Vehicle control device

Abstract

To provide a vehicle control device capable of suppressing unnecessary continuation of deceleration control.SOLUTION: A vehicle control device 1 comprises a vehicle control ECU 10 configured to commence deceleration control to control a braking device 40 so that an own vehicle 100 decelerates when determining high possibility that the own vehicle 100 collides with a traversing object 200 and terminate the deceleration control when a predetermined control termination condition is met during execution of the deceleration control. The control termination condition includes an avoidance condition in which determination is made for whether the own vehicle collides with the traversing object when the traversing object 200 is approaching a predicted travel region A100 of the own vehicle 100 and both the own vehicle 100 and the traversing object 200 are in motion. The avoidance condition is met when a predetermined condition, based on a predicted own vehicle passing time T1 which is a predicted time for the own vehicle 100 to pass through an intersection region CA and a predicted traversing object passing time T2 which is a predicted time for the traversing object 200 to reach the intersection region CA, is met.SELECTED DRAWING: Figure 13

Description

Technical Field

[0001] The present disclosure relates to a vehicle control device capable of performing deceleration control.

Background Art

[0002] There is known a vehicle control device capable of performing deceleration control for controlling a braking device of a host vehicle so that the host vehicle decelerates when there is a high possibility of collision between the host vehicle and a crossing object predicted to cross the predicted traveling region of the host vehicle (see, for example, Patent Document 1).

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

[0004] Conventional vehicle control devices capable of performing deceleration control for crossing objects, including the vehicle control device disclosed in Patent Document 1 (hereinafter sometimes referred to as a conventional device), are terminated when it is predicted that a collision between the host vehicle and the crossing object will be surely avoided during the execution of the deceleration control. For example, when the crossing object stops or when the crossing object has already crossed the predicted traveling region of the host vehicle, the deceleration control is terminated. However, when the position of the crossing object is before crossing the predicted traveling region of the host vehicle and both the host vehicle and the crossing object are moving, the deceleration control is not terminated because there is a possibility of collision between the host vehicle and the crossing object depending on the subsequent behavior of the crossing object.

[0005] By the way, the crossing object may move while reducing its speed without stopping in order to let the host vehicle pass through before crossing the predicted driving area of the host vehicle. In this case, the deceleration control should be terminated to allow the host vehicle to pass through first. However, as described above, according to the conventional device, when the crossing object is moving at a position before crossing the predicted driving area of the host vehicle, the deceleration control is not terminated. For this reason, there is a problem that the deceleration control operates even when the continuation of the deceleration control is unnecessary.

[0006] An object of the present disclosure is to provide a vehicle control device that can solve the above-described problems. That is, an object of the present disclosure is to provide a vehicle control device that can suppress the continuation of deceleration control when the continuation of deceleration control is unnecessary.

[0007] A vehicle control device (1) according to the present disclosure includes a braking device (40) that brakes a host vehicle (100), and a crossing object (200) that is an object predicted to cross the predicted driving area (A100) of the host vehicle (100). When it is determined that the possibility of collision with the host vehicle (100) is high, a control unit (10) that controls the braking device (40) so that the host vehicle (100) decelerates to start deceleration control, and when a predetermined control end condition is satisfied during the execution of the deceleration control, the deceleration control is terminated. And the control end condition is a condition in which the position of the crossing object (200) is a position before crossing the predicted driving area (A100) of the host vehicle (100) and the host vehicle (100) and the crossing object (200) are moving, and the host vehicle (100) is the predicted driving area (A100) of the host vehicle (100) and the predicted movement area (A200) of the crossing object (200). An avoidance condition that is established when a predetermined condition set based on the predicted time (T1) for the host vehicle to pass through, which is the predicted time until the host vehicle passes through the intersection area (CA), and the predicted time (T2) for the crossing object (200) to reach the intersection area (CA) is established.

[0008] According to the vehicle control device according to the present disclosure, even when the position of the crossing object is a position before crossing the predicted travel area of the host vehicle and the host vehicle and the crossing object are moving, when the condition set based on the time until the host vehicle passes through the intersection area and the time until the crossing object reaches the intersection area is satisfied, the avoidance condition is satisfied. Then, when the avoidance condition is satisfied during the execution of the deceleration control, the control unit determines that the control end condition is satisfied and ends the deceleration control. Therefore, when the crossing object is moving before passing through the intersection area, it is possible to suppress the deceleration control from continuing when the continuation of the deceleration control is unnecessary.

[0009] In one aspect of the vehicle control device according to the present disclosure, the avoidance condition is a condition that is satisfied when the predicted time for the host vehicle to pass (T1) is smaller than the predicted time for the crossing object to reach (T2). According to this, the avoidance condition is satisfied when it is predicted that the host vehicle will pass through the intersection area first and then the crossing object will reach the intersection area. Therefore, even if the deceleration control is ended when the avoidance condition is satisfied, a collision between the host vehicle and the crossing object in the intersection area can be avoided.

[0010] In another aspect of the vehicle control device according to the present disclosure, the predicted time for the host vehicle to pass (T1) is the predicted time until the host vehicle (100) passes through the intersection area (CA) from the current position assuming that the host vehicle (100) maintains the current speed, and the predicted time for the crossing object to reach (T2) is the predicted time until the crossing object (200) reaches the intersection area from the current position assuming that the crossing object (200) performs a predetermined acceleration from the current speed, and the avoidance condition is a condition that is satisfied when the predicted time for the host vehicle to pass (T1) is smaller than the predicted time for the crossing object to reach (T2). According to this, when it is predicted that the host vehicle will pass through the intersection area before the crossing object accelerates and reaches the intersection area, the avoidance condition is satisfied and the deceleration control is ended. Therefore, even if the crossing object accelerates after the deceleration control is ended when the avoidance condition is satisfied, a collision between the host vehicle and the crossing object in the intersection area can be avoided.

[0011] In another aspect of the vehicle control device according to the present disclosure, the predicted time to reach a crossing object (T2) is the time it takes for the crossing object (200) to reach the intersection area (CA) from the current position, assuming that the crossing object accelerates at a predetermined acceleration (α p ) and a predetermined acceleration gradient (γ p ). According to this, when it is predicted that the host vehicle will pass through the intersection area before the crossing object reaches the intersection area while accelerating at the predetermined acceleration and acceleration gradient, the avoidance condition is satisfied and the deceleration control is terminated. Therefore, even if the crossing object accelerates at the predetermined acceleration and acceleration gradient after the deceleration control is terminated when the avoidance condition is satisfied, a collision between the host vehicle and the crossing object in the intersection area can be avoided.

[0012] In another aspect of the vehicle control device according to the present disclosure, the predicted time for the host vehicle to pass (T1) is the predicted time it takes for the host vehicle (100) to pass through the intersection area (CA) from the current position, assuming that the host vehicle maintains its current speed, and the predicted time to reach a crossing object (T2) is the predicted time it takes for the crossing object (200) to reach the intersection area (CA) from the current position, assuming that the crossing object maintains its current speed. When the possibility of the crossing object accelerating is low, it is not necessary to add a predetermined acceleration condition to calculate the predicted time to reach the crossing object. Therefore, in such a case, the predicted time to reach the crossing object can be calculated assuming that the crossing object maintains its current speed.

[0013] In another aspect of the vehicle control device according to the present disclosure, the control termination condition includes a host vehicle stop condition that is satisfied when the host vehicle (100) is stopped. When the host vehicle stops, the deceleration control is completed. Therefore, the control unit can determine that the control termination condition is satisfied and terminate the deceleration control when the host vehicle stop condition is satisfied during the execution of the deceleration control.

[0014] In another aspect of the vehicle control device according to the present disclosure, the control end condition includes a crossing object passing condition that is satisfied when the crossing object (200) passes through the intersection area (CA). When the crossing object passes through the intersection area during the deceleration control, a collision between the host vehicle and the crossing object in the intersection area does not occur. Therefore, when the crossing object passing condition is satisfied during the execution of the deceleration control, the control unit can determine that the control end condition is satisfied and end the deceleration control.

[0015] In another aspect of the vehicle control device according to the present disclosure, the control end condition includes a crossing object stop condition that is satisfied when the crossing object (200) stops before reaching the intersection area (CA). When the crossing object has stopped before reaching the intersection area, it is highly likely that the crossing object is waiting for the host vehicle to pass at a position before reaching the intersection area so that the host vehicle passes through the intersection area first. In this case, a collision between the host vehicle and the crossing object in the intersection area does not occur. Therefore, when the crossing object stop condition is satisfied during the execution of the deceleration control, the control unit can determine that the control end condition is satisfied and end the deceleration control.

Brief Description of the Drawings

[0016]

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Embodiments for Carrying Out the Invention

[0017] The vehicle control device according to the present disclosure is mounted on a vehicle. Hereinafter, the vehicle on which the vehicle control device according to the present disclosure is mounted is referred to as the host vehicle 100. Therefore, as shown in FIG. 1, the vehicle control device 1 according to the present embodiment is mounted on the host vehicle 100.

[0018] The vehicle control device 1 includes a vehicle control ECU 10, an in-vehicle sensor 20, a drive device 30, a braking device 40, and a steering device 50.

[0019] The vehicle control ECU 10 is a control unit mainly including a microcomputer. The vehicle control ECU 10 includes a CPU 11, a ROM 12, a RAM 13, a non-volatile memory 14, an interface 15, and the like. The CPU 11 is a processor for realizing various functions by executing instructions (programs, routines) stored in the ROM 12. Note that ECU is an abbreviation for Electronic Control Unit.

[0020] The drive device 30 generates a driving force and applies the driving force to the drive wheels of the host vehicle 100. The drive device 30 includes a drive ECU 31, a drive actuator 32, a drive source 33, a transmission 34, and a drive force transmission mechanism (not shown) that transmits the drive force to the drive wheels. The drive ECU 31 is electrically connected to the drive actuator 32 so as to be able to control the operation of the drive actuator 32. The drive actuator 32 is configured to be able to adjust the driving force of the drive source 33 by operating.

[0021] The drive ECU 31 controls the driving force generated by the drive source 33 by controlling the operation of the drive actuator 32. The driving force generated by the drive source 33 is transmitted to the drive wheels of the host vehicle 100 via the transmission 34 and the driving force transmission mechanism. Therefore, the drive ECU 31 can control the driving force of the host vehicle 100 by controlling the drive actuator 32. Further, the drive actuator 32 also operates when the accelerator pedal 35 provided in the host vehicle 100 is operated. Therefore, the host vehicle 100 can generate a driving force corresponding to the operation amount of the accelerator pedal 35.

[0022] When the drive source 33 is an internal combustion engine, the drive ECU 31 controls the driving force generated by the internal combustion engine. When the host vehicle 100 is a hybrid vehicle (HEV), the drive ECU 31 controls the driving force generated by either one or both of the internal combustion engine and the electric motor as the drive source 33. When the host vehicle 100 is a battery electric vehicle (BEV), the drive ECU 31 controls the driving force generated by the electric motor as the drive source 33.

[0023] The braking device 40 applies a braking force to the wheels of the host vehicle 100. The braking device 40 includes a brake ECU 41, a brake actuator 42, and a braking mechanism 43. The brake ECU 41 is electrically connected to the brake actuator 42 so as to be able to control the operation of the brake actuator 42. The brake actuator 42 includes a known hydraulic circuit and includes a reservoir, an oil pump, and various valve devices (not shown). The braking mechanism 43 includes a brake disk, a caliper, a piston, and brake pads, and generates a frictional braking force when the brake pads are pressed against the brake disk by the hydraulic pressure (i.e., the braking pressure) supplied from the brake actuator 42. The host vehicle 100 is braked by the frictional braking force generated by the braking mechanism 43.

[0024] The braking actuator 42 adjusts the hydraulic pressure (braking pressure) supplied to the braking mechanism 43 in accordance with an instruction from the braking ECU 41. The frictional braking force generated on the wheels changes according to the braking pressure. Therefore, the braking ECU 41 can control the braking force of the host vehicle 100 by controlling the braking actuator 42. Further, the braking actuator 42 also operates when the brake pedal 44 provided on the host vehicle 100 is operated. Therefore, the host vehicle 100 can generate a braking force corresponding to the operation amount of the brake pedal 44.

[0025] The steering device 50 is a device for steering the host vehicle 100. The steering device 50 includes a steering ECU 51, a steering actuator 52, and a steering mechanism 53. The steering ECU 51 is electrically connected to the steering actuator 52 so as to be able to control the operation of the steering actuator 52. The steering mechanism 53 includes a steering wheel 53a, a steering shaft 53b, a steering gear box (not shown), tie rods (not shown), and the like. The steering mechanism 53 is configured to be able to steer the steered wheels by a rotational operation of the steering wheel 53a. The steering actuator 52 is, for example, an electric motor, and is connected to the steering mechanism 53 so as to be able to apply power for steering the steered wheels to the steering mechanism 53. This steering actuator 52 can also be configured to generate a steering assist force for assisting the operation of the steering wheel 53a by the driver. The steering ECU 51 controls the operation of the steering mechanism 53 by controlling the operation of the steering actuator 52. Therefore, the steering ECU 51 can control the steering angle of the steered wheels of the host vehicle 100 by controlling the steering actuator 52.

[0026] The in-vehicle sensor 20 includes an accelerator pedal operation amount sensor 21, a brake pedal operation amount sensor 22, a steering angle sensor 23, a steering torque sensor 24, a vehicle momentum detection sensor 25, and a surrounding information detection sensor 26.

[0027] The accelerator pedal operation amount sensor 21 detects the operation amount of the accelerator pedal 35. The accelerator pedal operation amount sensor 21 is electrically connected to the vehicle control ECU 10. The accelerator pedal operation amount sensor 21 transmits information representing the detected operation amount of the accelerator pedal 35 to the vehicle control ECU 10. The vehicle control ECU 10 acquires the operation amount of the accelerator pedal 35 based on the information received from the accelerator pedal operation amount sensor 21.

[0028] The brake pedal operation amount sensor 22 detects the operation amount of the brake pedal 44. The brake pedal operation amount sensor 22 is electrically connected to the vehicle control ECU 10. The brake pedal operation amount sensor 22 transmits information representing the detected operation amount of the brake pedal 44 to the vehicle control ECU 10. The vehicle control ECU 10 acquires the operation amount of the brake pedal 44 based on the information received from the brake pedal operation amount sensor 22.

[0029] The steering angle sensor 23 detects the rotation angle of the steering shaft 53b with respect to the neutral position. The steering angle sensor 23 is electrically connected to the vehicle control ECU 10. The steering angle sensor 23 transmits information representing the detected rotation angle of the steering shaft 53b to the vehicle control ECU 10. The vehicle control ECU 10 acquires the rotation angle of the steering shaft 53b as the steering angle θ e based on the information received from the steering angle sensor 23.

[0030] The steering torque sensor 24 detects the torque input by the driver to the steering shaft 53b via the steering wheel 53a. The steering torque sensor 24 is electrically connected to the vehicle control ECU 10. The steering torque sensor 24 transmits information representing the detected torque to the vehicle control ECU 10. The vehicle control ECU 10 acquires the torque input by the driver to the steering shaft 53b via the steering wheel 53a as the steering torque based on the information received from the steering torque sensor 24.

[0031] The vehicle momentum detection sensor 25 detects the momentum of the host vehicle 100. The vehicle momentum detection sensor 25 includes a vehicle speed sensor 251, an acceleration sensor 252, and a yaw rate sensor 253.

[0032] The vehicle speed sensor 251 detects the traveling speed of the host vehicle 100, that is, the vehicle speed V of the host vehicle 100 in the traveling direction. e to detect. The vehicle speed sensor 251 is, for example, a wheel speed sensor that detects the rotational speed of the wheels of the host vehicle 100. The vehicle speed sensor 251 is electrically connected to the vehicle control ECU 10. The vehicle speed sensor 251 transmits information representing the detected vehicle speed V e to the vehicle control ECU 10. The vehicle control ECU 10 acquires the vehicle speed V e based on the information received from the vehicle speed sensor 251.

[0033] The acceleration sensor 252 detects the acceleration (longitudinal acceleration) acting in the traveling direction (front-rear direction) of the host vehicle 100. The acceleration sensor 252 is electrically connected to the vehicle control ECU 10. The acceleration sensor 252 transmits information representing the detected acceleration to the vehicle control ECU 10. The vehicle control ECU 10 determines the acceleration α e acting in the traveling direction (front-rear direction) of the host vehicle 100 based on the information received from the acceleration sensor 252. The acceleration sensor 252 detects the acceleration when the host vehicle 100 accelerates forward as a positive acceleration, and detects the acceleration when the host vehicle 100 accelerates backward, that is, the deceleration, as a negative acceleration. In this specification, "acceleration" is longitudinal acceleration unless otherwise specified.

[0034] The yaw rate sensor 253 detects the yaw rate of the host vehicle 100. The yaw rate sensor 253 is electrically connected to the vehicle control ECU 10. The yaw rate sensor 253 transmits information representing the detected yaw rate to the vehicle control ECU 10. The vehicle control ECU 10 acquires the yaw rate Y e of the host vehicle 100 based on the information received from the yaw rate sensor 253.

[0035] The surrounding information detection sensor 26 detects information on the environment around the host vehicle 100. In the present embodiment, the surrounding information detection sensor 26 includes a radio wave sensor and an image sensor. The radio wave sensor is, in the present embodiment, a radar sensor 261 that uses radar as radio waves to detect surrounding information. The image sensor is, in the present embodiment, a camera sensor 262. The surrounding information detection sensor 26 may include a sound wave sensor such as an ultrasonic sensor (clearance sonar) or an optical sensor such as LiDAR, or may include a ToF sensor (Time of Flight sensor).

[0036] The radar sensor 261 is electrically connected to the vehicle control ECU 10. The radar sensor 261 transmits a radar (for example, millimeter wave radar) and receives the radar (reflected wave) reflected by an object. The radar sensor 261 transmits target detection information obtained from the transmitted radar and the received radar to the vehicle control ECU 10. The radar sensor 261 detects, for example, a target existing around the host vehicle 100 based on the relationship between the transmitted radar and the received radar, and transmits information on the detected target to the vehicle control ECU 10 as target detection information. The vehicle control ECU 10 acquires information on the target existing around the host vehicle 100 based on the target detection information received from the radar sensor 261.

[0037] The radar sensor 261 includes a front radar sensor 261a, a right front side radar sensor 261b, and a left front side radar sensor 261c. FIG. 2 shows the attachment positions of the front radar sensor 261a, the right front side radar sensor 261b, and the left front side radar sensor 261c to the host vehicle 100. As shown in FIG. 2, the front radar sensor 261a is attached to substantially the center of the front end portion (for example, the front bumper) of the host vehicle 100. The right front side radar sensor 261b is attached to the right front end portion of the host vehicle 100. The left front side radar sensor 261c is attached to the left front end portion of the host vehicle 100.

[0038] The front radar sensor 261a transmits radar waves into a region (front region) having a spread of a predetermined angle around an axis F that extends from its mounting position toward the front of the host vehicle 100, and receives reflected waves from the front region. In FIG. 2, the radar transmission region (front region) FR by the front radar sensor 261a is schematically shown by the region surrounded by the solid line. The right front side radar sensor 261b transmits radar waves into a region (right front side region) having a spread of a predetermined angle around an axis R that extends from its mounting position toward the right front side (right diagonally forward) of the host vehicle 100, and receives reflected waves from the right front side region. In FIG. 2, the radar transmission region (right front side region) RR by the right front side radar sensor 261b is schematically shown by the region surrounded by the broken line. The left front side radar sensor 261c transmits radar waves into a region (left front side region) having a spread of a predetermined angle around an axis L that extends from its mounting position toward the left front side (left diagonally forward) of the host vehicle 100, and receives reflected waves from the left front side region. In FIG. 2, the radar transmission region (left front side region) LR by the left front side radar sensor 261c is schematically shown by the region surrounded by the alternate long and short dash line. As shown in FIG. 2, the radar transmission regions by the respective radar sensors, that is, the front region FR, the right front side region RR, and the left front side region LR may partially overlap.

[0039] The front radar sensor 261a detects a target existing in the front region FR based on the relationship between the transmitted wave and the received wave, and transmits information regarding the detected target to the vehicle control ECU 10. The right front side radar sensor 261b detects a target existing in the right front side region RR based on the relationship between the transmitted wave and the received wave, and transmits information regarding the detected target to the vehicle control ECU 10. The left front side radar sensor 261c detects a target existing in the left front side region LR based on the relationship between the transmitted wave and the received wave, and transmits information regarding the detected target to the vehicle control ECU 10. In the following description, when the right front side and the left front side are collectively referred to, they may also be referred to as the front side. Further, the right front side radar sensor 261b and the left front side radar sensor 261c may be collectively referred to as the front side radar sensor 261s.

[0040] The vehicle control ECU 10 acquires information about targets existing in the front area and the front side area of the host vehicle 100 based on the information received from the front radar sensor 261a and the front side radar sensor 261s. For example, when a target OB exists on the left front side of the host vehicle 100 as shown in FIG. 2, the vehicle control ECU 10, based on the information received from the left front side radar sensor 261c, determines the type of the target OB existing in the left front side area of the host vehicle 100, the orientation of the target OB with respect to the host vehicle 100, the relative distance L r between the host vehicle 100 and the target OB, r the relative speed V,

[0041] and so on. The camera sensor 262 is electrically connected to the vehicle control ECU 10. The camera sensor 262 includes a camera device and an image analysis device. The camera device is, for example, a digital camera incorporating an image sensor composed of a CCD (Charge Coupled Device) or a CIS (CMOS Image Sensor). The camera device captures the peripheral area of the host vehicle 100 at a predetermined frame rate to acquire image data. The camera device transmits each piece of image data acquired for each predetermined frame rate to the image analysis device. The image analysis device analyzes each piece of acquired image data to acquire information about targets and displays existing around the host vehicle 100 in the image, and transmits the information to the vehicle control ECU 10. The vehicle control ECU 10 acquires information about targets and displays existing around the host vehicle 100 based on the information received from the image analysis device.

[0042] The camera sensor 262 includes a front camera sensor 262a. FIG. 3 shows the mounting position of the front camera sensor 262a on the host vehicle 100. As shown in FIG. 3, the front camera sensor 262a is installed, for example, at the upper center of the front windshield of the host vehicle 100. Here, since the imaging lens included in the camera device of the front camera sensor 262a is a wide-angle lens, the front camera sensor 262a can image a relatively wide area in front of the host vehicle 100, for example, the front area and the front side area. The front camera sensor 262a analyzes the captured image data, obtains information about the targets and signs existing in the front area or the front side area of the host vehicle 100 from the image data, and transmits the information to the vehicle control ECU 10. The vehicle control ECU 10 obtains information about the targets and signs existing in the front area or the front side area of the host vehicle 100 based on the information received from the front camera sensor 262a. For example, the vehicle control ECU 10 obtains, based on the information received from the front camera sensor 262a, the lane in which the host vehicle 100 is traveling, the signs or the types of targets existing in the front area or the front side area of the host vehicle 100, and the like.

[0043] Note that the vehicle control ECU 10 may also integrate the information received from the front radar sensor 261a and the front side radar sensor 261s, and the information received from the front camera sensor 262a, to obtain information about the targets existing in the front area or the front side area of the host vehicle 100.

[0044] The radar sensor 261 may include a rear radar sensor that emits radar to the rear of the host vehicle 100, a rear side radar sensor that emits radar to the rear side of the host vehicle 100, a side radar sensor that emits radar to the side of the host vehicle 100, and the like. The camera sensor 262 may include a rear camera sensor that images the rear area of the host vehicle, a side camera sensor that images the side area of the host vehicle 100, and the like.

[0045] As shown in FIG. 1, the vehicle control ECU 10 is connected via CAN (Controller Area Network) so as to be able to transmit and receive information mutually with other ECUs including the drive ECU 31, the brake ECU 41, and the steering ECU 51. Therefore, each ECU can acquire the information acquired by other ECUs through CAN.

[0046] Also, the vehicle control device 1 is configured to be able to execute the automatic driving control of the host vehicle 100. For example, based on the information obtained from the in-vehicle sensor 20, the vehicle control ECU 10 transmits control signals to the drive ECU 31, the brake ECU 41, and the steering ECU 51 via CAN respectively. The drive ECU 31 controls the drive actuator 32 based on the control signal received from the vehicle control ECU 10. The brake ECU 41 controls the brake actuator 42 based on the control signal received from the vehicle control ECU 10. The steering ECU 51 controls the steering actuator 52 based on the control signal received from the vehicle control ECU 10. Thereby, the automatic driving of the host vehicle 100 is realized.

[0047] (Outline of the operation of automatic brake control) When the host vehicle 100 is executing automatic driving or when the driver is manually driving the host vehicle 100, the vehicle control ECU 10 starts the automatic brake control when it determines that the possibility of collision between the host vehicle 100 and an object (crossing object) predicted to cross the area (predicted driving area) where the host vehicle 100 is predicted to travel is high.

[0048] The automatic brake control is a deceleration control that controls the braking device 40 so that the host vehicle 100 decelerates. Also, the vehicle control ECU 10 is configured to end the automatic brake control when a predetermined control end condition is satisfied during the execution of the automatic brake control. The outline of the operation of this automatic brake control will be described.

[0049] During the running of the host vehicle 100, the vehicle control ECU 10 calculates the predicted travel area of the host vehicle 100. FIG. 4 shows the predicted travel area of the host vehicle 100. The predicted travel area of the host vehicle 100 is an area predicted to be traveled by the host vehicle 100 after the current time. As shown in FIG. 4, the predicted travel area A100 is an area having a width equal to the vehicle width of the host vehicle 100 centered on the predicted travel route R100 of the host vehicle 100. The predicted travel route R100 is a travel route predicted that the central portion in the vehicle width direction of the host vehicle 100 travels when the host vehicle 100 travels while maintaining the current steering angle θ e or yaw rate Y e . Therefore, although the predicted travel route R100 shown in FIG. 4 is linear, it may be curved depending on the situation.

[0050] The vehicle control ECU 10 is based on the host vehicle speed V e , acceleration α e , and steering angle θ e (or yaw rate Y e ) to calculate the predicted travel route R100 which is a route predicted that the central portion in the width direction of the host vehicle 100 advances. Further, the vehicle control ECU 10 calculates the predicted travel area A100 based on the calculated predicted travel route R100 and the value of the vehicle width of the host vehicle 100.

[0051] During the running of the host vehicle 100, the vehicle control ECU 10 determines whether there is a target moving in the front area or the front side area of the host vehicle 100 based on the information acquired from the front radar sensor 261a, the front side radar sensor 261s, and the front camera sensor 262a. When the vehicle control ECU 10 determines that there is a moving target in the front area or the front side area of the host vehicle 100, it calculates the predicted movement area of the moving target. The predicted movement area of the moving target is the area where the moving target progresses along the path predicted to progress. To calculate the predicted movement area of the moving target, the vehicle control ECU 10 calculates the relative distance, relative speed, and the azimuth where the moving target exists between the moving target and the host vehicle 100 based on the information acquired from the front radar sensor 261a and the front side radar sensor 261s. Then, the vehicle control ECU 10 can calculate the predicted movement area of the moving target based on the calculated relative distance, relative speed, azimuth, etc.

[0052] The predicted travel area A100 of the host vehicle 100 and the predicted movement area of the moving target can be represented on a predetermined two-dimensional coordinate plane. For example, the predicted travel area A100 of the host vehicle 100 and the predicted movement area of the moving target can be represented on an X-Y coordinate plane where a predetermined position of the host vehicle 100 (for example, the center of the front end of the host vehicle 100) is the origin, the axis passing through the origin and along the longitudinal direction of the host vehicle 100 is the X-axis, and the axis passing through the origin and along the width direction of the host vehicle 100 is the Y-axis.

[0053] The vehicle control ECU 10 determines whether the predicted travel area A100 of the host vehicle 100 and the predicted movement area of the moving target intersect on the X-Y coordinate plane. When the vehicle control ECU 10 determines that the predicted travel area A100 of the host vehicle 100 and the predicted movement area of the moving target intersect, it sets the moving target as a crossing target 200 predicted to cross the predicted travel area A100 of the host vehicle 100.

[0054] FIG. 5 shows the predicted travel area A100 of the host vehicle 100 and the predicted movement area A200 of the crosswalk object 200 represented on the X-Y coordinate plane. The origin O of the X-Y coordinate plane shown in FIG. 5 is the center of the front end of the host vehicle 100. The X-axis passes through the origin O and extends along the longitudinal direction of the host vehicle 100, and the Y-axis passes through the origin O and extends along the width direction of the host vehicle 100. The area above the right of the origin O is the area where X>0 and Y>0, the area above the left of the origin O is the area where X>0 and Y<0, the area below the right of the origin O is the area where X<0 and Y>0, and the area below the left of the origin O is the area where X<0 and Y<0.

[0055] In this X-Y coordinate plane, the host vehicle 100 travels along the X-axis. Therefore, the predicted travel area A100 of the host vehicle 100 is defined as the area surrounded by the straight line La extending upward parallel to the X-axis from the point P1 moved +W / 2 in the Y-axis direction from the origin O and the straight line Lb extending upward parallel to the X-axis from the point P2 moved -W / 2 in the Y-axis direction from the origin O. W is the vehicle width of the host vehicle 100.

[0056] The crosswalk object 200 is located above the left of the origin O in FIG. 5. The crosswalk object 200 is moving toward the predicted travel area A100 of the host vehicle 100 as shown by the arrow AR1 in FIG. 5. The arrow AR1 is the velocity vector of the crosswalk object 200. The velocity vector AR1 of the crosswalk object 200 can be obtained from the relative distance, relative velocity between the crosswalk object 200 and the host vehicle 100, and the azimuth where the crosswalk object 200 exists. The moving direction of the crosswalk object 200 coincides with the direction of the velocity vector AR1 of the crosswalk object 200. Therefore, the predicted movement area A200 of the crosswalk object 200 can be calculated based on the position of the crosswalk object 200, the velocity vector AR1 of the crosswalk object 200, and the estimated value of the width of the crosswalk object 200 in the direction perpendicular to the velocity vector AR1. Note that the position of the crosswalk object 200 can be calculated based on the relative distance between the host vehicle 100 and the crosswalk object 200 and the azimuth where the crosswalk object 200 exists.

[0057] As shown in FIG. 5, the predicted travel region A100 of the host vehicle 100 and the predicted movement region A200 of the crossing object 200 intersect at the intersection region CA. The intersection region CA can be defined as a region on the X-Y coordinate plane shown in FIG. 5.

[0058] When the vehicle control ECU 10 sets the crossing object 200, it determines whether there is a possibility that the host vehicle 100 will collide with the crossing object 200 in the intersection region CA. In this case, for example, the vehicle control ECU 10 calculates the positions where the host vehicle 100 and the crossing object 200 will be present every time a minute time elapses from the present when the host vehicle 100 and the crossing object 200 maintain their current speeds and accelerations. The vehicle control ECU 10 determines whether a prediction that the host vehicle 100 and the crossing object 200 will collide holds by comparing the relationship between the calculated position where the host vehicle 100 will be present and the position where the crossing object 200 will be present every minute time.

[0059] When the vehicle control ECU 10 determines that a prediction that the host vehicle 100 and the crossing object 200 will collide holds, it determines whether the time to collision TTC predicted for the host vehicle 100 and the crossing object 200 is equal to or less than a predetermined threshold time TTCth. Then, when the time TTC is within the threshold time TTCth, the vehicle control ECU 10 determines that the possibility of collision between the host vehicle 100 and the crossing object 200 is high.

[0060] When the vehicle control ECU 10 determines that the possibility of collision between the host vehicle 100 and the crossing object 200 is high, it starts automatic brake control.

[0061] When the vehicle control ECU 10 starts automatic brake control, it outputs a command signal to the brake ECU 41 so that the host vehicle 100 is forcibly braked. Thereby, the brake actuator 42 operates and the host vehicle 100 is forcibly braked. In this case, a certain braking force may be applied to the host vehicle 100, or a braking force stronger than the current braking force may be applied to the host vehicle 100 when it is determined that the collision cannot be avoided with the current braking force.

[0062] During the execution of the automatic braking control, the vehicle control ECU 10 determines whether a predetermined control termination condition is satisfied. The vehicle control ECU 10 is configured to terminate the automatic braking control when it determines that the control termination condition is satisfied.

[0063] In this embodiment, in order to determine whether the control termination condition is satisfied during the execution of the automatic braking control, the vehicle control ECU 10 first determines whether the position of the crossing object 200 is within the intersection area CA. If the position of the crossing object 200 is within the intersection area CA, there is a risk of collision between the host vehicle and the crossing object 200 within the intersection area CA if the automatic braking control is terminated. Therefore, when the position of the crossing object 200 is within the intersection area CA, the vehicle control ECU 10 determines that the control termination condition is not satisfied. When the position of the crossing object 200 is not within the intersection area CA, the vehicle control ECU 10 then determines whether the host vehicle stop condition is satisfied. The host vehicle stop condition is satisfied when the host vehicle 100 is stopped and is not satisfied when the host vehicle 100 is moving. Whether this host vehicle stop condition is satisfied can be determined based on the host vehicle speed V e obtained from the vehicle speed sensor 251. When the host vehicle stop condition is satisfied, it is considered that the automatic braking control has been completed. In this case, the vehicle control ECU 10 determines that the control termination condition is satisfied and terminates the automatic braking control.

[0064] When the host vehicle stop condition is not satisfied, that is, when the host vehicle 100 is moving, the vehicle control ECU 10 then determines whether the crossing object passing condition is satisfied. The crossing object passing condition is satisfied when the crossing object 200 has passed through the intersection area CA and is not satisfied when the crossing object 200 has not passed through the intersection area CA.

[0065] FIG. 6 shows a state where the condition for passing a transverse object is satisfied. As shown in FIG. 6, when the transverse object 200 has already passed through the intersection area CA, the host vehicle 100 that will pass through the intersection area CA and the transverse object 200 will not collide in the intersection area CA. Therefore, when the condition for passing a transverse object is satisfied, the vehicle control ECU 10 determines that the control end condition is satisfied and ends the automatic braking control. Whether the condition for passing a transverse object is satisfied can be determined based on, for example, the position and moving direction of the transverse object 200.

[0066] When the condition for passing a transverse object is not satisfied, the vehicle control ECU 10 next determines whether the condition for stopping the transverse object is satisfied. The condition for stopping the transverse object is satisfied when the transverse object 200 stops before reaching the intersection area CA, and is not satisfied otherwise.

[0067] FIG. 7 shows a state where the condition for stopping the transverse object is satisfied. As shown in FIG. 7, when the transverse object 200 stops before reaching the intersection area CA, the transverse object 200 is likely waiting for the host vehicle 100 to pass at a position before reaching the intersection area CA so that the host vehicle 100 passes through the intersection area CA first. In this case, a collision between the host vehicle 100 and the transverse object 200 in the intersection area CA does not occur. Therefore, when the condition for stopping the transverse object is satisfied, the vehicle control ECU 10 determines that the control end condition is satisfied and ends the automatic braking control. Whether the condition for stopping the transverse object is satisfied can be determined based on the speed of the transverse object 200.

[0068] When the cross-object stop condition is not satisfied, the state of the cross-object 200 is considered to be the position before reaching the intersection area CA and moving toward the intersection area CA. In this case, the vehicle control ECU 10 then executes a collision avoidance determination process. The collision avoidance determination process is a process of determining whether it is possible to avoid a collision between the host vehicle 100 and the cross-object 200 by the automatic braking control up to the present. In this case, the vehicle control ECU 10 calculates the positions where the host vehicle 100 and the cross-object 200 will be present at every elapse of a tiny time from the current time, assuming that the host vehicle 100 and the cross-object 200 maintain their current speeds and accelerations (decelerations). As a result of the calculation, if it is predicted that the host vehicle 100 and the cross-object 200 will collide, the vehicle control ECU 10 determines that it is not possible to avoid a collision between the host vehicle 100 and the cross-object 200. On the other hand, as a result of the calculation, if it is predicted that the host vehicle 100 and the cross-object 200 will not collide, the vehicle control ECU 10 determines that it is possible to avoid a collision between the host vehicle 100 and the cross-object 200.

[0069] FIG. 8 shows an example of the position where the host vehicle 100 will be present (host vehicle predicted position) and the position where the cross-object 200 will be present (cross-object predicted position) calculated by the collision avoidance determination process. FIG. 8 shows the relationship between the position of the host vehicle 100 and the position of the cross-object 200 at the current time (t = 0.00 sec.), and the relationship between the host vehicle predicted position and the cross-object predicted position at 0.25 seconds after the current time (t = 0.25 sec.), 0.50 seconds after (t = 0.50 sec.), 0.75 seconds after (t = 0.75 sec.), 1.00 seconds after (t = 1.00 sec.), and 1.25 seconds after (t = 1.25 sec.). The host vehicle at the host vehicle predicted position is indicated by reference numeral 101, and the cross-object at the cross-object predicted position is indicated by reference numeral 201. In addition, FIG. 8 shows a part of the host vehicle predicted position and the cross-object predicted position calculated by the collision avoidance determination process. Actually, the host vehicle predicted position and the cross-object predicted position are calculated at every smaller time interval (for example, every 0.01 second).

[0070] According to the example shown in FIG. 8, when the host vehicle 100 and the cross object 200 maintain their current speeds and accelerations, it is predicted that they will collide in the intersection area CA after 1.0 second (t = 1.00 sec.). Therefore, the vehicle control ECU 10 determines that it is not possible to avoid a collision between the host vehicle 100 and the cross object 200. In this case, the vehicle control ECU 10 determines that the control end condition is not satisfied. Note that when it is determined that it is not possible to avoid a collision between the host vehicle 100 and the cross object 200, it means that the current braking force applied to the host vehicle 100 cannot avoid the collision. Therefore, in this case, the vehicle control ECU 10 can control the braking device 40 so that the braking force applied to the host vehicle 100 becomes larger.

[0071] FIG. 9 shows another example of the predicted position of the host vehicle and the predicted position of the cross object calculated by the collision avoidance determination process. FIG. 9 also shows the relationship between the position of the host vehicle 100 and the position of the cross object 200 at the current time (t = 0.00 sec.), and the relationship between the predicted position of the host vehicle and the predicted position of the cross object after 0.25 seconds (t = 0.25 sec.), 0.50 seconds (t = 0.50 sec.), 0.75 seconds (t = 0.75 sec.), 1.00 seconds (t = 1.00 sec.), and 1.25 seconds (t = 1.25 sec.) have elapsed from the current time. According to the example shown in FIG. 9, when the host vehicle 100 and the cross object 200 maintain their current speeds and accelerations, it is predicted that the cross object 200 (201) will pass through the intersection area CA after 1.00 second (T = 1.00 sec.), and then the host vehicle 100 (101) will reach the intersection area CA. Therefore, in this case, the vehicle control ECU 10 determines that it is possible to avoid a collision between the host vehicle 100 and the cross object 200.

[0072] Incidentally, according to the collision avoidance mode shown in FIG. 9, although the collision is avoided, it is predicted that the crossing object 200 (201) will pass in front of the host vehicle 100 (101). When the automatic brake control is terminated in such a situation, the driver of the host vehicle 100 will feel uneasy. Therefore, when it is predicted that the collision will be avoided when the host vehicle 100 reaches the intersection area CA after the crossing object 200 has passed through the intersection area CA, the vehicle control ECU 10 determines that the control termination condition is not satisfied. Hereinafter, the collision avoidance mode shown in FIG. 9 may also be referred to as avoidance mode 1.

[0073] FIG. 10 shows still another example of the predicted position of the host vehicle and the predicted position of the crossing object calculated by the collision avoidance determination process. FIG. 10 also shows the relationship between the position of the host vehicle 100 and the position of the crossing object 200 at the current time point (t = 0.00 sec.), and after 0.25 seconds have elapsed from the current time point (t = 0.25 sec.), 0.50 seconds have elapsed (t = 0.50 sec.), 0.75 seconds have elapsed (t = 0.75 sec.), 1.00 seconds have elapsed (t = 1.00 sec.), and 1.25 seconds have elapsed (t = 1.25 sec.). According to the example shown in FIG. 10, when the host vehicle 100 and the crossing object 200 maintain their current speeds and accelerations, it is predicted that the host vehicle 100 will pass through the intersection area CA after 1.00 second (t = 1.00 sec.), and then the crossing object 200 will reach the intersection area CA. Therefore, in this case, the vehicle control ECU 10 determines that a collision between the host vehicle 100 and the crossing object 200 can be avoided. Hereinafter, the collision avoidance mode shown in FIG. 10, that is, the collision avoidance mode in which it is predicted that the collision will be avoided when the crossing object 200 reaches the intersection area CA after the host vehicle 100 has passed through the intersection area CA, may also be referred to as avoidance mode 2.

[0074] The situation where the conflict avoidance mode is predicted to be avoidance mode 2 may be a situation where the crossing object 200 is moving at a low speed while reducing its speed before entering the intersection area CA in order to allow the crossing object 200 to pass through the intersection area CA ahead of the host vehicle 100. In such a situation, it is better to terminate the automatic brake control of the host vehicle 100 so that the host vehicle 100 can pass through the intersection area CA earlier. On the other hand, in the case of unexpected behavior of the crossing object 200, for example, when the crossing object 200 suddenly accelerates, if the automatic brake control has been terminated, there is a risk of collision between the host vehicle 100 and the crossing object 200 in the intersection area CA.

[0075] However, the situation where the host vehicle 100 is also decelerating by automatic brake control even though the crossing object 200 is moving while reducing its speed in order to allow the crossing object 200 to pass through the intersection area CA ahead of the host vehicle 100 is a situation where the automatic brake control is operating continuously unnecessarily. Therefore, the vehicle control ECU 10 of the vehicle control device 1 according to the present disclosure determines that the control termination condition is satisfied when the situation where collision avoidance by avoidance mode 2 shown in FIG. 10 is predicted and the following avoidance conditions are satisfied in order to suppress unnecessary continuation of the automatic brake control while avoiding a collision.

[0076] The avoidance condition is a condition for determining whether it is satisfied when the position of the crossing object 200 is a position before crossing the predicted travel area A100 of the host vehicle 100 (that is, a position before the position of the crossing object 200 reaches the intersection area CA) and both the host vehicle 100 and the crossing object 200 are moving (that is, neither the host vehicle 100 nor the crossing object 200 is stopped). Here, the situation where the position of the crossing object 200 is not within the intersection area CA, the host vehicle stop condition is not satisfied, the crossing object passing condition is not satisfied, and the crossing object stop condition is not satisfied is a situation where the position of the crossing object 200 is a position before reaching the intersection area CA and both the host vehicle 100 and the crossing object 200 are moving. Therefore, when all of the above conditions are not satisfied, the satisfaction or non-satisfaction of the avoidance condition is determined.

[0077] The avoidance condition is established when a predetermined condition set based on the predicted time for the host vehicle to pass through the intersection area CA, which is the predicted host vehicle passing time, and the predicted time for the crossing object 200 to reach the intersection area CA, which is the predicted crossing object arrival time, is satisfied. In the present embodiment, the avoidance condition is established when the condition that the predicted host vehicle passing time is less than the predicted crossing object arrival time is satisfied. That is, when the avoidance condition is satisfied, it is predicted that the host vehicle 100 will pass through the intersection area CA first, and then the crossing object 200 will reach the intersection area CA.

[0078] Further, in the present embodiment, the predicted host vehicle passing time is the predicted time required for the host vehicle 100 to pass through the intersection area CA from the current position assuming that the host vehicle 100 ends the automatic braking control at the current time and maintains the current speed. Also, the predicted crossing object arrival time is the predicted time required for the crossing object 200 to reach the intersection area CA from the current position assuming that the crossing object 200 accelerates at a predetermined acceleration and acceleration gradient from the current speed.

[0079] The acceleration set for the crossing object 200 differs depending on the type of the crossing object 200. Similarly, the acceleration gradient set for the crossing object 200 also differs depending on the type of the crossing object 200. For example, when the crossing object 200 is a vehicle, a motorcycle, or a bicycle, the acceleration to be set is 3 m / sec. 2 to, and the acceleration gradient is 3 m / sec. 3 to, can be set respectively.

[0080] When determining whether the avoidance condition is satisfied, the vehicle control ECU 10 can perform, for example, the following calculations.

[0081] Figure 11 shows the positional relationship between the host vehicle 100 and the crossing object 200 at a certain point during the execution of the automatic brake control. According to the example shown in Figure 11, the predicted travel area A100 of the host vehicle 100 and the predicted movement area A200 of the crossing object 200 are orthogonal. Therefore, the intersection area CA is a rectangle. Also, the crossing object 200 is moving so as to enter the intersection area CA from the left side of the host vehicle 100. Therefore, the crossing object 200 enters the intersection area CA from the left side H L of the four sides surrounding the intersection area CA and passes through the intersection area CA from the right side H R . Also, the host vehicle 100 enters the intersection area CA from the lower side H D of the four sides surrounding the intersection area CA and passes through the intersection area CA from the upper side H U .

[0082] The side H where the crossing object 200 enters the intersection area CA L and the side H where the host vehicle 100 passes through the intersection area CA U The intersection point of is defined as the collision avoidance point P. The collision avoidance point P is on the side H where the crossing object 200 enters the intersection area CA L and the side H where the host vehicle 100 passes through the intersection area CA U is a point included in both.

[0083] The distance L1 that the host vehicle 100 travels from the current position shown in Figure 11 until it passes through the intersection area CA is represented by Equation (1).

Equation

[0084] Also, when the host vehicle 100 terminates the automatic brake control at the current time, since the host vehicle 100 travels at the speed at the current time, if the speed (current speed) of the host vehicle 100 at the current time is defined as the host vehicle speed V e , the time T1 required for the host vehicle 100 to travel from the current position to the distance L1 is represented by Equation (2). [Number] The time T1 represented by the above formula (2) is the predicted passing time of the host vehicle.

[0085] Also, in FIG. 11, the distance Td that the crossing object 200 travels from the current position shown in FIG. 11 until it reaches the intersection area CA in is defined as, and the current speed (present speed) of the crossing object 200 is V p is defined as. The distance Td in is the distance between the position Pp of the front end (left front end) of the crossing object 200 at the current time and the collision avoidance point P. When the crossing object 200 accelerates from the current position shown in FIG. 11 with an acceleration α p and an acceleration gradient γ p the distance L2 that the crossing object 200 travels after the elapse of time t from the current time is represented by formula (3). [Number]

[0086] The distance L2 is calculated by changing t in formula (3) at each small time, and the t when the distance L2 becomes equal to the distance Td in is obtained. The t thus obtained is the predicted crossing object arrival time T2.

[0087] The vehicle control ECU 10 calculates the predicted host vehicle passing time T1 using formula (2) and calculates the predicted crossing object arrival time T2 using formula (3). Then, the vehicle control ECU 10 compares the calculated predicted host vehicle passing time T1 and the predicted crossing object arrival time T2, and when the predicted host vehicle passing time T1 is smaller than the predicted crossing object arrival time T2, it determines that the avoidance condition is satisfied. In this case, even when the crossing object 200 accelerates, there is a margin for avoiding a collision between the host vehicle 100 and the crossing object 200 to the extent that the host vehicle 100 passes through the intersection area CA first. Therefore, in such a case, the vehicle control ECU 10 determines that the control end condition of the automatic brake control is satisfied even when the crossing object 200 is moving at a position before passing through the intersection area CA.

[0088] In this way, when the position of the crossing object 200 reaches a position before reaching the intersection area CA (that is, a position before the position of the crossing object 200 crosses the predicted travel area A100 of the host vehicle 100), and when the host vehicle 100 and the crossing object 200 are moving, the vehicle control ECU 10 determines whether the avoidance condition is satisfied. When this avoidance condition is satisfied, the vehicle control ECU 10 determines that the control end condition is satisfied. As a result, in a situation where the crossing object 200 moves while reducing its speed in front of the intersection area CA to allow the host vehicle 100 to pass through the intersection area CA first, the automatic brake control is terminated. Therefore, it is possible to suppress the unnecessary continuation of the operation of the automatic brake control even though the crossing object 200 moves at a low speed while reducing its speed in front of the intersection area CA, and even if the crossing object 200 accelerates, it is possible to avoid a collision between the host vehicle 100 and the crossing object 200 in the intersection area CA.

[0089] (Specific operation) FIGS. 12A and 12B are flowcharts showing an example of an automatic brake control program executed by the CPU 11 (processor) of the vehicle control ECU 10 to execute the automatic brake control. This program is repeatedly executed at a predetermined short time period when the host vehicle 100 is running.

[0090] When the automatic brake control program is started, the CPU 11 first determines, in step 101 in FIG. 12 (hereinafter, steps are abbreviated as S), whether a moving object is detected in the front area or the front side area of the host vehicle 100. When the CPU 11 does not detect a moving object in the front area or the front side area of the host vehicle 100 (S101: No), this program is temporarily terminated. On the other hand, when a moving object is detected in the front or front side area of the host vehicle 100 (S101: Yes), the process executed by the CPU 11 proceeds to S102.

[0091] In S102, the CPU 11 calculates the predicted movement area of the detected moving object target. Next, the CPU 11 determines whether the calculated predicted movement area of the moving object target intersects the predicted travel area A100 of the host vehicle 100 (S103). For example, the CPU 11 can determine whether the predicted movement area of the moving object target intersects the predicted travel area A100 of the host vehicle 100 based on whether the intersection area between the predicted movement area of the moving object target and the predicted travel area A100 of the host vehicle 100 is formed on the X-Y coordinate plane shown in FIG. 5.

[0092] If the predicted movement area of the moving object target does not intersect the predicted travel area A100 of the host vehicle 100 (S103: No), the host vehicle 100 will not collide with the moving object target. Therefore, in this case, the CPU 11 terminates this program once. On the other hand, if the predicted movement area of the moving object target intersects the predicted travel area A100 of the host vehicle 100 (S103: Yes), the process proceeds to S104.

[0093] In S104, the CPU 11 sets the detected moving object target as the crossing object target 200. Next, the CPU 11 determines the type of the crossing object target 200 (S105). In this case, the CPU 11 can determine the type of the crossing object target 200 based on the information obtained from the front camera sensor 262a. For example, in S105, the CPU 11 determines whether the crossing object target 200 is a vehicle or a two-wheeler, a bicycle, or a pedestrian.

[0094] Next, the CPU 11 executes a collision possibility determination process (S106). In this case, the CPU 11 calculates the positions where the host vehicle 100 and the crossing object target 200 will be present every time a minute time elapses from the current time when the host vehicle 100 and the crossing object target 200 maintain their current speeds and accelerations. The CPU 11 determines whether a prediction that the host vehicle 100 and the crossing object target 200 will collide holds by comparing the relationship between the calculated position where the host vehicle 100 will be present and the position where the crossing object target 200 will be present every minute time.

[0095] Next, the CPU 11 determines whether or not it is determined by the collision possibility determination process that a prediction of a collision between the host vehicle 100 and the crossing object 200 holds (S107). If it is not determined that the prediction of a collision holds (S107: No), the CPU 11 temporarily ends this program. On the other hand, if it is determined that the prediction of a collision holds (S107: Yes), the process proceeds to S108.

[0096] In S108, the CPU 11 determines whether or not the time to collision TTC at which the host vehicle 100 and the crossing object 200 are predicted to collide is equal to or less than a predetermined threshold time TTCth set in advance. If the time to collision TTC is greater than the threshold time TTCth (S108: No), the CPU 11 temporarily ends this program. If the time to collision TTC is equal to or less than the threshold time TTCth (S108: Yes), the CPU 11 determines that the possibility of a collision between the host vehicle 100 and the crossing object 200 is high, and the process proceeds to S109.

[0097] In S109, the CPU 11 starts automatic brake control. Next, the CPU 11 calculates a required deceleration ΔDreq (S110). The required deceleration ΔDreq may be a fixed value or a variable value. Thereafter, the process proceeds to S111.

[0098] In S111, the CPU 11 outputs a deceleration command signal for controlling the brake actuator 42 so that the deceleration of the host vehicle 100 matches the required deceleration ΔDreq to the brake ECU 41. Thereby, the brake ECU 41 controls the brake actuator 42 so that the deceleration matches the required deceleration ΔDreq. For this reason, the host vehicle 100 decelerates. Thereafter, the process proceeds to S112.

[0099] In S112, the CPU 11 determines whether the control end flag F is set to 1. The control end flag F is set to 1 when the control end condition of the automatic brake control is satisfied, and is set to 0 when the control end condition is not satisfied. If the CPU 11 determines in S112 that the control end flag F is not set to 1, that is, if the control end flag F is set to 0 (S112: No), it determines that the control end condition of the automatic brake control is not satisfied, and the process returns to S110. In this case, the CPU 11 calculates the required deceleration ΔDreq again (S110) and outputs a deceleration command signal (S111). Thereby, the automatic brake control is continued. On the other hand, if the CPU 11 determines in S112 that the control end flag F is set to 1 (S112: Yes), it determines that the control end condition of the automatic brake control is satisfied, and the process proceeds to S113. In S113, the CPU 11 ends the automatic brake control. Thereby, the forced deceleration of the host vehicle 100 ends. Thereafter, the CPU 11 temporarily ends this program.

[0100] By executing the above-described automatic brake control program by the CPU 11, when the time to collision TTC becomes equal to or less than the threshold time TTCth, that is, when it is determined that the possibility of collision between the host vehicle 100 and the cross target 200 is high, the automatic brake control is started and the host vehicle 100 decelerates. Also, if the control end flag F is not set to 1 during the execution of the automatic brake control, it is determined that the control end condition is not satisfied and the automatic brake control is continued. If the control end flag F is set to 1 during the execution of the automatic brake control, it is determined that the control end condition is satisfied and the execution of the automatic brake control is ended.

[0101] Figure 13 is a flowchart showing an example of a control end condition determination program executed by the CPU 11 of the vehicle control ECU 10 to set the control end flag F. This program is executed when the automatic brake control is started in S109 of FIG. 12A. When the execution of this program is started, the CPU 11 first determines, in S201 of FIG. 13, whether or not the position of the crosswalk object 200 is within the intersection area CA. In this case, the CPU 11 can determine whether or not the position of the crosswalk object 200 is within the intersection area CA based on the relationship between the position of the crosswalk object 200 and the position of the intersection area CA.

[0102] If the position of the crosswalk object 200 is within the intersection area CA (S201: Yes), the process proceeds to S209. In S209, the CPU 11 determines that the control end condition is not satisfied and sets the control end flag F to 0. Then, the CPU 11 temporarily ends this program. On the other hand, if the position of the crosswalk object 200 is not within the intersection area CA (S201: No), the process proceeds to S202. In S202, the CPU 11 determines whether or not the host vehicle stop condition is satisfied.

[0103] Figure 14 is a flowchart showing an example of a host vehicle stop condition determination program executed by the CPU 11 of the vehicle control ECU 10 to determine whether or not the host vehicle stop condition is satisfied. When the execution of this program is started, the CPU 11 acquires the host vehicle speed V e in S301 of FIG. 14. Next, the CPU 11 determines whether or not the host vehicle speed V e is 0 km / h, that is, whether or not the host vehicle 100 is stopped (S302). If the host vehicle speed V e is not 0 km / h (S302: No), the process proceeds to S304. On the other hand, if the host vehicle speed V e is 0 km / h (S302: Yes), the process proceeds to S303.

[0104] In S303, the CPU 11 determines that the self-vehicle stop condition is satisfied. Then, the CPU 11 ends this program. Also, in S304, the CPU 11 determines that the self-vehicle stop condition is not satisfied. Then, the CPU 11 ends this program.

[0105] By executing the self-vehicle stop condition determination program described above, the CPU 11 determines that the self-vehicle stop condition is satisfied when the self-vehicle 100 is stopped, and determines that the self-vehicle stop condition is not satisfied when the self-vehicle 100 is moving.

[0106] If the CPU 11 determines in S202 of FIG. 13 that the self-vehicle stop condition is satisfied (S202: Yes), the process proceeds to S210. In S210, the CPU 11 determines that the control end condition is satisfied because the self-vehicle stop condition is satisfied, and sets the control end flag F to 1. Then, the CPU 11 ends this program. On the other hand, if the CPU 11 determines in S202 that the self-vehicle stop condition is not satisfied (S202: No), that is, when the self-vehicle 100 is moving, the process proceeds to S203. In S203, the CPU 11 determines whether the crosswalk object passing condition is satisfied.

[0107] FIG. 15 is a flowchart showing an example of a crosswalk object passing condition determination program executed by the CPU 11 of the vehicle control ECU 10 to determine whether the crosswalk object passing condition is satisfied. When the execution of this program is started, the CPU 11 estimates the moving direction D of the crosswalk object 200 in S401 of FIG. 15. In this case, for example, the CPU 11 obtains the velocity vector of the crosswalk object 200 based on the relative distance, relative velocity, and the azimuth where the crosswalk object 200 exists between the crosswalk object 200 and the self-vehicle 100. The CPU 11 can estimate the moving direction D of the crosswalk object 200 from the direction of the obtained velocity vector of the crosswalk object 200.

[0108] Next, the CPU 11 determines whether the moving direction D of the crossing object 200 is a direction away from the intersection area CA (S402). This determination can be made, for example, based on the relationship between the moving direction D of the crossing object 200 and the position of the intersection area CA.

[0109] When the moving direction D of the crossing object 200 is a direction away from the intersection area CA (S402: Yes), the CPU 11 determines that the moving direction D of the crossing object 200 is a direction away from the intersection area CA because the crossing object 200 passed through the intersection area CA at a time point before the current time point as shown in FIG. 6. That is, the CPU 11 determines that the crossing object 200 has already passed through the intersection area CA. In this case, the process proceeds to S403. In S403, the CPU 11 determines that the crossing object passing condition is satisfied. Thereafter, the CPU 11 ends this program. On the other hand, when the moving direction D of the crossing object 200 is not a direction away from the intersection area CA (S402: No), the CPU 11 determines that the crossing object 200 has not yet passed through the intersection area CA. In this case, the process proceeds to S404. In S404, the CPU 11 determines that the crossing object passing condition is not satisfied. Thereafter, the CPU 11 ends this program.

[0110] By executing the above-described crossing object passing condition determination program, the CPU 11 determines that the crossing object passing condition is satisfied when the crossing object 200 has already passed through the intersection area CA, and determines that the crossing object passing condition is not satisfied when the crossing object 200 has not yet passed through the intersection area CA.

[0111] When the CPU 11 determines that the crossing object passing condition is satisfied in S203 of FIG. 13 (S203: Yes), the CPU 11 determines that the control end condition is satisfied because the crossing object passing condition is satisfied, and sets the control end flag F to 1 in S210. Thereafter, the CPU 11 ends this program. On the other hand, when the CPU 11 determines that the crossing object passing condition is not satisfied in S203 (S203: No), the process proceeds to S204. In S204, the CPU 11 determines whether the crossing object stop condition is satisfied.

[0112] FIG. 16 is a flowchart showing an example of a crossing object stop condition determination program executed by the CPU 11 of the vehicle control ECU 10 to determine whether or not the crossing object stop condition is satisfied. When the execution of this program is started, the CPU 11 calculates the speed V of the crossing object 200 at S501 in FIG. 16. p Next, the CPU 11 determines whether or not the speed V of the crossing object 200 is 0 km / h, that is, whether or not the crossing object 200 has stopped (S502). If the speed V of the crossing object 200 is not 0 km / h (S502: No), the process proceeds to S504. At S504, the CPU 11 determines that the crossing object stop condition is not satisfied. Then, the CPU 11 ends this program. On the other hand, if the speed V of the crossing object 200 is 0 km / h (S502: Yes), the process proceeds to S503. At S503, the CPU 11 determines that the crossing object stop condition is satisfied. Then, the CPU 11 ends this program. p p p

[0113] By executing the above-described crossing object stop condition determination program, the CPU 11 determines that the crossing object stop condition is satisfied when the crossing object 200 has stopped, and determines that the crossing object stop condition is not satisfied when the crossing object 200 has not stopped. Here, when the CPU 11 executes the crossing object stop condition determination program shown in FIG. 16, it is a case where the position of the crossing object 200 is not within the intersection area CA and the crossing object passage condition is not satisfied, that is, a case where the crossing object 200 has not passed through the intersection area CA. Therefore, when it is determined that the crossing object stop condition is satisfied by the execution of this program, it is a case where the crossing object 200 has stopped before reaching the intersection area CA. Also, when it is determined that the crossing object stop condition is not satisfied by the execution of this program, it is a case where the crossing object 200 is moving at a position before reaching the intersection area CA.

[0114] ​​​When the CPU 11 determines in S204 of FIG. 13 that the crossing object stop condition is satisfied (S204: Yes), it determines that the control end condition is satisfied because the crossing object stop condition is satisfied, and sets the control end flag F to 1 in S210. Thereafter, the CPU 11 ends this program. On the other hand, when it determines in S204 that the crossing object stop condition is not satisfied (S204: No), the process proceeds to S205. In S205, the CPU 11 executes a collision avoidance determination process. As shown in FIGS. 8, 9, and 10, this collision avoidance determination process is a process of determining whether or not the host vehicle 100 and the crossing object 200 will collide in the intersection area CA based on the transitions of the predicted position of the host vehicle 100 (host vehicle predicted position) and the predicted position of the crossing object 200 (crossing object predicted position) calculated every elapse of a minute time from the current time.

[0115] After the CPU 11 executes the collision avoidance determination process in S205, the process proceeds to S206. In S206, the CPU 11 determines whether or not it is possible to avoid a collision between the host vehicle 100 and the crossing object 200 based on the result of the collision avoidance determination process. If the collision cannot be avoided (S206: No), the process proceeds to S209. In S209, the CPU 11 determines that the control end condition is not satisfied and sets the control end flag F to 0. Thereafter, the CPU 11 ends this program.

[0116] When the CPU 11 determines in S206 that the collision can be avoided (S206: Yes), the process proceeds to S207. In S207, the CPU 11 determines whether or not the collision avoidance mode is avoidance mode 2. That is, the CPU 11 determines, by the collision avoidance determination process, whether or not it is predicted that the collision will be avoided when the crossing object 200 reaches the intersection area CA after the host vehicle 100 passes through the intersection area CA as shown in FIG. 10. When the collision avoidance mode is not avoidance mode 2, that is, when the collision avoidance mode is avoidance mode 1 shown in FIG. 9 (S207: No), the CPU 11 determines that the control end condition is not satisfied and sets the control end flag F to 0 (S209). Thereafter, the CPU 11 ends this program.

[0117] When the collision avoidance mode is avoidance mode 2 (S207: Yes), the process proceeds to S208. In S208, the CPU 11 determines whether the avoidance condition is satisfied. FIG. 17 is a flowchart showing an example of an avoidance condition determination program executed by the CPU 11 of the vehicle control ECU 10 to determine whether the avoidance condition is satisfied. When the execution of this program is started, the CPU 11 calculates the distance Od in at S601 in FIG. 17. For example, when the host vehicle 100 and the crossing object 200 move as shown in FIG. 11, the CPU 11 can calculate the distance in the X-axis direction between the position Pe of the left front end of the host vehicle 100 at the current position and the collision avoidance point P as the distance Od in .

[0118] Next, the CPU 11 calculates the distance Td in (S602). For example, when the host vehicle 100 and the crossing object 200 move as shown in FIG. 11, the CPU 11 can calculate the distance in the Y-axis direction between the position Pp of the left front end of the crossing object 200 at the current position and the collision avoidance point P as the distance Td in .

[0119] Next, the CPU 11 acquires the current vehicle speed V e at the current time (S603), and further acquires the speed V p of the crossing object 200 at the current time (S604).

[0120] Subsequently, the CPU 11 calculates the host vehicle passing prediction time T1 (S605). The host vehicle passing prediction time T1 is the time from the current position until the host vehicle 100 passes through the intersection area CA (specifically, the collision avoidance point P of the intersection area CA) assuming that the host vehicle 100 maintains the current speed (speed V e ), that is, when the automatic braking control ends at the current time. The host vehicle passing prediction time T1 can be calculated using the above formula (2). Here, in the above formula (2), the overall length B of the host vehicle 100 is stored in advance.

[0121] Next, the CPU 11 calculates the crossing object arrival prediction time T2 (S606). The crossing object arrival prediction time T2 is the time until the crossing object 200 reaches the intersection area CA (specifically, the collision avoidance point P of the intersection area CA) when it is assumed that the crossing object 200 travels at the current position with a speed V p and then accelerates at an acceleration α p and an acceleration gradient γ p . The crossing object arrival prediction time T2 can be calculated using the above equation (3). Here, the acceleration α p and the acceleration gradient γ p are appropriately set for each type of the crossing object 200 determined in S105, and their values are stored in the ROM 12 in advance. Therefore, the CPU 11 reads out the acceleration α p and the acceleration gradient γ p corresponding to the type of the crossing object 200 from the ROM 12, and calculates the crossing object arrival prediction time T2 using the read acceleration α p and the acceleration gradient γ p .

[0122] Next, the CPU 11 determines whether the host vehicle passing prediction time T1 is smaller than the crossing object arrival prediction time T2 (S607). When the host vehicle passing prediction time T1 is smaller than the crossing object arrival prediction time T2 (S607: Yes), the CPU 11 determines that even if the automatic brake control is terminated at that time, the host vehicle 100 will pass through the intersection area CA first, and then the crossing object 200 accelerating at a predetermined acceleration α p and an acceleration gradient γ p will reach the intersection area CA. In this case, the CPU 11 determines that the avoidance condition is satisfied (S608). Thereafter, the CPU 11 ends this program. On the other hand, when the host vehicle passing prediction time T1 is equal to or greater than the crossing object arrival prediction time T2 (S607: No), the CPU 11 determines that if the automatic brake control is terminated at that time, the host vehicle 100 will pass through the intersection area CA before a predetermined acceleration α p and an acceleration gradient γ pIt is determined that the crossing object 200 that is accelerating enters the intersection area CA. In this case, the CPU 11 determines that there is a possibility that the host vehicle 100 and the crossing object 200 will collide in the intersection area CA if the automatic braking control is terminated at that time, and determines that the avoidance condition is not satisfied (S609). Thereafter, the CPU 11 terminates this program.

[0123] By executing the above-described avoidance condition determination program, the CPU 11 determines that the avoidance condition is satisfied when the host vehicle passage prediction time T1 is smaller than the crossing object arrival prediction time T2, and determines that the avoidance condition is not satisfied when the host vehicle passage prediction time T1 is greater than or equal to the crossing object arrival prediction time T2.

[0124] If the CPU 11 determines in S208 of FIG. 13 that the avoidance condition is satisfied (S208: Yes), it determines that the control termination condition is satisfied because the avoidance condition is satisfied, and sets the control termination flag F to 1 in S210. Thereafter, the CPU 11 terminates this program. On the other hand, if the CPU 11 determines in S208 that the avoidance condition is not satisfied (S208: No), it determines that the control termination condition is not satisfied and sets the control termination flag F to 0 (S209). Thereafter, the CPU 11 terminates this program.

[0125] By executing the control termination condition determination program shown in FIG. 13, the automatic braking control is terminated when the host vehicle stop condition is satisfied, when the crossing object passage condition is satisfied, or when the crossing object stop condition is satisfied. Also, when the host vehicle stop condition is not satisfied, the crossing object passage condition is not satisfied, and the crossing object stop condition is not satisfied, the success or failure of the avoidance condition is determined. Then, when the avoidance condition is satisfied, the automatic braking control is terminated.

[0126] As described above, according to the present embodiment, the control end condition of the automatic brake control includes an avoidance condition. This avoidance condition is a position before the position of the crossing object 200 reaches the intersection area CA, and its success or failure is determined when the host vehicle 100 and the crossing object 200 are moving. Further, the avoidance condition is established when a condition set based on the predicted time for the host vehicle 100 to pass through the intersection area CA (host vehicle passing predicted time T1) and the predicted time for the crossing object 200 to reach the intersection area CA (crossing object arrival predicted time T2) is satisfied. In the present embodiment, the avoidance condition is established when the host vehicle passing predicted time T1 is smaller than the crossing object arrival predicted time T2. When the avoidance condition is established, even if the automatic brake control is terminated at that time, it is predicted that the host vehicle 100 will pass through the intersection area CA first and then the crossing object 200 will reach the intersection area CA. Therefore, it is predicted that a collision between the host vehicle 100 and the crossing object 200 in the intersection area CA will be avoided. Thus, by terminating the automatic brake control in such a case, it is possible to avoid a collision between the host vehicle 100 and the crossing object 200 in the intersection area CA and suppress unnecessary continuation of the automatic brake control when the crossing object 200 is moving at a position before reaching the intersection area CA.

[0127] As described above, the embodiments of the present disclosure have been described. However, the technical idea disclosed in the present disclosure should not be limited to the above embodiments. For example, the vehicle control device according to the present disclosure can also be configured as shown in the following modification examples.

[0128] (Modification Example 1) The predicted time for the crossing object to reach the intersection area used to determine the success or failure of the avoidance condition may be the time from the current position to reach the intersection area CA assuming that the crossing object maintains the current speed. Further, when the crossing object is a pedestrian, the vehicle control ECU 10 may calculate, as the predicted time for the crossing object to reach the intersection area, the time from the current position to reach the intersection area CA assuming that the crossing object maintains the current speed (that is, when the acceleration and the acceleration gradient are 0).

[0129] (Modification Example 2) The crossing object arrival prediction time may be the time from the current position to reach the intersection area CA assuming that the crossing object accelerates from the current speed at a predetermined acceleration. That is, the crossing object arrival prediction time may be calculated without setting an acceleration gradient for the crossing object.

[0130] (Modification Example 3) When determining whether the avoidance condition is satisfied, if the crossing object is accelerating, it may be determined that the avoidance condition is not satisfied.

[0131] (Modification Example 4) The intersection angle between the predicted travel area of the host vehicle and the predicted movement area of the crossing object does not have to be 90 degrees. That is, the predicted movement area of the crossing object may intersect the predicted travel area of the host vehicle obliquely.

[0132] (Modification Example 5) Either one or both of the predicted travel area of the host vehicle and the predicted movement area of the crossing object may be curved. FIG. 18 shows an example in which the predicted travel area A100 of the host vehicle 100 is arc-shaped and the predicted movement area A200 of the crossing object 200 is linear. As shown in FIG. 18, the distance Od in from the position Pe at the left front end of the host vehicle 100 to the collision avoidance point P is the length of the arc-shaped curve. In this case, the vehicle control ECU 10 calculates the coordinates of the turning center Pr of the host vehicle 100 based on the yaw rate Y e or the steering angle θ e , calculates the turning radius Ra which is the distance from the turning center Pr to the position Pe at the left front end of the host vehicle 100, and further calculates the turning angle θr of the host vehicle 100 until the host vehicle 100 passes through the collision avoidance point P from the current position. Then, the vehicle control ECU 10 can calculate the distance Od in based on the turning angle θr and the turning radius Ra.

[0133] Thus, the technical idea according to the present disclosure can be modified as long as the gist thereof is not deviated from.

Explanation of Signs

[0134] 1…Vehicle control device, 10…Vehicle control ECU (control unit), 20…In-vehicle sensor, 25…Vehicle momentum detection sensor, 26…Peripheral information detection sensor, 261…Radar sensor, 261a…Front radar sensor, 261b…Right front side radar sensor, 261c…Left front side radar sensor, 262…Camera sensor, 262a…Front camera sensor, 30…Drive device, 31…Drive ECU, 40…Brake device, 41…Brake ECU, 50…Steering device, 51…Steering ECU, 100…Own vehicle, 200…Crossing object, A100…Predicted driving area, A200…Predicted movement area, CA…Intersection area, T1…Predicted time for own vehicle to pass, T2…Predicted time for crossing object to arrive

Claims

1. A braking device for braking the vehicle, When it is determined that there is a high possibility of collision between the vehicle and a crossing object, which is an object predicted to cross the predicted travel area of the vehicle, start deceleration control to control the braking device so that the vehicle decelerates, and when a predetermined control end condition is satisfied during the execution of the deceleration control, a control unit configured to end the deceleration control, A vehicle control device comprising: The control end condition is a condition whose success or failure is determined when the position of the crossing object is a position before crossing the predicted travel area of the vehicle and the vehicle and the crossing object are moving. The vehicle passage prediction time, which is the predicted time until the vehicle passes through the intersection area between the predicted travel area of the vehicle and the predicted movement area of the crossing object, and the crossing object arrival prediction time, which is the predicted time until the crossing object reaches the intersection area, and includes an avoidance condition that is satisfied when a predetermined condition set based on the above is satisfied. Vehicle control device.

2. The vehicle control device according to claim 1, The avoidance condition is a condition that is satisfied when the vehicle passage prediction time is shorter than the crossing object arrival prediction time. Vehicle control device.

3. The vehicle control device according to claim 1, The vehicle passage prediction time is the predicted time until the vehicle passes through the intersection area from the current position assuming that the vehicle maintains the current speed, The crossing object arrival prediction time is the predicted time until the crossing object reaches the intersection area from the current position assuming that the crossing object performs a predetermined acceleration from the current speed, The avoidance condition is a condition that is satisfied when the vehicle passage prediction time is shorter than the crossing object arrival prediction time. Vehicle control device.

4. The vehicle control device according to claim 3, The crossing object arrival prediction time is the predicted time until the crossing object reaches the intersection area from the current position assuming that the crossing object accelerates with a predetermined acceleration and a predetermined acceleration gradient from the current speed. Vehicle control device.

5. The vehicle control device according to claim 2, The vehicle passage prediction time is the predicted time until the vehicle passes through the intersection area from the current position assuming that the vehicle maintains the current speed, A vehicle control device, wherein the crossing object arrival prediction time is a prediction time from the current position of the crossing object to the intersection area assuming that the crossing object maintains the current speed. **Claim 6** A vehicle control device according to any one of claims 1 to 5, wherein the control end condition includes a host vehicle stop condition that is satisfied when the host vehicle is stopped, the vehicle control device. **Claim 7** A vehicle control device according to any one of claims 1 to 5, wherein the control end condition includes a crossing object passing condition that is satisfied when the crossing object passes through the intersection area, the vehicle control device. **Claim 8** A vehicle control device according to any one of claims 1 to 5, wherein the control end condition includes a crossing object stop condition that is satisfied when the crossing object stops before reaching the intersection area, the vehicle control device.

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