Vehicle collision avoidance support device

Abstract

To provide a vehicle collision avoidance support device which enables an own vehicle to avoid a collision with an object even when a travel lane of the own vehicle cannot be identified.SOLUTION: A vehicle collision avoidance support device 10: sets a target avoidance path, when an own vehicle 100 is likely to collide with an object 200 ahead thereof, so as to enable the own vehicle to avoid collision; and executes avoidance steering to forcibly steer the own vehicle so that the same travels along the target avoidance path when an avoidance steering start condition is met. The vehicle collision avoidance support device: stores an alongside vehicle travel region when another vehicle is an alongside vehicle 201 traveling alongside the own vehicle and an oncoming vehicle travel region when another vehicle is an oncoming vehicle 202; acquires a travel region of the own vehicle along the target avoidance path as an avoidance travel region; does not execute the avoidance steering when the avoidance travel region overlaps with the oncoming vehicle travel region; and executes the avoidance steering when the avoidance travel region overlaps with the alongside vehicle travel region.SELECTED DRAWING: Figure 18

Description

[Technical field]

[0001] The present invention relates to a vehicle collision avoidance assistance device. [Background technology]

[0002] A vehicle collision avoidance support device is known that, when there is a possibility that the host vehicle will collide with an object present in front of the host vehicle, performs forced braking to prevent the host vehicle from colliding with the object by forcibly braking the host vehicle to a stop. Also, a vehicle collision avoidance support device is known that, when it is predicted that the host vehicle cannot avoid colliding with the object even if the host vehicle is forcibly braked, performs avoidance steering to prevent the host vehicle from colliding with the object by forcibly steering the host vehicle so that the host vehicle runs while avoiding the object (for example, see Patent Document 1). [Prior art documents] [Patent documents]

[0003] [Patent Document 1] JP 2017-43262 A Summary of the Invention

[0004] When the above-mentioned conventional vehicle collision avoidance support device avoids a collision between the host vehicle and an object by evasive steering, the device sets a route (target avoidance route) along which the host vehicle travels so as to avoid a collision with the object, and this target avoidance route is a route along which the host vehicle travels within its travel lane (own lane). If the conventional vehicle collision avoidance support device can set such a target avoidance route, the device performs evasive steering, but if the device cannot set such a target avoidance route, the device does not perform evasive steering. Therefore, if the device is unable to recognize the dividing line that defines the host lane and is unable to identify the host lane, the device is unable to set the target avoidance route, and as a result, evasive steering is not performed. Therefore, if the device is unable to identify the host lane, the driver of the host vehicle cannot receive support for avoiding a collision between the host vehicle and an object by evasive steering.

[0005] An object of the present invention is to provide a vehicle collision avoidance assistance device that can safely avoid a collision between the vehicle and an object even if the vehicle's lane cannot be specified.

[0006] The vehicle collision avoidance support device according to the present invention is configured to detect a collision between a vehicle and an object in front of the vehicle. In When the avoidance route setting condition is met, When the vehicle is traveling in a lane that is specified, An avoidance route capable of avoiding a collision between the host vehicle and the object. an avoidance route in which the host vehicle can avoid the object and pass beside the object and the host vehicle travels within the host vehicle lane; of 1. Set it as the target avoidance path and 1. The vehicle is forcibly steered so that the vehicle travels along a target avoidance path. 1. Initiate evasive steering 1. When the avoidance steering start condition is satisfied, 1. It is configured to perform avoidance steering.

[0007] When the vehicle traveling next to the host vehicle is a parallel running vehicle, the vehicle collision avoidance support device according to the present invention stores a traveling area occupied by the parallel running vehicle when the parallel running vehicle is traveling as a parallel running vehicle traveling area, and when the vehicle is an oncoming vehicle, the vehicle collision avoidance support device according to the present invention stores a traveling area occupied by the oncoming vehicle when the oncoming vehicle is traveling as an oncoming vehicle traveling area. When there is a possibility that the host vehicle will collide with the object, if the host vehicle lane cannot be specified when the avoidance route setting condition is satisfied, an avoidance route that can avoid a collision between the host vehicle and the object and that allows the host vehicle to pass beside the object while avoiding the object is set as a second target avoidance route, and the second A travel area that the host vehicle would occupy when it is assumed that the host vehicle travels along the target avoidance path is acquired as an avoidance travel area; Acquired The avoidance driving area is I remember When overlapping with an oncoming vehicle for , a second avoidance steering that forcibly steers the host vehicle so that the host vehicle travels along the second target avoidance path; Even if the avoidance steering start condition is met, Second No evasive steering was performed. Acquired The avoidance driving area is I remember When the vehicle overlaps with a parallel vehicle driving area for , the above Second When the avoidance steering start condition is satisfied, Second Evasive steering was performed and when the acquired avoidance driving area does not overlap with the oncoming vehicle driving area or the parallel vehicle driving area, the second avoidance steering is not performed even if the second avoidance steering start condition is satisfied. It is structured as follows.

[0008] When a lane next to the own vehicle's lane (adjacent lane) is a parallel lane, it is relatively safe for the own vehicle to enter the adjacent lane to avoid a collision with an object, compared to when the adjacent lane is an oncoming lane. Therefore, when the avoidance travel area overlaps with the parallel vehicle travel area, the adjacent lane into which the own vehicle is going to enter to avoid a collision with an object is a parallel lane, so it is relatively safe for the own vehicle to enter the adjacent lane. According to the present invention, when the avoidance travel area overlaps with the oncoming vehicle travel area, avoidance steering is not performed, but when the avoidance travel area overlaps with the parallel vehicle travel area, avoidance steering is performed. Therefore, even in a situation where the own vehicle cannot be driven within the own lane when avoiding a collision between the own vehicle and an object by avoidance steering, avoidance steering is performed. Therefore, even if the own lane cannot be specified, a collision between the own vehicle and an object can be safely avoided.

[0010] also, When avoidance steering can be performed to drive the vehicle within the vehicle's own lane, it is not necessary to determine whether the avoidance driving area overlaps with an oncoming vehicle driving area or a parallel vehicle driving area. In other words, it is necessary to acquire the avoidance driving area when the vehicle's own lane cannot be identified. According to the present invention, the avoidance driving area is acquired when the avoidance route setting condition is met and the vehicle's own lane cannot be identified. This makes it possible to avoid acquiring an avoidance driving area unnecessarily.

[0012] also, When the vehicle's own lane can be specified, it is safer to perform avoidance steering to make the vehicle run within the own lane. According to the present invention, when the vehicle's own lane is specified when the avoidance path setting condition is satisfied, a target avoidance path is set to make the vehicle run within the own lane. This makes it possible to more safely avoid a collision between the vehicle and an object.

[0013] The vehicle collision avoidance support device according to the present invention may further include a surrounding information acquisition device that acquires information about the surroundings of the vehicle. In this case, the vehicle collision avoidance support device according to the present invention may be configured to, when detecting the parallel running vehicle based on the surrounding information, store relative positions of the parallel running vehicle with respect to the vehicle at different times, convert these relative positions to positions on the road surface of the parallel running vehicle when these relative positions were stored based on the distance traveled by the vehicle after each of the relative positions was stored, acquire a travel path of the parallel running vehicle from these converted positions, and acquire the parallel running vehicle travel area from the acquired travel path. Furthermore, the vehicle collision avoidance support device according to the present invention may be configured to, when detecting the oncoming vehicle based on the surrounding information, store relative positions of the oncoming vehicle with respect to the vehicle at different times, convert these relative positions to positions on the road surface of the oncoming vehicle when these relative positions were stored based on the distance traveled by the vehicle after each of the relative positions was stored, acquire a travel path of the oncoming vehicle from these converted positions, and acquire the oncoming vehicle travel area from the acquired travel path.

[0014] When the vehicle moves (travels), the position (relative position) of the parallel running vehicle with respect to the vehicle moves from the position on the road surface of the parallel running vehicle at the time when the relative position was stored. However, when acquiring the parallel running vehicle travel area, it is possible to acquire the parallel running vehicle travel area more accurately by using the position of the parallel running vehicle on the road surface rather than using the relative position of the parallel running vehicle with respect to the vehicle. This also applies to acquisition of the oncoming vehicle travel area. According to the present invention, the relative positions of the parallel running vehicles with respect to the vehicle are stored and then converted to the positions on the road surface of the parallel running vehicles when these relative positions were stored based on the distance traveled by the vehicle, and the parallel running vehicle travel area is acquired using these converted positions. Also, the relative positions of the oncoming vehicles with respect to the vehicle are stored and then converted to the positions on the road surface of the oncoming vehicles when these relative positions were stored based on the distance traveled by the vehicle, and the oncoming vehicle travel area is acquired using these converted positions. Therefore, the parallel running vehicle travel area and the oncoming vehicle travel area can be acquired more accurately.

[0015] Moreover, the avoidance route setting condition is met, for example, when the distance between the host vehicle and the object becomes equal to or less than a predetermined distance.

[0016] The distance between the host vehicle and an object is useful as an index representing the possibility of the host vehicle colliding with the object. According to the present invention, when the distance between the host vehicle and an object becomes short (below a predetermined distance) and the possibility of the host vehicle colliding with the object increases, the avoidance path setting condition is met. If the avoidance path setting condition is met, a target avoidance path is set. Therefore, the target avoidance path can be set before the possibility of the host vehicle colliding with the object becomes very high.

[0017] Moreover, the avoidance steering start condition is met, for example, when a time predicted to be required for the host vehicle to reach the object becomes equal to or shorter than a predetermined time.

[0018] If it is not possible to accurately determine the possibility that the host vehicle will collide with an object, avoidance steering will be performed unnecessarily. On the other hand, if the time predicted to be required for the host vehicle to reach the object is used, the possibility that the host vehicle will collide with the object can be determined more accurately. According to the present invention, when the time predicted to be required for the host vehicle to reach the object becomes short (below a predetermined time), the avoidance steering start condition is met and avoidance steering is performed. Therefore, it is possible to avoid performing avoidance steering unnecessarily.

[0021] The components of the present invention are not limited to the embodiments of the present invention described below with reference to the drawings. Other objects, other features and associated advantages of the present invention will be easily understood from the description of the embodiments of the present invention. [Brief description of the drawings]

[0022] [Figure 1] FIG. 1 is a diagram showing a vehicle collision avoidance support device according to an embodiment of the present invention and a vehicle (host vehicle) on which the vehicle collision avoidance support device is mounted. [Diagram 2]FIG. 2A is a diagram showing the dividing lines that define the lane in which the vehicle is traveling (the vehicle's lane), FIG. 2B is a diagram showing the yaw angle of the vehicle, and FIG. 2C is also a diagram showing the yaw angle of the vehicle. [Diagram 3] FIG. 3 is a diagram showing a vehicle driving area. [Figure 4] Figure 4 shows another vehicle (parallel running vehicle) traveling to the right of the vehicle in the same direction as the vehicle, where (A) in Figure 4 is a diagram showing the parallel running vehicle at a first time, (B) in Figure 4 is a diagram showing the parallel running vehicle at a second time after the first time, (C) in Figure 4 is a diagram showing the parallel running vehicle at a third time after the second time, and (D) in Figure 4 is a diagram showing the parallel running vehicle at a fourth time after the third time. [Diagram 5] Figure 5 (A) is a diagram showing the position of the parallel running vehicle at a first time, Figure 5 (B) is a diagram showing the position of the parallel running vehicle at a second time after the first time, Figure 5 (C) is a diagram showing the position of the parallel running vehicle at a third time after the second time, and Figure 5 (D) is a diagram showing the position of the parallel running vehicle at a fourth time after the third time. [Figure 6] Figure 6(A) is a diagram showing the positions of parallel running vehicles at the first to fourth times, Figure 6(B) is a diagram showing the running area of ​​the parallel running vehicles estimated from the positions of these parallel running vehicles (parallel running vehicle running history area), and Figure 6(C) is a diagram showing the parallel running vehicle running area set from the parallel running vehicle running history area. [Figure 7] Figure 7 shows another vehicle (oncoming vehicle) traveling to the right of the vehicle in the opposite direction to the vehicle's direction of travel, with (A) in Figure 7 showing the oncoming vehicle at a first time, (B) in Figure 7 showing the oncoming vehicle at a second time after the first time, (C) in Figure 7 showing the oncoming vehicle at a third time after the second time, and (D) in Figure 7 showing the oncoming vehicle at a fourth time after the third time. [Figure 8](A) of Figure 8 is a diagram showing the position of the oncoming vehicle at a first time, (B) of Figure 8 is a diagram showing the position of the oncoming vehicle at a second time after the first time, (C) of Figure 8 is a diagram showing the position of the oncoming vehicle at a third time after the second time, and (D) of Figure 8 is a diagram showing the position of the oncoming vehicle at a fourth time after the third time. [Figure 9] (A) of Figure 9 is a diagram showing the positions of oncoming vehicles at the first to fourth times, (B) of Figure 9 is a diagram showing the driving area of ​​oncoming vehicles estimated from the positions of the oncoming vehicles (oncoming vehicle driving history area), and (C) of Figure 9 is a diagram showing the oncoming vehicle driving area set from the oncoming vehicle driving history area. [Figure 10] Figure 10 (A) is a diagram showing a situation in which an object (vehicle) is present in the vehicle's driving area when the left and right dividing lines that define the vehicle's lane are recognized, and Figure 10 (B) is a diagram showing a situation in which an object (vehicle) is present in the vehicle's driving area when the left and right dividing lines that define the vehicle's lane are not recognized. [Figure 11] FIG. 11 is a diagram showing a target avoidance route that is set when the left and right lane markings that define the vehicle's lane are recognized. [Figure 12] Figure 12(A) is a diagram showing a target avoidance route that is set when the left and right dividing lines that define the vehicle's lane are not recognized, Figure 12(B) is a diagram showing a target avoidance route that may be set when the left and right dividing lines that define the vehicle's lane are not recognized, and Figure 12(C) is a diagram showing an avoidance driving area. [Figure 13] Figure 13(A) is a diagram showing a situation where the avoidance driving area overlaps with the parallel vehicle driving area, Figure 13(B) is a diagram showing a situation where the avoidance driving area does not overlap with the parallel vehicle driving area, Figure 13(C) is a diagram showing a situation where the avoidance driving area overlaps with the oncoming vehicle driving area, and Figure 13(D) is a diagram showing a situation where the avoidance driving area does not overlap with the oncoming vehicle driving area. [Figure 14](A) of Figure 14 is a diagram showing a situation in which evasive steering is initiated when the left and right dividing lines that define the vehicle's lane are recognized, (B) of Figure 14 is a diagram showing a situation in which the vehicle's evasive steering is used to avoid an object, (C) of Figure 14 is a diagram showing a situation in which evasive steering is initiated when the left and right dividing lines that define the vehicle's lane are not recognized, and (D) of Figure 14 is a diagram showing a situation in which the vehicle's evasive steering is used to avoid an object. [Figure 15] Figure 15 (A) is a diagram showing a situation in which a condition for terminating evasive steering is met when the left and right dividing lines that define the vehicle's lane are recognized, and Figure 15 (B) is a diagram showing a situation in which a condition for terminating evasive steering is met when the left and right dividing lines that define the vehicle's lane are not recognized. [Figure 16] FIG. 16 is a flowchart showing a routine executed by the vehicle collision avoidance assistance device according to the embodiment of the present invention. [Figure 17] FIG. 17 is a flowchart showing a routine executed by the vehicle collision avoidance assistance device according to the embodiment of the present invention. [Figure 18] FIG. 18 is a flowchart showing a routine executed by the vehicle collision avoidance assistance device according to the embodiment of the present invention. [Figure 19] FIG. 19 is a flowchart showing a routine executed by the vehicle collision avoidance assistance device according to the embodiment of the present invention. [Figure 20] FIG. 20 is a flowchart showing a routine executed by a vehicle collision avoidance assistance device according to a modified embodiment of the present invention. [Figure 21] FIG. 21 is a flowchart showing a routine executed by a vehicle collision avoidance assistance device according to a modified embodiment of the present invention. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0023] Hereinafter, a vehicle collision avoidance support device according to an embodiment of the present invention will be described with reference to the drawings. As shown in FIG. 1, a vehicle collision avoidance support device 10 according to an embodiment of the present invention is mounted on a host vehicle 100.

[0024] <ecu> As shown in FIG. 1, the vehicle collision avoidance support device 10 includes an ECU 90. ECU is an abbreviation for electronic control unit. The ECU 90 includes a microcomputer as a main part. The microcomputer includes a CPU, ROM, RAM, non-volatile memory, and an interface. The CPU realizes various functions by executing instructions, programs, or routines stored in the ROM.

[0025] <Drive unit, etc.> In addition, the host vehicle 100 is equipped with a drive device 21, a braking device 22, and a steering device 23.

[0026] <Drive unit> The drive device 21 is a device that outputs a driving force provided to the host vehicle 100 to make the host vehicle 100 run, and is, for example, an internal combustion engine, a motor, etc. The drive device 21 is electrically connected to the ECU 90. The ECU 90 can control the drive force output from the drive device 21 by controlling the operation of the drive device 21.

[0027] <Brake device> The braking device 22 is a device that outputs a braking force to be applied to the host vehicle 100 in order to brake the host vehicle 100, and is, for example, a brake device. The braking device 22 is electrically connected to the ECU 90. The ECU 90 can control the braking force output from the braking device 22 by controlling the operation of the braking device 22.

[0028] <Steering system> The steering device 23 is a device that outputs a steering force applied to the host vehicle 100 in order to steer the host vehicle 100, and is, for example, a power steering device. The steering device 23 is electrically connected to the ECU 90. The ECU 90 can control the steering force output from the steering device 23 by controlling the operation of the steering device 23.

[0029] <Sensors, etc.> Furthermore, the host vehicle 100 is equipped with an accelerator pedal operation amount sensor 61, a brake pedal operation amount sensor 62, a steering angle sensor 63, a steering torque sensor 64, a vehicle speed sensor 65, a longitudinal acceleration sensor 66, a lateral acceleration sensor 67 and a surrounding information acquisition device 68.

[0030] <Accelerator pedal operation amount sensor> The accelerator pedal operation amount sensor 61 is electrically connected to the ECU 90. The accelerator pedal operation amount sensor 61 detects the operation amount of the accelerator pedal 31 and transmits information on the detected operation amount to the ECU 90. Based on that information, the ECU 90 obtains the operation amount of the accelerator pedal 31 as the accelerator pedal operation amount AP. The ECU 90 obtains a required driving force PDreq by calculation from the accelerator pedal operation amount AP and the vehicle speed V of the host vehicle 100. The required driving force PDreq is a driving force that the drive device 21 is required to output.

[0031] <Brake pedal operation amount sensor> The brake pedal operation amount sensor 62 is electrically connected to the ECU 90. The brake pedal operation amount sensor 62 detects the operation amount of the brake pedal 32 and transmits information on the detected operation amount to the ECU 90. The ECU 90 obtains the operation amount of the brake pedal 32 as a brake pedal operation amount BP based on the information. The ECU 90 obtains a required braking force PBreq from the brake pedal operation amount BP by calculation. The required braking force PBreq is a braking force that is required to be output by the braking device 22.

[0032] <Steering angle sensor> The steering angle sensor 63 is electrically connected to the ECU 90. The steering angle sensor 63 detects the rotation angle of the steering wheel 33 of the host vehicle 100 with respect to the neutral position of the steering wheel 33, and transmits information on the detected rotation angle to the ECU 90. The ECU 90 acquires the rotation angle of the steering wheel 33 of the host vehicle 100 with respect to the neutral position as the steering angle SA based on the information.

[0033] <Steering torque sensor> The steering torque sensor 64 is electrically connected to the ECU 90. The steering torque sensor 64 detects the torque input by the driver to the steering shaft 34 via the steering wheel 33, and transmits information on the detected torque to the ECU 90. Based on that information, the ECU 90 obtains the torque input by the driver to the steering shaft 34 via the steering wheel 33 as a driver input torque TQdr.

[0034] <Vehicle speed sensor> The vehicle speed sensor 65 is electrically connected to the ECU 90. The vehicle speed sensor 65 detects the rotation speed of each wheel of the host vehicle 100, and transmits information on the detected rotation speed of each wheel to the ECU 90. The ECU 90 obtains the traveling speed of the host vehicle 100 as the vehicle speed V based on the information.

[0035] Furthermore, the ECU 90 calculates a torque (assist steering torque TQas) to be applied from the steering device 23 to the steering shaft 34 based on the acquired steering angle SA, driver input torque TQdr, and vehicle speed V. The assist steering torque TQas is a torque applied to the steering shaft 34 to assist the driver's steering operation of the steering wheel 33.

[0036] <Vertical acceleration sensor> The vertical acceleration sensor 66 is electrically connected to the ECU 90. The vertical acceleration sensor 66 detects the acceleration in the forward / rearward direction of the host vehicle 100, and transmits information on the detected acceleration to the ECU 90. The ECU 90 obtains the acceleration in the forward / rearward direction of the host vehicle 100 as the vertical acceleration Gx based on the information.

[0037] <Lateral acceleration sensor> The lateral acceleration sensor 67 is electrically connected to the ECU 90. The lateral acceleration sensor 67 detects the acceleration in the lateral direction (width direction) of the host vehicle 100, and transmits information on the detected acceleration to the ECU 90. The ECU 90 obtains the lateral acceleration of the host vehicle 100 as the lateral acceleration Gy based on the information.

[0038] <Peripheral information acquisition device> The surrounding information acquisition device 68 is a device that detects information about the surroundings of the vehicle 100, and includes, for example, a camera, a radar sensor (such as a millimeter wave radar), an ultrasonic sensor (clearance sonar), and a laser radar (LiDAR).

[0039] The surrounding information acquisition device 68 is electrically connected to the ECU 90. The surrounding information acquisition device 68 detects information about the surroundings of the host vehicle 100, and transmits the detected information (surrounding information I_S) to the ECU 90.

[0040] The ECU 90 can detect an object present in front of the host vehicle 100 based on the surrounding information I_S (particularly, information ahead of the host vehicle 100). When the ECU 90 detects such an object, the ECU 90 can obtain, based on the surrounding information I_S, "the distance between the object and the host vehicle 100 (object distance D200)," "the relative speed dV of the host vehicle 100 with respect to the object," "the moving direction of the object," and the like.

[0041] Furthermore, as shown in (A) of Figure 2, the ECU 90 can recognize "the left-hand demarcation line LM_L and the right-hand demarcation line LM_R that define the driving lane of the vehicle 100 (the vehicle's lane LN)" or "the edge of the road on which the vehicle 100 is traveling (the so-called road edge Rend)" based on the surrounding information I_S.

[0042] Then, the ECU 90 obtains the yaw angle YA based on the recognized left and right dividing lines LM (i.e., the left dividing line LM_L and the right dividing line LM_R) or the road edge Rend. The yaw angle YA is the angle between the host lane extension direction line LLN (a line indicating the direction in which the host lane LN extends) and the host vehicle center front-rear line L100 (a line extending in the front-rear direction of the host vehicle 100 through the center in the width direction of the host vehicle 100) as shown in (B) and (C) of FIG.

[0043] Furthermore, the ECU 90 can specify the extent of the own lane LN based on the recognized left and right dividing lines LM.

[0044] In addition, the ECU 90 can detect other vehicles around the host vehicle 100 based on the surrounding information I_S.

[0045] <Overview of operation of vehicle collision avoidance support system> Next, an outline of the operation of the vehicle collision avoidance support device 10 will be described. While the host vehicle 100 is traveling, the vehicle collision avoidance support device 10 determines whether or not an object exists ahead of the host vehicle 100 in the traveling direction based on the surrounding information I_S (particularly, information ahead of the host vehicle 100). More specifically, while the host vehicle 100 is traveling, the vehicle collision avoidance support device 10 determines whether or not an object 200 exists in the host vehicle traveling area A100 based on the surrounding information I_S. As shown in FIG. 3, the host vehicle traveling area A100 is an area having a width equal to the width of the host vehicle 100 and centered on the traveling route R100 of the host vehicle 100. The traveling route R100 of the host vehicle 100 is a route along which the host vehicle 100 travels when the host vehicle 100 travels while maintaining the steering angle SA at that time. In this example, the object is a vehicle, a person, a bicycle, a guardrail, or the like.

[0046] The vehicle collision avoidance assistance device 10 executes normal driving control when there is no object 200 ahead of the host vehicle 100 in the traveling direction, and when there is an object 200 ahead of the host vehicle 100 in the traveling direction but the possibility of the host vehicle 100 colliding with the object is low. This normal driving control controls the operation of the drive device 21 so that the requested driving force PDreq is output from the drive device 21 when the requested driving force PDreq is greater than zero, controls the operation of the brake device 22 so that the requested braking force PBreq is output from the brake device 22 when the requested braking force PBreq is greater than zero, and controls the operation of the steering device 23 so that the auxiliary steering torque TQas is output from the steering device 23 when the auxiliary steering torque TQas is greater than zero.

[0047] Furthermore, while the host vehicle 100 is traveling, the vehicle collision avoidance support device 10 acquires a parallel running vehicle driving area A201 and an oncoming vehicle driving area A202 adjacent to the right and left of the host vehicle 100 based on the surrounding information I_S. The parallel running vehicle driving area A201 is a driving area that is predicted to be occupied by a parallel running vehicle when the parallel running vehicle travels in a parallel running lane to the right or left of the host vehicle 100. The oncoming vehicle driving area A202 is a driving area that is predicted to be occupied by an oncoming vehicle when the oncoming vehicle travels in an oncoming lane to the right or left of the host vehicle 100.

[0048] <Acquisition of parallel vehicle driving area> The vehicle collision avoidance assistance device 10 acquires the parallel running vehicle driving area A201 as follows.

[0049] In the case where the lane to the right of the vehicle 100 is a parallel lane, it is assumed that the parallel running vehicle 201 has traveled as shown in (A) to (D) of Fig. 4. That is, it is assumed that the parallel running vehicle 201, which was at the position shown in (A) of Fig. 4 at the first time t1, travels to the position shown in (B) of Fig. 4 between the first time t1 and the second time t2, then travels to the position shown in (C) of Fig. 4 by the third time t3, and then travels to the position shown in (D) of Fig. 4 by the fourth time t4.

[0050] In this case, the position of the parallel running vehicle 201 estimated from the surrounding information I_S (parallel running vehicle position P1) moves as shown in (A) to (D) of Figure 5. That is, the parallel running vehicle position P11 at the first time t1 is at the position shown in (A) of Figure 5, the parallel running vehicle position P12 at the second time t2 is at the position shown in (B) of Figure 5, the parallel running vehicle position P13 at the third time t3 is at the position shown in (C) of Figure 5, and the parallel running vehicle position P14 at the fourth time t4 is at the position shown in (D) of Figure 5.

[0051] Therefore, the parallel running vehicle positions P11 to P14 at the first time t1 to the fourth time t4, respectively, move as shown in Fig. 6A. Fig. 6A shows the state of the host vehicle 100 and the parallel running vehicle 201 at the fourth time t4.

[0052] Therefore, if the parallel running vehicle positions P11 to P14 at the first time t1 to the fourth time t4, respectively, are known, the actual path traveled by the parallel running vehicle 201 (parallel running vehicle travel path R201) can be obtained from these parallel running vehicle positions P11 to P14.

[0053] On the other hand, when the vehicle collision avoidance support device 10 detects a parallel running vehicle 201 based on the surrounding information I_S, it can obtain the position (relative position) of the parallel running vehicle 201 with respect to the host vehicle 100. However, if the host vehicle 100 moves, this position will move along with the host vehicle 100, and therefore will differ from the parallel running vehicle position P1 (the position on the road surface on which the parallel running vehicle 201 is running (the road surface on which the parallel running vehicle 201 is actually running)) as described above.

[0054] Therefore, when the vehicle collision avoidance support device 10 detects a parallel running vehicle 201 based on the surrounding information I_S, it stores the relative positions of the parallel running vehicle 201 with respect to the host vehicle 100 at a plurality of different times (parallel running vehicle relative positions P1_R). Then, the vehicle collision avoidance support device 10 converts the parallel running vehicle relative positions P1_R to the positions of the parallel running vehicles 201 on the road surface at the time of storing the parallel running vehicle relative positions P1_R, based on the distances traveled by the host vehicle 100 after storing the parallel running vehicle relative positions P1_R (host vehicle travel distance). More specifically, the vehicle collision avoidance support device 10 converts the parallel running vehicle relative positions P1_R to the positions of the parallel running vehicles 201 on the road surface at the time of storing the parallel running vehicle relative positions P1_R, by moving the parallel running vehicle relative positions P1_R backwards with respect to the host vehicle 100 by the distances traveled by the host vehicle 100 after storing the parallel running vehicle relative positions P1_R.

[0055] These converted positions correspond to the parallel running vehicle position P1 described above. Then, as shown in (B) of FIG. 6, the vehicle collision avoidance support device 10 acquires the travel path (parallel running vehicle travel path R201) of the parallel running vehicle 201 from these converted positions, and acquires the parallel running vehicle travel history area A201_H based on the parallel running vehicle travel path R201. More specifically, the vehicle collision avoidance support device 10 acquires an area having a width equal to the width of the parallel running vehicle 201 centered on the parallel running vehicle travel path R201 as the parallel running vehicle travel history area A201_H. In the example shown in FIG. 6, the parallel running vehicle travel history area A201_H is the travel area occupied by the parallel running vehicle 201 when the parallel running vehicle 201 actually traveled from the first time t1 to the fourth time t4.

[0056] Furthermore, the vehicle collision avoidance support device 10 acquires an area in which the parallel running vehicle 201 is predicted to travel as the parallel running vehicle travel area A201, as shown in Fig. 6(C), based on the acquired parallel running vehicle travel history area A201_H. In this example, the vehicle collision avoidance support device 10 acquires an area obtained by extending the parallel running vehicle travel history area A201_H forward and backward in the traveling direction of the host vehicle 100, as the parallel running vehicle travel area A201.

[0057] <Acquisition of oncoming vehicle driving area> Moreover, the vehicle collision avoidance assistance device 10 acquires the oncoming vehicle driving area A202 in the following manner.

[0058] It is assumed that when the oncoming lane is adjacent to the vehicle 100 on the right, the oncoming vehicle 202 travels as shown in (A) to (D) of Fig. 7. That is, it is assumed that the oncoming vehicle 202, which was at the position shown in (A) of Fig. 7 at the first time t1, travels to the position shown in (B) of Fig. 7 between the first time t1 and the second time t2, then travels to the position shown in (C) of Fig. 7 by the third time t3, and then travels to the position shown in (D) of Fig. 7 by the fourth time t4.

[0059] In this case, the position of the oncoming vehicle 202 (oncoming vehicle position P2) estimated from the surrounding information I_S moves as shown in (A) to (D) of Figure 8. That is, the oncoming vehicle position P21 at the first time t1 is at the position shown in (A) of Figure 8, the oncoming vehicle position P22 at the second time t2 is at the position shown in (B) of Figure 8, the oncoming vehicle position P23 at the third time t3 is at the position shown in (C) of Figure 8, and the oncoming vehicle position P24 at the fourth time t4 is at the position shown in (D) of Figure 8.

[0060] Therefore, the oncoming vehicle positions P21 to P24 at the first time t1 to the fourth time t4, respectively, move as shown in Fig. 9A. Fig. 9A shows the state of the host vehicle 100 and the oncoming vehicle 202 at the fourth time t4.

[0061] Therefore, if the oncoming vehicle positions P21 to P24 at the first time t1 to the fourth time t4, respectively, are known, the actual travel path of the oncoming vehicle 202 (oncoming vehicle travel path R202) can be obtained from these oncoming vehicle positions P21 to P24.

[0062] On the other hand, when the vehicle collision avoidance assistance device 10 detects an oncoming vehicle 202 based on the surrounding information I_S, it can obtain the position (relative position) of the oncoming vehicle 202 with respect to the host vehicle 100. However, if the host vehicle 100 moves, this position moves along with the host vehicle 100, and therefore becomes different from the oncoming vehicle position P2 (the position on the road surface on which the oncoming vehicle 202 is traveling (the road surface on which the oncoming vehicle 202 is actually traveling)) as described above.

[0063] Therefore, when the vehicle collision avoidance support device 10 detects an oncoming vehicle 202 based on the surrounding information I_S, it stores the relative positions of the oncoming vehicle 202 with respect to the host vehicle 100 at a plurality of different times (oncoming vehicle relative positions P2_R). Then, the vehicle collision avoidance support device 10 converts the oncoming vehicle relative positions P2_R to the positions of the oncoming vehicle 202 on the road surface at the time of storing the oncoming vehicle relative positions P2_R, based on the distance traveled by the host vehicle 100 after storing the oncoming vehicle relative positions P2_R (host vehicle travel distance). More specifically, the vehicle collision avoidance support device 10 converts each oncoming vehicle relative position P2_R to the position of the oncoming vehicle 202 on the road surface at the time of storing the oncoming vehicle relative positions P2_R, by moving each oncoming vehicle relative position P2_R backward with respect to the host vehicle 100 by the distance traveled by the host vehicle 100 after storing the oncoming vehicle relative positions P2_R.

[0064] These converted positions correspond to the oncoming vehicle position P2 described above. Then, as shown in FIG. 9B, the vehicle collision avoidance support device 10 acquires the travel trajectory (oncoming vehicle travel trajectory R202) of the oncoming vehicle 202 from these converted positions, and acquires the oncoming vehicle travel history area A202_H based on the oncoming vehicle travel trajectory R202. More specifically, the vehicle collision avoidance support device 10 acquires an area having a width equal to the width of the oncoming vehicle 202 centered on the oncoming vehicle travel trajectory R202 as the oncoming vehicle travel history area A202_H. In the example shown in FIG. 9, the oncoming vehicle travel history area A202_H is a travel area occupied by the oncoming vehicle 202 when the oncoming vehicle 202 actually traveled from the first time t1 to the fourth time t4.

[0065] Furthermore, the vehicle collision avoidance support device 10 acquires an area in which the oncoming vehicle 202 is predicted to travel as the oncoming vehicle travel area A202, based on the acquired oncoming vehicle travel history area A202_H, as shown in Fig. 9C. In this example, the vehicle collision avoidance support device 10 acquires an area obtained by extending the oncoming vehicle travel history area A202_H forward and backward in the traveling direction of the host vehicle 100, as the oncoming vehicle travel area A202.

[0066] As shown in Fig. 10A and Fig. 10B, when an object 200 exists in the host vehicle driving area A100, the vehicle collision avoidance support device 10 acquires an object distance D200, a relative speed dV, and a predicted arrival time TTC at a predetermined calculation cycle based on the surrounding information I_S. The object distance D200 is the distance between the object 200 existing in the host vehicle driving area A100 and the host vehicle 100, and the relative speed dV is the speed of the host vehicle 100 with respect to the object 200 existing in the host vehicle driving area A100. The predicted arrival time TTC is the time estimated to be required for the host vehicle 100 to reach the object 200. The vehicle collision avoidance support device 10 acquires the predicted arrival time TTC (=D200 / dV) by dividing the object distance D200 by the relative speed dV. While the vehicle collision avoidance assistance device 10 determines that the object 200 exists within the host vehicle driving area A100, it acquires the object distance D200, the relative speed dV, and the predicted arrival time TTC at a predetermined calculation period CYC.

[0067] In addition, (A) of Figure 10 shows a situation in which an object 200 exists within the vehicle driving area A100 when the left and right lane lines LM can be recognized from the surrounding information I_S, and (B) of Figure 10 shows a situation in which an object 200 exists within the vehicle driving area A100 when the left and right lane lines LM cannot be recognized from the surrounding information I_S.

[0068] The vehicle collision avoidance support device 10 determines that the avoidance route setting condition is satisfied when the object distance D200 becomes shorter to a predetermined distance (predetermined object distance D200th). That is, the vehicle collision avoidance support device 10 acquires the object distance D200 as an index value representing the possibility that the host vehicle 100 will collide with the object 200, and determines that the avoidance route setting condition is satisfied when the index value becomes equal to or greater than a predetermined index value. Therefore, in this case, the index value representing the possibility that the host vehicle 100 will collide with the object 200 becomes larger as the object distance D200 becomes shorter.

[0069] When the vehicle collision avoidance assistance device 10 determines that the avoidance route setting condition is satisfied, it starts a process of setting a route (target avoidance route Rtgt) along which the host vehicle 100 will travel while avoiding the object 200.

[0070] In this example, when the vehicle collision avoidance support device 10 can recognize the left and right lane lines LM from the surrounding information I_S, the vehicle collision avoidance support device 10 sets, as a target avoidance route Rtgt, a route along which the host vehicle 100 can pass while avoiding the object 200 and can travel within the host vehicle lane LN (i.e., the host vehicle 100 does not depart from the host vehicle lane LN), as shown in Fig. 11. The target avoidance route Rtgt shown in Fig. 11 is a route along which the host vehicle 100 travels so as to pass to the right of the object 200, but when there is a space to the left of the object 200 in which the host vehicle 100 can travel, the target avoidance route Rtgt that passes to the left of the object 200 may be set.

[0071] Furthermore, when there is space to the right of the object 200 in which the vehicle 100 can travel, and the vehicle collision avoidance assistance device 10 is able to recognize at least the right-side dividing line LM_R that defines the vehicle's lane LN, the vehicle collision avoidance assistance device 10 may be configured to set as the target avoidance route Rtgt a route on which the vehicle 100 can travel so that the vehicle 100 passes to the right of the object 200 and travels on the left side of the right-side dividing line LM_R (i.e., so that the vehicle 100 does not go to the right of the right-side dividing line LM_R). Similarly, when there is space to the left of the object 200 in which the vehicle 100 can travel, and the vehicle collision avoidance assistance device 10 is able to recognize at least the left-hand dividing line LM_L that defines the vehicle's lane LN, the vehicle collision avoidance assistance device 10 may be configured to set as the target avoidance route Rtgt a route along which the vehicle 100 can travel so that the vehicle 100 passes to the left of the object 200 and travels to the right of the left-hand dividing line LM_L (i.e., so that the vehicle 100 does not go to the left of the left-hand dividing line LM_L).

[0072] On the other hand, when the vehicle collision avoidance assistance device 10 cannot recognize the left and right lane lines LM and therefore cannot identify the range of the host lane LN, it sets a route that allows the host vehicle 100 to pass through while avoiding the object 200 as a target avoidance route Rtgt, regardless of whether the host vehicle 100 is traveling within the host lane LN or not, as shown in Fig. 12(A). The target avoidance route Rtgt shown in Fig. 12(A) is a route that causes the host vehicle 100 to travel so as to pass on the right side of the object 200, but if there is a space to the left of the object 200 in which the host vehicle 100 can travel, a target avoidance route Rtgt that passes on the left side of the object 200 may be set.

[0073] When the vehicle collision avoidance assistance device 10 is unable to recognize the left and right lane lines LM, it may be configured to set a target avoidance route Rtgt as shown in Fig. 12(B). The target avoidance route Rtgt shown in Fig. 12(B) is a route that returns the host vehicle 100 to the front of the object 200 after the host vehicle 100 is driven to pass on the right side of the object 200.

[0074] Furthermore, in order to avoid a collision between the host vehicle 100 and the object 200 by forcibly steering the host vehicle 100 so as to travel along the target avoidance route Rtgt, it is preferable to set the target avoidance route Rtgt according to the relative speed dV of the host vehicle 100 with respect to the object 200. Therefore, the vehicle collision avoidance assistance device 10 may be configured to set the target avoidance route Rtgt in consideration of the relative speed dV of the host vehicle 100 with respect to the object 200.

[0075] Furthermore, when there is no space beside the object 200 in which the host vehicle 100 can safely travel around the object 200 and therefore the target avoidance path Rtgt cannot be set, the vehicle collision avoidance assistance device 10 prohibits the implementation of avoidance steering. Therefore, in this case, even if the avoidance steering start condition described later is satisfied, avoidance steering is not implemented.

[0076] In addition, the vehicle collision avoidance assistance device 10 may be configured to issue an alarm to inform the driver of the vehicle 100 that there is a possibility that the vehicle 100 will collide with the object 200 before or when the avoidance route setting condition is met, and to start avoidance steering when the avoidance steering start condition is met, even if the driver does not perform any operation (operation of the accelerator pedal 31, operation of the brake pedal 32, or operation of the steering wheel 33) to avoid a collision between the vehicle 100 and the object 200.

[0077] When the vehicle collision avoidance support device 10 cannot recognize the left and right lane lines LM and sets a target avoidance route Rtgt, it estimates and obtains an area having a width equal to the width of the host vehicle 100 and centered on the set target avoidance route Rtgt as an avoidance travel area Atgt, as shown in (C) of Fig. 12. The avoidance travel area Atgt corresponds to a travel area that the host vehicle 100 would occupy if it were assumed that the host vehicle 100 were traveling along the target avoidance route Rtgt.

[0078] When acquiring the avoidance travel area Atgt, the vehicle collision avoidance support device 10 determines whether or not the avoidance travel area Atgt overlaps with the oncoming vehicle travel area A202. In other words, the vehicle collision avoidance support device 10 determines whether or not the avoidance travel area Atgt exists on the oncoming vehicle travel area A202.

[0079] The vehicle collision avoidance support device 10 prohibits the execution of avoidance steering when it determines that the avoidance driving area Atgt overlaps with the oncoming vehicle driving area A202 as shown in (A) of Fig. 13. In this case, even if the avoidance steering start condition described later is satisfied, the avoidance steering is not executed.

[0080] On the other hand, when the vehicle collision avoidance support device 10 determines that the avoidance traveling area Atgt does not overlap with the oncoming vehicle traveling area A202 as shown in (B) of Fig. 13, the vehicle collision avoidance support device 10 determines whether the avoidance traveling area Atgt overlaps with the parallel running vehicle traveling area A201. In other words, the vehicle collision avoidance support device 10 determines whether the avoidance traveling area Atgt exists on the parallel running vehicle traveling area A201.

[0081] In addition, even if the vehicle collision avoidance support device 10 has not acquired the oncoming vehicle driving area A202 when acquiring the avoidance driving area Atgt, the vehicle collision avoidance support device 10 determines whether the avoidance driving area Atgt overlaps with the parallel vehicle driving area A201.

[0082] The vehicle collision avoidance support device 10 permits the execution of avoidance steering when it determines that the avoidance traveling area Atgt overlaps with the parallel running vehicle traveling area A201 as shown in (C) of Fig. 13. In this case, when an avoidance steering start condition described later is satisfied, the avoidance steering is started.

[0083] On the other hand, when the vehicle collision avoidance support device 10 determines that the avoidance traveling area Atgt does not overlap with the parallel running vehicle traveling area A201 as shown in (D) of Fig. 13, the vehicle collision avoidance support device 10 prohibits the implementation of the avoidance steering. In this case, even if the avoidance steering start condition described later is satisfied, the avoidance steering is not implemented.

[0084] Furthermore, when the vehicle collision avoidance support device 10 acquires the avoidance travel area Atgt, if the vehicle collision avoidance support device 10 does not acquire the oncoming vehicle travel area A202 or the parallel vehicle travel area A201, the vehicle collision avoidance support device 10 prohibits the execution of the avoidance steering. In this case, even if the avoidance steering start condition described later is satisfied, the avoidance steering is not executed.

[0085] The vehicle collision avoidance assistance device 10 may be configured to permit the implementation of avoidance steering when it is determined that the avoidance travel area Atgt does not overlap with the oncoming vehicle travel area A202 and the parallel vehicle travel area A201.

[0086] When the relative speed dV is constant, the predicted arrival time TTC becomes shorter as the host vehicle 100 approaches the object 200. When the host vehicle 100 approaches the object 200 and the predicted arrival time TTC becomes shorter to a predetermined time (predetermined predicted arrival time TTCth), the vehicle collision avoidance support device 10 determines that the avoidance steering start condition is satisfied. That is, the vehicle collision avoidance support device 10 acquires the predicted arrival time TTC as an index value representing the possibility that the host vehicle 100 will collide with the object 200, and determines that the avoidance steering start condition is satisfied when the index value becomes equal to or greater than a predetermined index value. Therefore, in this case, the index value representing the possibility that the host vehicle 100 will collide with the object 200 becomes larger as the predicted arrival time TTC becomes shorter.

[0087] The vehicle collision avoidance support device 10 starts avoidance steering if the avoidance steering start condition is satisfied when the left and right lane lines LM can be recognized and the target avoidance route Rtgt can be set. At this time, the vehicle collision avoidance support device 10 executes steering (avoidance steering) of the host vehicle 100 to control the auxiliary steering torque TQas so that the host vehicle 100 travels along the target avoidance route Rtgt. As a result, as shown in FIG. 14(A), the host vehicle 100 is steered so that the host vehicle 100 travels along the target avoidance route Rtgt, and as shown in FIG. 14(B), a collision with the object 200 can be avoided.

[0088] The vehicle collision avoidance assistance device 10 may also decelerate the host vehicle 100 by reducing or limiting the driving force applied to the host vehicle 100 to a certain value or less in addition to the avoidance steering, or by applying a braking force to the host vehicle 100.

[0089] The vehicle collision avoidance support device 10 also starts avoidance steering when the left and right lane lines LM cannot be recognized but the implementation of avoidance steering is permitted and the target avoidance route Rtgt can be set, and the avoidance steering start condition is satisfied. In this case, the vehicle collision avoidance support device 10 also performs steering (avoidance steering) of the host vehicle 100 to control the auxiliary steering torque TQas so that the host vehicle 100 travels along the target avoidance route Rtgt. As a result, as shown in FIG. 14C, the host vehicle 100 is steered so that the host vehicle 100 travels along the target avoidance route Rtgt, and as shown in FIG. 14D, a collision with the object 200 can be avoided.

[0090] Incidentally, as the conditions for prohibiting the execution of avoidance steering (avoidance steering prohibition conditions), the conditions C1 to C21 described below can also be appropriately adopted.

[0091] Condition C1 is a condition that avoidance steering cannot be realized due to a reason such as an abnormality in a device for realizing avoidance steering (for example, the steering device 23).

[0092] Condition C2 is a condition that, when the vehicle collision avoidance support device 10 is configured to be able to execute automatic brake control (PCS), the automatic brake control cannot be realized due to an abnormality in a device for realizing the automatic brake control (for example, the braking device 22), etc. The automatic brake control is a control that forcibly brakes the host vehicle 100 to stop the host vehicle 100 before it collides with an object when the possibility of the host vehicle 100 colliding with an object in front of the host vehicle 100 increases.

[0093] Condition C3 is a condition that, when the vehicle collision avoidance support device 10 is configured to be able to execute skid prevention control (VSC), the skid prevention control cannot be realized due to an abnormality in a device for realizing the skid prevention control (for example, the braking device 22). The skid prevention control is a control for stabilizing the running behavior of the host vehicle 100 by adjusting the driving force PD applied to the driving wheels of the host vehicle 100 or individually adjusting the braking force PB applied to each wheel of the host vehicle 100 when the running behavior of the host vehicle 100 becomes unstable due to steering of the host vehicle 100, for example.

[0094] Condition C4 is a condition that, when the vehicle collision avoidance assistance device 10 is configured to be able to execute automatic brake control (PCS), the automatic brake control can stop the host vehicle 100 before the host vehicle 100 collides with the object 200.

[0095] Condition C5 is a condition that the vehicle collision avoidance support device 10 is configured to be able to execute automatic brake control (PCS) and, if the automatic brake control is executed first, the time that has elapsed since the end of the automatic brake control is within a predetermined time.

[0096] Condition C6 is a condition that, in the case where steering avoidance control is executed first, the time that has elapsed since the end of that steering avoidance control is within a predetermined time.

[0097] Condition C7 is a condition that the turn signal of the host vehicle 100 is activated (blinking).

[0098] Condition C8 is a condition that, when the object 200 is a preceding vehicle and the target avoidance route Rtgt is a route passing on the left side of the preceding vehicle, the left turn signal of the preceding vehicle is activated (blinking). The vehicle collision avoidance support device 10 can determine whether the left turn signal of the preceding vehicle is activated (blinking) or not based on the surrounding information I_S. The preceding vehicle is a vehicle traveling in the own lane LN ahead of the own vehicle 100 in the same direction as the traveling direction of the own vehicle 100.

[0099] Condition C9 is a condition that, when the object 200 is a preceding vehicle and the target avoidance route Rtgt is a route that passes through the right side of the preceding vehicle, the right turn signal of the preceding vehicle is activated (blinking). The vehicle collision avoidance support device 10 can determine whether the right turn signal of the preceding vehicle is activated (blinking) based on the peripheral information I_S.

[0100] The condition C10 is a condition that the accelerator pedal operation amount AP is equal to or greater than a predetermined accelerator pedal operation amount APth.

[0101] The condition C11 is a condition that the brake pedal operation amount BP is equal to or greater than a predetermined brake pedal operation amount BPth.

[0102] The condition C12 is a condition that the vehicle speed V of the host vehicle 100 is not within a predetermined range Rv.

[0103] The condition C13 is a condition that the relative speed dV of the object 200 with respect to the host vehicle 100 is not within a predetermined range Rdv.

[0104] The condition C14 is a condition that the lateral acceleration Gy is equal to or greater than a predetermined lateral acceleration Gy_th.

[0105] The condition C15 is a condition that the vertical acceleration Gx has a positive value and its absolute value is equal to or greater than a predetermined value Gx_th.

[0106] The condition C16 is a condition that the vertical acceleration Gx has a negative value and its absolute value is equal to or greater than a predetermined value Gx_th.

[0107] Condition C17 is a condition that the host vehicle 100 is traveling on a curved road. The vehicle collision avoidance support device 10 can determine whether the host vehicle 100 is traveling on a curved road based on the surrounding information I_S.

[0108] The condition C18 is a condition that the target avoidance path Rtgt intersects with the longitudinal center line of the object 200. The vehicle collision avoidance support device 10 can determine whether the target avoidance path Rtgt intersects with the longitudinal center line of the object 200 based on the peripheral information I_S.

[0109] The condition C19 is a condition that the object 200 is moving so as to cross the target avoidance path Rtgt. The vehicle collision avoidance support device 10 can determine whether the object 200 is moving so as to cross the target avoidance path Rtgt based on the surrounding information I_S.

[0110] Condition C20 is a condition that, although the target avoidance route Rtgt could be set, the target avoidance route Rtgt is a route along which it is predicted that the host vehicle 100 cannot travel.

[0111] <End of steering avoidance control> The vehicle collision avoidance support device 10 ends the avoidance steering when a condition for ending the avoidance steering (avoidance steering ending condition) is satisfied. For example, when the left and right demarcation lines LM can be recognized, even if the avoidance steering is ended when the host vehicle 100 passes beside the object 200 after the avoidance steering has started, as shown in (A) of FIG. 15, the host vehicle 100 will not collide with the object 200. Similarly, when the left and right demarcation lines LM cannot be recognized, even if the avoidance steering is ended when the host vehicle 100 passes beside the object 200 after the avoidance steering has started, as shown in (B) of FIG. 15, the host vehicle 100 will not collide with the object 200. Therefore, as the avoidance steering ending condition, for example, a condition that the host vehicle 100 passes beside the object 200 after the avoidance steering has started is set.

[0112] The vehicle collision avoidance support device 10 can determine that the host vehicle 100 is passing beside the object 200 based on the surrounding information I_S. When the host vehicle 100 is passing beside the object 200, the absolute value of the yaw angle YA becomes smaller. Therefore, the vehicle collision avoidance support device 10 may be configured to determine that the host vehicle 100 is passing beside the object 200 when the absolute value of the yaw angle YA becomes equal to or smaller than a predetermined yaw angle YAth after the start of avoidance steering. When the host vehicle 100 is passing beside the object 200, the absolute value of the yaw rate of the host vehicle 100 becomes smaller. Therefore, the vehicle collision avoidance support device 10 may be configured to determine that the host vehicle 100 is passing beside the object 200 when the absolute value of the yaw rate of the host vehicle 100 becomes equal to or smaller than a predetermined yaw rate.

[0113] In addition, when the vehicle collision avoidance assistance device 10 is configured to perform evasive steering while braking the host vehicle 100 to stop the host vehicle 100, the device may be configured to determine that the evasive steering end condition is met when the host vehicle 100 stops.

[0114] Furthermore, the vehicle collision avoidance assistance device 10 may be configured to stop the avoidance steering when the driver input torque TQdr becomes equal to or greater than a relatively large predetermined torque TQth while the steering avoidance control is being executed.

[0115] <Effects> When a lane (adjacent lane) next to the own lane LN is a parallel lane, it is relatively safe for the own vehicle 100 to enter the adjacent lane to avoid a collision with the object 200, compared to when the adjacent lane is an oncoming lane. Therefore, when the avoidance travel area Atgt overlaps with the parallel vehicle travel area A201, the adjacent lane into which the own vehicle 100 is going to enter to avoid a collision with the object 200 is a parallel lane, so it is relatively safe for the own vehicle 100 to enter the adjacent lane. According to the vehicle collision avoidance support device 10, when the avoidance travel area Atgt overlaps with the oncoming vehicle travel area A202, avoidance steering is not performed, but when the avoidance travel area Atgt overlaps with the parallel vehicle travel area A201, avoidance steering is performed. Therefore, even when the own vehicle 100 cannot travel within the own lane LN when avoiding a collision between the own vehicle 100 and the object 200 by avoidance steering, avoidance steering is performed. Therefore, even if the own vehicle lane LN cannot be specified, a collision between the own vehicle 100 and the object 200 can be safely avoided.

[0116] <Specific operation of the vehicle collision avoidance support device> Next, a specific operation of the vehicle collision avoidance support device 10 will be described. The CPU of the ECU 90 of the vehicle collision avoidance support device 10 executes the routine shown in Fig. 16 at predetermined time intervals. Therefore, at a predetermined timing, the CPU starts the process from step 1600 in Fig. 16, and proceeds to step 1605 to determine whether the value of the avoidance steering execution flag X is "0". The value of the avoidance steering execution flag X is set to "1" when the avoidance steering is started, and is set to "0" when the avoidance steering is ended.

[0117] If the CPU determines "Yes" in step 1605, the process proceeds to step 1610, where it acquires the parallel vehicle driving area A201 and the oncoming vehicle driving area A202. Next, the CPU proceeds to step 1615, where it determines whether or not the avoidance route setting condition is satisfied.

[0118] If the CPU judges "Yes" in step 1615, it advances the process to step 1620 and judges whether the left and right demarcation lines LM have been recognized.

[0119] If the CPU determines "Yes" in step 1620, the process proceeds to step 1625, where it executes the routine shown in Fig. 17. Therefore, when the CPU advances the process to step 1625, it starts the process from step 1700 in Fig. 17, and advances the process to step 1705, where it sets the target avoidance path Rtgt. Next, the CPU advances the process to step 1710, where it determines whether or not the target avoidance path Rtgt has been set.

[0120] If the CPU determines "Yes" in step 1710, the process proceeds to step 1715, where it determines whether or not an avoidance steering start condition is satisfied.

[0121] If the CPU determines "Yes" in step 1715, the process proceeds to step 1720, where it starts avoidance steering. Next, the CPU proceeds to step 1725, where it sets the value of the avoidance steering execution flag X to "1." Next, the CPU proceeds to step 1695 in FIG. 16 via step 1795, where it temporarily ends this routine.

[0122] On the other hand, if the CPU determines "No" in step 1710 or step 1715, the CPU advances the process to step 1695 in Fig. 16 via step 1795, and temporarily ends this routine. In this case, avoidance steering is not being performed.

[0123] If the result of the determination in step 1620 in Fig. 16 is "No", the process proceeds to step 1630, where the routine shown in Fig. 18 is executed. Therefore, when the process proceeds to step 1630, the CPU starts the process from step 1800 in Fig. 18, and proceeds to step 1805 to set the target avoidance path Rtgt. Next, the CPU proceeds to step 1810 to determine whether or not the target avoidance path Rtgt has been set.

[0124] If the CPU determines "Yes" in step 1810, it advances the process to step 1815 and determines whether the avoidance traveling area Atgt overlaps with the oncoming vehicle traveling area A202.

[0125] If the CPU makes a "Yes" determination in step 1815, the process advances to step 1695 in FIG. 16 via step 1895, and then ends this routine for the time being.

[0126] On the other hand, if the CPU determines "No" in step 1815, it advances the process to step 1820 and determines whether the avoidance traveling area Atgt overlaps with the parallel running vehicle traveling area A201.

[0127] If the CPU judges "Yes" in step 1820, the process proceeds to step 1825, where it determines whether or not an avoidance steering start condition is satisfied.

[0128] If the CPU determines "Yes" in step 1825, the process proceeds to step 1830, where it starts avoidance steering. Next, the CPU proceeds to step 1835, where it sets the value of the avoidance steering execution flag X to "1." Next, the CPU proceeds to step 1695 in FIG. 16 via step 1895, and temporarily ends this routine.

[0129] On the other hand, if the CPU makes a "No" determination at step 1820 or step 1825, the CPU advances the process to step 1695 in FIG. 16 via step 1895, and temporarily ends this routine.

[0130] Also, if the CPU makes a "No" determination in step 1810, the CPU advances the process to step 1695 in FIG. 16 via step 1895, and temporarily ends this routine.

[0131] Furthermore, the CPU executes the routine shown in Fig. 19 every time a predetermined calculation time elapses. Therefore, at a predetermined timing, the CPU starts the process from step 1900 in Fig. 19, and advances the process to step 1905, where it is determined whether the value of the avoidance steering execution flag X is "1".

[0132] If the CPU determines "Yes" in step 1905, the process proceeds to step 1910, where it determines whether or not an avoidance steering end condition is satisfied.

[0133] If the CPU determines "Yes" in step 1910, the process proceeds to step 1915, where the avoidance steering is terminated. Next, the CPU proceeds to step 1920, where the value of the avoidance steering execution flag X is set to "0." Next, the CPU proceeds to step 1995, where the CPU temporarily ends this routine.

[0134] On the other hand, if the CPU determines "No" in step 1905 or step 1910, the process proceeds directly to step 1915, and ends this routine for the time being.

[0135] The specific operation of the vehicle collision avoidance assistance device 10 has been described above.

[0136] The present invention is not limited to the above-described embodiment, and various modifications can be made within the scope of the present invention.

[0137] <Modification> For example, the vehicle collision avoidance assistance device 10 may be configured to set a target avoidance route Rtgt without determining whether the left and right dividing lines LM can be recognized from the surrounding information I_S when the avoidance route setting condition is met, and to permit or prohibit avoidance steering depending on whether the avoidance driving area Atgt acquired based on the target avoidance route Rtgt overlaps with the oncoming vehicle driving area A202 or the parallel vehicle driving area A201.

[0138] When an avoidance route setting condition is satisfied, the vehicle collision avoidance assistance device 10 according to this modified embodiment of the present invention sets a target avoidance route Rtgt, acquires an avoidance driving area Atgt based on the target avoidance route Rtgt, and determines whether or not the avoidance driving area Atgt overlaps with an oncoming vehicle driving area A202.

[0139] When the avoidance driving area Atgt overlaps with the oncoming vehicle driving area A202, the vehicle collision avoidance support device 10 prohibits the execution of avoidance steering. Therefore, in this case, even if the avoidance steering start condition is satisfied, the avoidance steering is not executed.

[0140] On the other hand, when the avoidance traveling area Atgt does not overlap with the oncoming vehicle traveling area A202, the vehicle collision avoidance support device 10 determines whether or not the avoidance traveling area Atgt overlaps with the parallel running vehicle traveling area A201.

[0141] When the avoidance travel area Atgt overlaps with the parallel vehicle travel area A201, the vehicle collision avoidance support device 10 permits the execution of avoidance steering. Therefore, in this case, when the avoidance steering start condition is satisfied, the avoidance steering is executed.

[0142] On the other hand, when the avoidance traveling area Atgt does not overlap with the parallel running vehicle traveling area A201, the vehicle collision avoidance support device 10 determines whether or not the avoidance traveling area Atgt is within the own lane LN.

[0143] When the avoidance travel area Atgt is within the own lane LN, the vehicle collision avoidance support device 10 permits the execution of avoidance steering. Therefore, in this case, when the avoidance steering start condition is satisfied, the avoidance steering is executed.

[0144] If the avoidance driving area Atgt is not within the own lane LN, the vehicle collision avoidance assistance device 10 prohibits the execution of avoidance steering. Therefore, in this case, even if the avoidance steering start condition is satisfied, the avoidance steering is not executed.

[0145] It should be noted that the vehicle collision avoidance assistance device 10 prohibits the implementation of avoidance steering when it is unable to recognize the left and right dividing lines LM and therefore is unable to identify the extent of the own lane LN.

[0146] <Effects> As with the vehicle collision avoidance support device 10 according to the embodiment of the present invention, according to the vehicle collision avoidance support device 10 according to the modified example, when the avoidance traveling area Atgt overlaps with the oncoming vehicle traveling area A202, avoidance steering is not performed, but when the avoidance traveling area Atgt overlaps with the parallel vehicle traveling area A201, avoidance steering is performed. Therefore, even if the host vehicle 100 cannot travel within the host vehicle lane LN when avoiding a collision between the host vehicle 100 and the object 200 by avoidance steering, avoidance steering is performed to avoid a collision between the host vehicle 100 and the object 200. Therefore, even if the host vehicle lane LN cannot be specified, a collision between the host vehicle 100 and the object 200 can be safely avoided.

[0147] Next, a specific operation of the vehicle collision avoidance support device 10 according to the modified embodiment of the present invention will be described. The CPU of the ECU 90 of this vehicle collision avoidance support device 10 executes the routine shown in Fig. 20 at predetermined time intervals. Therefore, at a predetermined timing, the CPU starts the process from step 2000 in Fig. 20, and proceeds to step 2005 to determine whether the value of the avoidance steering execution flag X is "0".

[0148] If the CPU determines "Yes" in step 2005, the process proceeds to step 2010, where it acquires the parallel vehicle driving area A201 or the oncoming vehicle driving area A202. Next, the CPU proceeds to step 2015, where it determines whether or not the avoidance route setting condition is satisfied.

[0149] If the CPU determines "Yes" in step 2015, it advances the process to step 2020 and executes the routine shown in Fig. 21. Therefore, when the CPU advances the process to step 2020, it starts the process from step 2100 in Fig. 21, advances the process to step 2105, and sets the target avoidance path Rtgt. Next, the CPU advances the process to step 2110 and determines whether or not the target avoidance path Rtgt has been set.

[0150] If the CPU determines "Yes" in step 2110, the process proceeds to step 2115, where it determines whether the avoidance traveling area Atgt overlaps with the oncoming vehicle traveling area A202.

[0151] When the CPU judges "Yes" in step 2115, it advances the process to step 2095 via step 2195 and ends this routine for the time being. In this case, avoidance steering is not performed.

[0152] On the other hand, if the CPU determines "No" in step 2115, it advances the process to step 2120 and determines whether or not the avoidance traveling area Atgt overlaps with the parallel running vehicle traveling area A201.

[0153] If the CPU determines "Yes" in step 2120, the process proceeds to step 2125, where it determines whether or not an avoidance steering start condition is satisfied.

[0154] If the CPU determines "Yes" in step 2125, the process proceeds to step 2130, where it starts avoidance steering. Next, the CPU proceeds to step 2135, where it sets the value of the avoidance steering execution flag X to "1." Next, the CPU proceeds to step 2095 via step 2195, where it temporarily ends this routine.

[0155] On the other hand, if the CPU judges "No" in step 2125, the CPU advances the process to step 2095 via step 2195, and temporarily ends this routine.

[0156] If the CPU determines "No" in step 2120, the process proceeds to step 2140, where it determines whether the avoidance driving area Atgt is within the own lane LN.

[0157] If the CPU determines "Yes" in step 2140, the process proceeds to step 2145, where it determines whether or not an avoidance steering start condition is satisfied.

[0158] If the CPU determines "Yes" in step 2145, the process proceeds to step 2150, where it starts avoidance steering. Next, the CPU proceeds to step 2155, where it sets the value of the avoidance steering execution flag X to "1." Next, the CPU proceeds to step 2095 via step 2195, where it temporarily ends this routine.

[0159] On the other hand, if the CPU judges "No" at step 2110, step 2140, or step 2145, the CPU advances the process to step 2095 via step 2195, and temporarily ends this routine.

[0160] The above is a specific operation of the vehicle collision avoidance assistance device 10 according to the modified embodiment of the present invention. [Explanation of symbols]

[0161] 10...vehicle collision avoidance support device, 21...driving device, 22...braking device, 23...steering device, 68...peripheral information acquisition device, 90...ECU, 100...host vehicle, 200...object, 201...parallel vehicle, 202...oncoming vehicle, A100...host vehicle driving area, Atgt...avoidance driving area, A201...parallel vehicle driving area, A202...oncoming vehicle driving area, LM...left and right lane lines, LM_L...left lane line, LM_R...right lane line, Rtgt...target avoidance path< / ecu>

Claims

1. a vehicle collision avoidance support device configured to perform first evasive steering when a first evasive steering start condition is satisfied, the device being configured to set, as a first target evasive route, an evasive route that can avoid a collision between the host vehicle and the object, the host vehicle being able to pass beside the object while avoiding the object, and the host vehicle being able to travel within the host vehicle's lane, when there is a possibility that the host vehicle will collide with an object present in front of the host vehicle, and to perform first evasive steering when a first evasive steering start condition is satisfied, When the vehicle traveling next to the host vehicle is a parallel running vehicle, a running area occupied by the parallel running vehicle when the parallel running vehicle is traveling is stored as a parallel running vehicle running area; When the other vehicle is an oncoming vehicle, a travel area occupied by the oncoming vehicle when the oncoming vehicle travels is stored as an oncoming vehicle travel area; When there is a possibility that the host vehicle will collide with the object, if the host vehicle lane cannot be identified when the avoidance route setting condition is satisfied, an avoidance route that can avoid a collision between the host vehicle and the object and that allows the host vehicle to pass beside the object while avoiding the object is set as a second target avoidance route, and a driving area that the host vehicle would occupy when it is assumed that the host vehicle travels along the second target avoidance route is acquired as an avoidance driving area; When the acquired avoidance driving area overlaps with the stored oncoming vehicle driving area, even if a second avoidance steering start condition is satisfied for starting a second avoidance steering for forcibly steering the host vehicle so that the host vehicle travels along the second target avoidance path, the second avoidance steering is not performed; When the acquired avoidance driving area overlaps with the stored parallel running vehicle driving area, the second avoidance steering is performed when the second avoidance steering start condition is satisfied; When the acquired avoidance driving area does not overlap with the oncoming vehicle driving area or the parallel vehicle driving area, the second avoidance steering is not performed even if the second avoidance steering start condition is satisfied. It is configured as follows: Vehicle collision avoidance assistance device.

2. In the vehicle collision avoidance assistance device according to claim 1, A surrounding information acquisition device for acquiring information about the surroundings of the vehicle is provided, When the parallel running vehicle is detected based on the surrounding information, storing relative positions of the parallel running vehicle with respect to the host vehicle at different times, converting these relative positions to positions on the road surface on which the parallel running vehicle is traveling at the time when each of these relative positions was stored based on a distance traveled by the host vehicle since each of these relative positions was stored, acquiring a traveling trajectory of the parallel running vehicle from these converted positions, and acquiring the parallel running vehicle traveling area from the acquired traveling trajectory; When the oncoming vehicle is detected based on the surrounding information, storing relative positions of the oncoming vehicle with respect to the host vehicle at different times, converting these relative positions to positions on the road surface on which the oncoming vehicle is traveling at the time of storing the relative positions based on the distance traveled by the host vehicle since the relative positions were stored, acquiring a travel path of the oncoming vehicle from the converted positions, and acquiring an oncoming vehicle travel area from the acquired travel path. It is configured as follows: Vehicle collision avoidance assistance device.

3. In the vehicle collision avoidance assistance device according to claim 1 or claim 2, The avoidance route setting condition is satisfied when a distance between the host vehicle and the object becomes equal to or shorter than a predetermined distance. Vehicle collision avoidance assistance device.

4. A vehicle collision avoidance support device according to any one of claims 1 to 3, The avoidance steering start condition is satisfied when a time predicted to be required for the host vehicle to reach the object becomes equal to or shorter than a predetermined time. Vehicle collision avoidance assistance device.

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