera information by analyzing the image data from the camera 21, and transmits the camera information to the driving assistance ECU 10. The camera information includes the image data itself, and camera target information such as the position, relative longitudinal speed, relative lateral speed, and type of the captured target relative to the vehicle HV. The target types include moving objects such as other vehicles and pedestrians, and non-moving structures. The structures further include single structures such as utility poles and poles, and continuous structures such as guardrails and side walls. The continuous structures are structures whose thickness (depth length) is equal to or less than a thickness threshold, whose horizontal length (longitudinal length) is equal to or more than a length threshold, and whose height is approximately constant.

[0015] The radar device 30 is a well-known device that acquires information about targets present around the host vehicle HV using millimeter wave band radio waves, and includes a radar 31 and a radar ECU 32. The radar 31 transmits millimeter waves within a predetermined detection range every time a predetermined time elapses, and receives millimeter waves reflected by the targets. The radar 31 transmits information about the transmitted and received millimeter waves to the radar ECU 32. The radar ECU 32 acquires radar information based on the information from the radar 31, and transmits the radar information to the driving assistance ECU 10. The radar information includes the distance to the target, the target's direction, the target's relative speed, etc.

[0016] The driving assistance ECU 10 integrates the camera information and the radar information to generate fusion target information including the target position (longitudinal distance to the target, lateral position of the target, target direction), relative speed of the target, and type of the target. The driving assistance ECU 10 recognizes the target position using an XY coordinate system based on the host vehicle HV. As shown in FIG. 2, the Y axis of the XY coordinate system is a central axis CL extending in the front-rear direction of the host vehicle HV, and the X axis is an axis extending in a direction perpendicular to the central axis CL. The origin of the XY coordinate system is the center of the front end of the host vehicle HV in the vehicle width direction.

[0017] The powertrain ECU 40 controls a drive device including a power source of the host vehicle HV (not shown) by driving a powertrain actuator 41, thereby generating a drive force.

[0018] The brake ECU 50 controls a braking device of the host vehicle HV (not shown) by driving the brake actuator 51, thereby applying a braking force to the host vehicle HV. The brake ECU 50 drives the brake actuator 51 in response to an instruction from the driving assistance ECU 10, and can automatically brake the host vehicle HV (can apply automatic brakes to the host vehicle HV).

[0019] The steering ECU 60 controls a steering device of the host vehicle HV (not shown) by driving a steering motor 61, thereby changing the steering angle of the host vehicle HV. The steering ECU 60 drives the steering motor 61 in response to an instruction from the driving assistance ECU 10, and can automatically steer the host vehicle HV.

[0020] The alarm ECU 70 can control, in response to instructions from the driving assistance ECU 10, an alarm display device 71 that is arranged in a position visible from the driver's seat and provides a predetermined display, and an alarm sound generating device 72 that generates an alarm sound.

[0021] The driving assistance ECU 10 receives detection values ​​(output values) of the following "sensors and switches." An accelerator pedal operation amount sensor 81 that detects an accelerator pedal operation amount AP of the host vehicle HV. A brake pedal operation amount sensor 82 detects a brake pedal operation amount BP of the host vehicle HV. A vehicle speed sensor 83 that detects the speed of the host vehicle HV (i.e., host vehicle speed Vh). A yaw rate sensor 84 detects the yaw rate Yr of the host vehicle HV. A steering angle sensor 85 detects the steering angle St of the host vehicle HV. A group of other sensors 86 such as a steering torque sensor, a longitudinal acceleration sensor, and a lateral acceleration sensor.

[0022] (Overview of operation) 2 and 3, when an obstacle exists in a predetermined area in the traveling direction of the host vehicle HV and the obstacle is a continuous structure CS, the device DS judges whether or not there is a possibility that the host vehicle HV will collide with an end Pe of the continuous structure CS on the host vehicle side. When the device DS judges that there is a possibility that the host vehicle HV will collide with the end Pe, it calculates the following three types of avoidance routes to avoid a collision between the host vehicle HV and the end Pe. (1) First avoidance route R1: A route when automatic braking is performed to apply a braking force to the host vehicle HV as a collision avoidance operation, and the host vehicle HV is stopped just before the end Pe. (2) Second avoidance route R2: A route in which automatic steering is performed as a collision avoidance operation to change the direction of travel of the host vehicle HV and pass through the "area on the host vehicle's side of the continuous structure CS." (3) Third avoidance route R3: A route that performs automatic steering as a collision avoidance operation to change the direction of travel of the host vehicle HV, causing the host vehicle HV to cross the longitudinal direction of the continuous structure CS and pass through the area to the side of the end Pe of the continuous structure CS (an area where the continuous structure CS does not exist).

[0023] Then, the device DS calculates the time (first time, first timing) T1 at which automatic braking is to be started on the first avoidance path R1, the time (second time, second timing) T2 at which automatic steering is to be started on the second avoidance path R2, and the time (third time, third timing) T3 at which automatic steering is to be started on the third avoidance path R3, and selects the avoidance path corresponding to the latest time among them as the final collision avoidance path. If there is still a possibility of collision between the host vehicle HV and the end portion Pe when the current time coincides with the "latest time," the device DS starts the collision avoidance operation whose start time corresponds to the latest time.

[0024] (Specific operation) The CPU 10a (hereinafter simply referred to as "CPU") of the driving assistance ECU 10 executes a routine shown in the flowchart of Fig. 4 at predetermined intervals (computation cycles) dt. Note that in the following description, "step" is abbreviated as "S".

[0025] At a predetermined timing, the CPU starts processing from S400 in FIG. 4 and proceeds to S405 to determine whether or not an obstacle exists in the traveling direction of the host vehicle HV. More specifically, the CPU determines whether or not an obstacle exists in a band-shaped area having a width equal to the vehicle width (or a value obtained by adding a margin to the vehicle width) of the host vehicle HV and extending in the traveling direction of the host vehicle HV, and a distance from the leading end of the host vehicle HV within a "predetermined distance determined according to the host vehicle speed Vh", based on the host vehicle speed Vh and the fusion target information. That is, the CPU determines whether or not there exists a target (obstacle) that is considered to collide with the host vehicle HV within a predetermined fixed time if the host vehicle HV maintains the current "steering angle and host vehicle speed Vh". If there is no obstacle in the traveling direction of the host vehicle HV, the CPU proceeds directly from S405 to S495 and ends this routine for the time being.

[0026] On the other hand, if an obstacle is present in the traveling direction of the host vehicle HV, the CPU proceeds from S405 to S410 and determines whether the value of a collision avoidance operation in progress flag XE is "0". The value of this flag XE is set to "1" when any collision avoidance operation is being executed by the collision avoidance control described below. The value of the flag XE is set to "0" in an initialization routine (not shown) executed by the CPU when the ignition key switch (not shown) of the host vehicle HV is changed from the OFF position to the ON position. If the value of the flag XE is not "0", the CPU proceeds directly from S410 to S495.

[0027] When the value of the collision avoidance operation execution flag XE is "0", the CPU proceeds from S410 to S415 and determines whether or not the obstacle determined to be located in the traveling direction of the host vehicle HV is a continuous structure based on the fusion target information (particularly, camera information). For example, the driving assistance ECU 10 learns in advance the image features of "guardrails and side walls, etc.", which are representative examples of continuous structures. Meanwhile, the CPU extracts the features of the target captured from the image data included in the camera information. The CPU determines whether or not the obstacle is a continuous structure by comparing the learned image features with the features extracted from the image data (i.e., using a pattern matching method). Alternatively, the CPU may draw the position and shape of the target acquired by the fusion target information on a two-dimensional map, which is a plan view, and determine whether or not the obstacle is a continuous structure based on the drawn shape.

[0028] If the obstacle is not a continuous structure, the CPU proceeds from S415 to S420 and executes the well-known "collision avoidance control for normal obstacles (moving objects and single structures)". When any collision avoidance operation is started by this well-known collision avoidance control, the CPU sets the value of the collision avoidance operation in progress flag XE to "1". After that, the CPU proceeds to S495.

[0029] On the other hand, if the obstacle is a continuous structure, the CPU proceeds from S415 to S425, and acquires information on the continuous structure (continuous structure information) described below from the fusion target information. - The horizontal (longitudinal) length L of the continuous structure CS (see Figure 2). · The angle θ of the continuous structure CS with respect to the X-axis (see Figure 2). - Position of the continuous structure CS (position on the XY coordinate system at the current position of the host vehicle HV).

[0030] Next, the CPU proceeds to S430 and determines whether or not there is a risk of the host vehicle HV colliding with the end Pe (see Figs. 2 and 3) of the continuous structure CS on the host vehicle side. That is, the CPU determines whether or not the host vehicle HV will reach the end Pe of the continuous structure CS on the host vehicle HV side if the host vehicle HV maintains the current "steering angle and host vehicle speed Vh".

[0031] If there is no risk of the host vehicle HV colliding with the end Pe of the continuous structure CS on the host vehicle side, the CPU proceeds from S430 to S435 and executes "collision avoidance control for a normal continuous structure CS (see, for example, Patent Document 1)." Note that when any collision avoidance operation is started by the collision avoidance control for the normal continuous structure CS, the CPU sets the value of a collision avoidance operation in progress flag XE to "1." After that, the CPU proceeds to S495.

[0032] On the other hand, if there is a risk that the host vehicle HV will collide with the end Pe of the continuous structure CS on the host vehicle side, the CPU proceeds from S430 to S440, where it calculates and selects a collision avoidance route and determines the start time (start timing) of the collision avoidance operation.

[0033] More specifically, when the CPU proceeds to S440, it starts the processing of the subroutine in FIG. 5 from S500, and proceeds to S510.

[0034] In S510, the CPU calculates the braking start time T1 of the automatic braking (i.e., the time at which the brake actuator 51 starts to be operated via the brake ECU 50) for the "first avoidance route R1 for avoiding a collision with the continuous structure CS by only automatic braking as a collision avoidance operation" shown in Figures 2 and 3, based on "the subject vehicle speed Vh and the information related to the continuous structure acquired in S425 of Figure 4, etc."

[0035] More specifically, the CPU calculates an automatic braking start time T1 for stopping the host vehicle HV (at a position a predetermined distance from the continuous structure CS on the host vehicle HV side) before colliding with the continuous structure CS when the host vehicle HV is decelerated at a constant deceleration from the current host vehicle speed Vh using the braking force generated by the braking device while the host vehicle HV maintains its current traveling direction. For convenience, this automatic braking start time T1 is also referred to as the "first time T1."

[0036] Next, in S520, the CPU calculates "a second avoidance route R2 for avoiding a collision with the continuous structure CS by performing automatic steering as a collision avoidance operation so that the traveling direction of the host vehicle HV passes through the host vehicle side area of ​​the continuous structure CS along the longitudinal direction of the continuous structure CS" as shown in Fig. 2 and Fig. 3. For convenience, this automatic steering is also called "forward automatic steering". Furthermore, the CPU calculates a steering start time T2 of the automatic steering for driving the host vehicle HV along the calculated second avoidance route R2 (i.e., the time when the steering motor 61 starts to be operated via the steering ECU 60) based on the host vehicle speed Vh, the information on the continuous structure acquired in S425, etc. This steering start time T2 is also called "second time T2" ​​for convenience.

[0037] As an example, in the scene shown in FIG. 2, the CPU calculates a plurality of arcs tangent to both a straight line SL1 obtained by translating a straight line CSL along the surface of the continuous structure CS on the side of the host vehicle in a plan view by a predetermined margin distance α toward the host vehicle HV, and a straight line SL2 that is parallel to the central axis CL and passes through the left tip end PL of the host vehicle HV in a plan view. The CPU calculates the lateral acceleration of the host vehicle HV when the host vehicle HV passes through at the current host vehicle speed Vh according to each of the plurality of arcs. Then, from among the plurality of calculated lateral accelerations, the CPU selects the maximum lateral acceleration that is equal to or less than the allowable lateral acceleration threshold, and selects the arc corresponding to the selected lateral acceleration as the second avoidance path R2. Furthermore, the CPU calculates the time when the left tip end PL of the host vehicle HV reaches the contact point CP2 between the selected second avoidance path R2 and the straight line SL2 based on the current host vehicle speed Vh as the steering start time T2 (i.e., the second time T2).

[0038] Next, the CPU proceeds to S530 and determines whether or not a stopping space (see SP1 in FIG. 2) for the host vehicle HV exists immediately after the host vehicle HV has moved along the second avoidance path R2 and avoided a collision with the continuous structure CS (i.e., the first time point when the traveling direction of the host vehicle HV becomes parallel to the longitudinal direction of the continuous structure CS). More specifically, even if the CPU determines at the first time point that there is another obstacle (see OB1 in FIG. 2) in the traveling direction of the host vehicle HV or the road through which the host vehicle HV can pass has ended, it determines whether or not the host vehicle HV is in a situation where it can be stopped safely if automatic braking is started from the first time point.

[0039] If there is no parking space for the host vehicle HV immediately after the time (first time point) when the host vehicle HV moving along the second avoidance route R2 avoids a collision with the continuous structure CS, the CPU proceeds from S530 to S540, and expediently sets the steering start time (second time) T2 to the "current time Tnow" so that the second avoidance route R2 is not selected as a collision avoidance route. The CPU then proceeds to S550. In contrast, if there is a parking space for the host vehicle HV immediately after the first time point, the CPU proceeds directly from S530 to S550.

[0040] Next, in S550, the CPU calculates "a third avoidance route R3 for avoiding a collision with the continuous structure CS by performing automatic steering as a collision avoidance operation so that the direction of the host vehicle HV intersects with the longitudinal direction of the continuous structure CS" shown in Fig. 2 and Fig. 3. For convenience, this automatic steering is also referred to as "reverse automatic steering". Furthermore, the CPU calculates a steering start time T3 of the automatic steering for driving the host vehicle HV along the calculated third avoidance route R3 (i.e., the time when the steering motor 61 starts to be operated via the steering ECU 60) based on the host vehicle speed Vh, the information on the continuous structure acquired in S425, etc. This steering start time T3 is also referred to as "third time T3" for convenience.

[0041] As an example, in the scene shown in FIG. 2, the CPU calculates a plurality of arcs tangent to a straight line SL3 that passes through the end Pe of the continuous structure CS on the host vehicle HV side in a plan view and is parallel to the central axis CL and passes through the right front end PR of the host vehicle HV in a plan view. The CPU calculates the lateral acceleration of the host vehicle HV when the host vehicle HV passes through at the current host vehicle speed Vh according to each of the plurality of arcs. Then, from among the calculated plurality of lateral accelerations, the CPU selects the maximum lateral acceleration that is equal to or less than the allowable lateral acceleration threshold, and selects the arc corresponding to the selected lateral acceleration as the third avoidance path R3. Furthermore, the CPU calculates the time when the right front end PR of the host vehicle HV reaches the contact point CP3 between the selected third avoidance path R3 and the straight line SL3 as the steering start time (third time) T3 based on the current host vehicle speed Vh.

[0042] Next, the CPU proceeds to S560, and determines whether or not a stopping space for the host vehicle HV (see SP2 in FIG. 2) exists in the traveling direction of the host vehicle HV at the time when the host vehicle HV moves along the third avoidance route R3 and avoids a collision with the continuous structure CS (i.e., the second time when the right rear end of the host vehicle HV intersects with the longitudinal extension line CSL of the continuous structure CS). More specifically, even if the CPU determines at the second time that there is another obstacle (see OB2 in FIG. 2) in the traveling direction of the host vehicle HV or the road through which the host vehicle HV can pass has ended, it determines whether or not the host vehicle HV is in a situation where it can be stopped safely by starting automatic braking from the second time.

[0043] If there is no parking space for the host vehicle HV immediately after the time (second time point) when the host vehicle HV moving along the third avoidance route R3 avoids a collision with the continuous structure CS, the CPU proceeds from S550 to S570, and expediently sets the steering start time (third time) T3 to the "current time Tnow" so that the third avoidance route R3 is not selected as a collision avoidance route. Then, the CPU proceeds to S580. In contrast, if there is a parking space for the host vehicle HV immediately after the second time point, the CPU proceeds directly from S560 to S580.

[0044] In S580, the CPU selects the latest time (the time farthest from the current time Tnow) among the first time T1, the second time T2, and the third time T3, and selects the avoidance path corresponding to the selected time as the final avoidance path. For example, if the second time T2 is the latest time, the CPU determines the second time T2 as the start time of the collision avoidance operation, and selects the second avoidance path R2 corresponding to the second time T2 as the collision avoidance path. After that, the CPU proceeds to S595, and then to 445 in FIG. 4.

[0045] In S445, the CPU determines whether the current time coincides with the start time of the collision avoidance operation determined in S440. If the current time does not coincide with the start time of the collision avoidance operation, the CPU proceeds directly from S445 to S495. Therefore, in this case, the collision avoidance operation is not started.

[0046] On the other hand, if the current time coincides with the start time of the collision avoidance operation determined in S440, the CPU proceeds from S445 to S450 and starts the collision avoidance operation according to the collision avoidance path selected in S440.

[0047] Next, the CPU proceeds to S455, where it sets the value of the collision avoidance operation in progress flag XE to "1", and then proceeds to S495, where it temporarily ends this routine.

[0048] As described above, the device DS avoids a collision between the host vehicle HV and the end Pe of the continuous structure CS by following the route in which the collision avoidance operation is started latest among the first avoidance route R1, the second avoidance route R2, and the third avoidance route R3. For example, in the example shown in FIG. 2 and FIG. 3, the host vehicle HV arrives at the point CP3 latest, so the collision avoidance operation is performed using the third avoidance route R3. Furthermore, if the parking space SP2 does not exist, the collision avoidance operation is not performed using the third avoidance route R3, so the collision avoidance operation is performed using the second avoidance route R2 in the example shown in FIG. 2, whereas the collision avoidance operation is performed using the first avoidance route R1 in the example shown in FIG. 3.

[0049] Furthermore, according to the above embodiment, as shown in FIG. 6, the "route R2b for avoiding the end portion Pe" is calculated as the second avoidance path, rather than the "route R2a in the case where the continuous structure CS exists in the entire traveling direction of the host vehicle HV without taking the end portion Pe into consideration," so that the start time of forward automatic steering for the second avoidance path can be set to a later time (see points CP2b and CP2a).

[0050] The present invention is not limited to the above embodiment, and various modified examples can be adopted within the scope of the present invention. For example, the calculation method of the second avoidance path R2 and the third avoidance path R3 is not limited to the above-mentioned method. For example, the driving assistance ECU 10 may store in advance in the form of a lookup table the relationship between the overlap ratio Rp of the host vehicle HV when it is assumed that the host vehicle HV collides with the end Pe of the continuous structure CS, the host vehicle speed Vh, and the radius of the arc indicating the path for collision avoidance, and may calculate the radii of the second avoidance path R2 and the third avoidance path R3 by applying the actual overlap ratio Rp and the actual host vehicle speed Vh at the current time to this lookup table, and may calculate the second avoidance path R2 and the third avoidance path R3 based on the arcs of the calculated radii. Furthermore, the driving assistance ECU may calculate these paths using a machine learning-prepared AI that derives the optimal "second avoidance path R2 and the third avoidance path R3" from the host vehicle speed Vh and the above-mentioned continuous structure information. Further, in the examples shown in Figs. 2 and 3, the host vehicle HV travels straight, but the present invention can also be applied to a case where the host vehicle HV is turning.

[0051] In addition, the driving assistance ECU 10 may obtain whether or not there is a space that may be a stopping space (SP1, SP2) from map information stored in a navigation ECU (not shown). Also, for example, the present invention is applicable to an autonomous vehicle in which the driving mode has transitioned from autonomous driving to driving by a driver. [Explanation of symbols]

[0052] 10... driving assistance ECU, 20... camera device, 30... radar device, 50... brake ECU, 51... brake actuator, 60... steering ECU, 61... steering motor.

Claims

1. A vehicle driving support device that performs a collision avoidance operation when an obstacle is present in a predetermined area in a traveling direction of a host vehicle to avoid a collision between the host vehicle and the obstacle, When it is determined that the obstacle is a continuous structure and that there is a possibility that the host vehicle will collide with an end portion of the continuous structure on the host vehicle side, calculating a first time which is a start time of the automatic braking when the host vehicle is caused to travel along a first avoidance path which avoids a collision between the host vehicle and the continuous structure by executing an automatic braking operation to apply a braking force to the host vehicle as the collision avoidance operation and stopping the host vehicle just before the end portion; calculating a second avoidance path for avoiding a collision between the host vehicle and the continuous structure by executing automatic steering as the collision avoidance operation to change a traveling direction of the host vehicle and pass through an area of ​​the continuous structure on the host vehicle side, and calculating a second time which is a start time of the automatic steering for driving the host vehicle according to the second avoidance path; calculating a third avoidance path for avoiding a collision between the host vehicle and the continuous structure by performing automatic steering as the collision avoidance operation and passing the host vehicle through a region to the side of the end of the continuous structure so as to intersect with the longitudinal direction of the continuous structure, and calculating a third time which is a start time of the automatic steering for driving the host vehicle according to the third avoidance path; selecting, as a collision avoidance route, one of the first avoidance route, the second avoidance route, and the third avoidance route, which corresponds to the latest time among the first time, the second time, and the third time, and starting the collision avoidance operation corresponding to the selected collision avoidance route at the latest time. Vehicle driving assistance device.

2. The vehicle driving assistance device according to claim 1, when there is no stopping space in which the host vehicle can stop without colliding with another obstacle after the host vehicle has avoided collision with the continuous structure when the host vehicle is caused to travel along the second avoidance route, the second avoidance route is not selected as the collision avoidance route. Vehicle driving assistance device.

3. The vehicle driving assistance device according to claim 1 or 2, when there is no stopping space in which the host vehicle can stop without colliding with another obstacle after the host vehicle has avoided collision with the continuous structure when the host vehicle is caused to travel along the third avoidance route, the third avoidance route is not selected as the collision avoidance route. Vehicle driving assistance device.

4. A vehicle driving assistance method for avoiding a collision between a host vehicle and an obstacle by performing a collision avoidance operation when an obstacle exists in a predetermined area in a traveling direction of the host vehicle, the method comprising: a first step of determining whether the obstacle is a continuous structure and whether there is a possibility that the host vehicle will collide with an end of the continuous structure on the host vehicle side; When it is determined that there is a possibility that the vehicle will collide with an end portion of the continuous structure on the side of the vehicle, calculating a first time which is a start time of the automatic braking when the host vehicle is caused to travel along a first avoidance path which avoids a collision between the host vehicle and the continuous structure by executing an automatic braking operation to apply a braking force to the host vehicle as the collision avoidance operation and stopping the host vehicle just before the end portion; calculating a second avoidance path for avoiding a collision between the host vehicle and the continuous structure by executing automatic steering as the collision avoidance operation to change a traveling direction of the host vehicle and pass through an area of ​​the continuous structure on the host vehicle side, and calculating a second time which is a start time of the automatic steering for driving the host vehicle according to the second avoidance path; calculating a third avoidance path for avoiding a collision between the host vehicle and the continuous structure by performing automatic steering as the collision avoidance operation and passing the host vehicle through a lateral region of the end of the continuous structure so as to intersect with the longitudinal direction of the continuous structure, and calculating a third time which is a start time of the automatic steering for driving the host vehicle according to the third avoidance path; The second step, a third step of selecting, as a collision avoidance route, one of the first avoidance route, the second avoidance route, and the third avoidance route corresponding to the latest of the first time, the second time, and the third time, and starting the collision avoidance operation corresponding to the selected collision avoidance route at the latest time; A vehicle driving assistance method comprising:

5. A program to be executed by a computer mounted on a host vehicle to perform a collision avoidance operation when an obstacle is present in a predetermined area in a traveling direction of the host vehicle to avoid a collision between the host vehicle and the obstacle, The program includes: a first step of determining whether the obstacle is a continuous structure and whether there is a possibility that the host vehicle will collide with an end of the continuous structure on the host vehicle side; When it is determined that there is a possibility that the vehicle will collide with an end portion of the continuous structure on the side of the vehicle, calculating a first time which is a start time of the automatic braking when the host vehicle is caused to travel along a first avoidance path which avoids a collision between the host vehicle and the continuous structure by executing an automatic braking operation to apply a braking force to the host vehicle as the collision avoidance operation and stopping the host vehicle just before the end portion; calculating a second avoidance path for avoiding a collision between the host vehicle and the continuous structure by executing automatic steering as the collision avoidance operation to change a traveling direction of the host vehicle and pass through an area of ​​the continuous structure on the host vehicle side, and calculating a second time which is a start time of the automatic steering for driving the host vehicle according to the second avoidance path; calculating a third avoidance path for avoiding a collision between the host vehicle and the continuous structure by performing automatic steering as the collision avoidance operation and passing the host vehicle through a lateral region of the end of the continuous structure so as to intersect with the longitudinal direction of the continuous structure, and calculating a third time which is a start time of the automatic steering for driving the host vehicle according to the third avoidance path; The second step, a third step of selecting, as a collision avoidance route, one of the first avoidance route, the second avoidance route, and the third avoidance route corresponding to the latest of the first time, the second time, and the third time, and starting the collision avoidance operation corresponding to the selected collision avoidance route at the latest time; A program that executes the following.

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