Vehicle control device, vehicle equipped with vehicle control device, vehicle control method, and vehicle control program

Abstract

To provide a vehicle collision avoidance support device capable of starting collision avoidance control at timing enabling reliable avoidance of collision between the own vehicle and an object ahead, without giving discomfort to the driver of the own vehicle.SOLUTION: A vehicle collision avoidance support device 10 is configured to perform collision avoidance control for avoiding collision between an own vehicle 100 and an object 200 present before the own vehicle 100. The vehicle collision avoidance support device 10 determines possibility of self-collision avoidance that is the possibility of avoiding collision between the own vehicle and the object present before the same by driving operation of the own vehicle by a driver himself of the own vehicle; and sets a start timing of the collision avoidance control advanced compared to the case of determining that there is a possibility of self-collision avoidance, when determining that there is no possibility of self-collision avoidance.SELECTED DRAWING: Figure 9

Description

[Technical field]

[0001] The present invention relates to Vehicle control device, vehicle equipped with vehicle control device, vehicle control method, and vehicle control program Regarding. [Background technology]

[0002] There is known a vehicle collision avoidance support device that is configured to be able to perform collision avoidance control including forced steering control and forced braking control for avoiding a collision between the host vehicle and an object ahead of the host vehicle (see, for example, Patent Document 1). The forced steering control is a control for avoiding a collision between the host vehicle and an object by forcibly steering the host vehicle even if the host vehicle does not operate the steering wheel, and the forced braking control is a control for avoiding a collision between the host vehicle and an object by forcibly applying a braking force to the host vehicle even if the driver of the host vehicle does not operate the brake pedal. [Prior art documents] [Patent documents]

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

[0004] The vehicle collision avoidance support device starts collision avoidance control when the host vehicle approaches an object (forward object) in front of the host vehicle and at a predetermined timing. In order to more reliably avoid a collision between the host vehicle and the forward object by the collision avoidance control, it is preferable that the start timing of the collision avoidance control is early. However, if the start timing of the collision avoidance control is too early, the collision avoidance control may be started while the driver of the host vehicle does not think that the host vehicle is close enough to the forward object to start a driving operation (e.g., depressing the brake pedal or turning the steering wheel) to avoid a collision between the host vehicle and the forward object, which may cause the driver to feel uncomfortable. On the other hand, if the start timing of the collision avoidance control is too late, there is a possibility that the collision between the host vehicle and the forward object cannot be avoided even if the collision avoidance control is performed.

[0005] An object of the present invention is to provide a method for detecting a collision between a host vehicle and a forward object at a timing that can more reliably avoid a collision between the host vehicle and the forward object without causing a sense of discomfort to the driver of the host vehicle. Collision-Based Control can be started Vehicle control device, vehicle equipped with vehicle control device, vehicle control method, and vehicle control program The purpose of this invention is to provide

[0006] The vehicle control device according to the present invention performs control based on the possibility of a collision between the host vehicle and an object ahead of the host vehicle. Furthermore, the vehicle control device according to the present invention determines whether the driver of the host vehicle is in a predetermined state in which the driver can avoid a collision based on a gripping state of the steering wheel of the host vehicle by the driver of the host vehicle and a facial image of the driver of the host vehicle, and when it is determined that the driver of the host vehicle is in a state in which the driver can visually recognize an object ahead of the host vehicle based on the facial image of the driver of the host vehicle and the gripping state of the steering wheel of the host vehicle by the driver of the host vehicle is not in a predetermined state, sets the start timing of the control earlier than when it is determined that the driver is in a state in which the object ahead of the host vehicle can be avoided. 1. It is configured to set the timing. Furthermore, the vehicle control device of the present invention is configured such that when it is determined based on a facial image of the driver of the vehicle that the driver is not in a state where he or she can see an object in front of the vehicle, the start timing of the control is set to a second timing that is earlier than the first timing and that is earlier than the case where it is determined that the driver is in a state where he or she can avoid an object in front of the vehicle, regardless of the state in which the driver is holding the steering wheel of the vehicle.

[0007] According to the present invention, The driver is not in a position to avoid a collision. In case, Control based on the possibility of collision between the vehicle and an object ahead Started relatively early, The driver is in a predefined state in which he or she can avoid a collision. In case, Control based on the possibility of collision between the vehicle and an object ahead Therefore, the collision between the host vehicle and the object can be avoided more reliably without causing discomfort to the driver of the host vehicle. Collision-Based Control can be started.

[0008] In the vehicle control device according to the present invention, the contents of the control are, for example, Forced braking control for forcibly applying a braking force to the vehicle It is.

[0010] Moreover, a vehicle according to the present invention includes the vehicle control device according to the present invention.

[0011] Further, a vehicle control method according to the present invention is a method for implementing control based on a possibility of a collision between a host vehicle and an object ahead of the host vehicle, and includes a step of judging whether or not the driver of the host vehicle is in a state in which the driver can avoid the object ahead of the host vehicle based on a gripping state of the steering wheel of the host vehicle by the driver of the host vehicle and a facial image of the driver of the host vehicle, and when it is judged that the driver of the host vehicle is in a state in which the driver can visually recognize an object ahead of the host vehicle based on the facial image of the driver of the host vehicle and it is judged that the gripping state of the steering wheel of the host vehicle by the driver of the host vehicle is not in a predetermined state, setting a timing for starting the control earlier than when it is judged that the driver is in a state in which the object ahead of the host vehicle can be avoided. 1. and setting the timing. Furthermore, the vehicle control method of the present invention includes a step of setting the start timing of the control to a second timing earlier than the first timing when it is determined that the driver of the vehicle is not in a state where he or she can see an object in front of the vehicle based on a facial image of the driver of the vehicle, regardless of the state in which the driver is holding the steering wheel of the vehicle.

[0012] Further, a vehicle control program according to the present invention is a program for implementing control based on a possibility of a collision between a host vehicle and an object ahead of the host vehicle, and for determining whether or not the driver of the host vehicle is in a state in which the driver can avoid an object ahead of the host vehicle based on a gripping state of the steering wheel of the host vehicle by the driver of the host vehicle and a facial image of the driver of the host vehicle, and when it is determined that the driver of the host vehicle is in a state in which the driver can visually recognize an object ahead of the host vehicle based on the facial image of the driver of the host vehicle and when it is determined that the driver of the host vehicle is not in a predetermined state with respect to the gripping state of the steering wheel of the host vehicle, the timing of starting the control is set to be earlier than when it is determined that the driver is in a state in which the object ahead of the host vehicle can be avoided. 1. It is configured to set the timing. Furthermore, the vehicle control program of the present invention is configured such that, when it is determined based on a facial image of the driver of the vehicle that the driver is not in a state where he or she can see an object in front of the vehicle, the start timing of the control is set to a second timing that is earlier than the first timing and that is earlier than the case where it is determined that the driver is in a state where he or she can avoid an object in front of the vehicle, regardless of the state in which the driver is holding the steering wheel of the vehicle.

[0024] 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]

[0025] [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. 2 is a diagram showing the distance between the vehicle and an object (vehicle) ahead of the vehicle. [Diagram 3] FIG. 3A is a diagram showing a predicted driving area of ​​the host vehicle, and FIG. 3B is a diagram showing a scene in which an object (vehicle) exists in the predicted driving area of ​​the host vehicle. [Figure 4] FIG. 4A is a diagram showing a scene in which the host vehicle approaches an object (vehicle) that exists in the predicted driving area of ​​the host vehicle, and FIG. 4B is a diagram showing an avoidance route. [Diagram 5] FIG. 5A is a diagram showing a scene when the timing to start forced steering control has arrived, and FIG. 5B is a diagram showing a target avoidance path in forced steering control. [Figure 6] FIG. 6A shows a scene where the host vehicle starts to turn along a target avoidance path due to forced steering control, FIG. 6B shows a scene where the host vehicle passes beside an object (vehicle) ahead due to forced steering control, and FIG. 6C shows a scene where the host vehicle passes the object (vehicle) ahead and the forced steering control is terminated. [Figure 7] FIG. 7 is a diagram showing a prescribed portion of a steering wheel of a vehicle. [Figure 8] Figure 8(A) is a diagram showing a scene when the timing for starting forced braking control has arrived, Figure 8(B) is a diagram showing a scene when braking force begins to be applied to the vehicle through forced braking control, and Figure 8(C) is a diagram showing a scene when the vehicle stops in front of a forward object (vehicle) and the forced braking control ends. [Figure 9] FIG. 9 is a flowchart showing a routine executed by the vehicle collision avoidance assistance device according to the embodiment of the present invention. [Figure 10] FIG. 10 is a flowchart showing a routine executed by a vehicle collision avoidance assistance device according to a first modified example of the embodiment of the present invention. [Figure 11]FIG. 11 is a flowchart showing a routine executed by a vehicle collision avoidance assistance device according to a second modified example of the embodiment of the present invention. [Figure 12] FIG. 12 is a flowchart showing a routine executed by the vehicle collision avoidance assistance device according to the embodiment, the first modification, and the second modification of the present invention. [Figure 13] FIG. 13 is a flowchart showing a routine executed by the vehicle collision avoidance assistance device according to the embodiment, the first modification, and the second modification of the present invention. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0026] Hereinafter, an embodiment of the present invention will be described with reference to the drawings. Vehicle control device, vehicle equipped with vehicle control device, vehicle control method, and vehicle control program As shown in FIG. Vehicle control device The vehicle collision avoidance assistance device 10 is mounted on a host vehicle 100 .

[0027] <ecu> 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 component. 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.

[0028] <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.

[0029] <Drive unit> The drive device 21 is a device that outputs a drive torque TQ_D (drive force) that is applied to the host vehicle 100 to make the host vehicle 100 travel, 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 torque TQ_D output from the drive device 21 by controlling the operation of the drive device 21.

[0030] <Brake device> The braking device 22 is a device that outputs a braking torque TQ_B (braking force) that is 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 torque TQ_B output from the braking device 22 by controlling the operation of the braking device 22.

[0031] <Steering system> The steering device 23 is a device that outputs a steering torque TQs (steering force) that is 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 torque TQs output from the steering device 23 by controlling the operation of the steering device 23.

[0032] <Sensors, etc.> Furthermore, the vehicle 100 is equipped with an accelerator pedal 31, an accelerator pedal operation amount sensor 32, a brake pedal 33, a brake pedal operation amount sensor 34, a steering wheel 35, a steering shaft 36, a steering angle sensor 37, a steering torque sensor 38, a gripping state detection device 40, a vehicle momentum detection device 50, a surrounding information detection device 60 and an awakening state detection device 70.

[0033] <Accelerator pedal operation amount sensor> The accelerator pedal operation amount sensor 32 is a sensor that detects the amount of operation of the accelerator pedal 31. The accelerator pedal operation amount sensor 32 is electrically connected to the ECU 90. The accelerator pedal operation amount sensor 32 transmits information on the detected amount of operation of the accelerator pedal 31 to the ECU 90. Based on that information, the ECU 90 obtains the amount of operation of the accelerator pedal 31 as the accelerator pedal operation amount AP.

[0034] The ECU 90 calculates and obtains a required driving torque TQ_D_req (required driving force) based on the accelerator pedal operation amount AP and the vehicle speed V100 of the host vehicle 100. The required driving torque TQ_D_req is a driving torque TQ_D that is required to be output from the driving device 21. The ECU 90 controls the operation of the driving device 21 so that the required driving torque TQ_D_req is output.

[0035] <Brake pedal operation amount sensor> The brake pedal operation amount sensor 34 is a sensor that detects the amount of operation of the brake pedal 33. The brake pedal operation amount sensor 34 is electrically connected to the ECU 90. The brake pedal operation amount sensor 34 transmits information on the detected amount of operation of the brake pedal 33 to the ECU 90. The ECU 90 obtains the amount of operation of the brake pedal 33 as a brake pedal operation amount BP based on the information.

[0036] The ECU 90 acquires a required braking torque TQ_B_req (required braking force) by calculation based on the brake pedal operation amount BP. The required braking torque TQ_B_req is a braking torque TQ_B that is required to be output from the braking device 22. The ECU 90 controls the operation of the braking device 22 so that the required braking torque TQ_B_req is output.

[0037] <Steering angle sensor> The steering angle sensor 37 is a sensor that detects the rotation angle of the steering shaft 36 with respect to the neutral position. The steering angle sensor 37 is electrically connected to the ECU 90. The steering angle sensor 37 transmits information on the detected rotation angle of the steering shaft 36 to the ECU 90. The ECU 90 obtains the rotation angle of the steering shaft 36 as the steering angle θsteer based on the information.

[0038] <Steering torque sensor> The steering torque sensor 38 is a sensor that detects the torque input by the driver to the steering shaft 36 via the steering wheel 35. The steering torque sensor 38 is electrically connected to the ECU 90. The steering torque sensor 38 transmits information on the detected torque to the ECU 90. The ECU 90 acquires the torque input by the driver to the steering shaft 36 via the steering wheel 35 (driver input torque TQs_driver) based on the information.

[0039] <Grip state detection device> The grip state detection device 40 is a device that detects the grip state of the steering wheel 35 by the driver of the vehicle 100, and is a touch sensor 41 installed on the steering wheel 35 in this example.

[0040] <Touch sensor> The touch sensor 41 is a sensor that detects that the driver of the vehicle 100 has touched the steering wheel 35. The touch sensor 41 is electrically connected to the ECU 90. When the touch sensor 41 detects that the driver of the vehicle 100 has touched the steering wheel 35, the touch sensor 41 transmits information (signals) relating to the part of the steering wheel 35 that the driver of the vehicle 100 has touched to the ECU 90. The ECU 90 can recognize the part of the steering wheel 35 that the driver of the vehicle 100 has touched based on the information (signals).

[0041] <Vehicle motion detection device> The vehicle motion quantity detection device 50 is a device that detects the motion quantity of the host vehicle 100, and in this example, includes a vehicle speed detection device 51, a vertical acceleration sensor 52, a lateral acceleration sensor 53, and a yaw rate sensor .

[0042] <Vehicle speed detection device> The vehicle speed detection device 51 is a device that detects the vehicle speed of the host vehicle 100, and is, for example, a wheel speed sensor. The vehicle speed detection device 51 is electrically connected to the ECU 90. The vehicle speed detection device 51 transmits information on the detected vehicle speed of the host vehicle 100 to the ECU 90. The ECU 90 acquires the vehicle speed V100 of the host vehicle 100 based on the information.

[0043] The ECU 90 calculates and obtains the required steering torque TQs_req based on the acquired steering angle θsteer, driver input torque TQs_driver, and vehicle speed V100. The required steering torque TQs_req is the steering torque TQs that is required to be output from the steering device 23. The ECU 90 controls the operation of the steering device 23 so that the required steering torque TQs_req is output from the steering device 23. When performing forced steering, which will be described later, the ECU 90 appropriately determines the steering torque TQs required to drive the host vehicle 100 along the target avoidance path Rtgt as the required steering torque TQs_req, regardless of the steering angle θsteer, etc., and controls the operation of the steering device 23 so that the required steering torque TQs_req is output.

[0044] <Vertical acceleration sensor> The vertical acceleration sensor 52 is a sensor that detects the acceleration in the forward / rearward direction of the host vehicle 100. The vertical acceleration sensor 52 is electrically connected to the ECU 90. The vertical acceleration sensor 52 transmits information on the detected acceleration to the ECU 90. The ECU 90 acquires the acceleration in the forward / rearward direction of the host vehicle 100 as the vertical acceleration Gx based on the information.

[0045] <Lateral acceleration sensor> The lateral acceleration sensor 53 is a sensor that detects the acceleration in the lateral direction (width direction) of the host vehicle 100. The lateral acceleration sensor 53 is electrically connected to the ECU 90. The lateral acceleration sensor 53 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.

[0046] <Yaw rate sensor> The yaw rate sensor 54 is a sensor that detects the yaw rate YR of the host vehicle 100. The yaw rate sensor 54 is electrically connected to the ECU 90. The yaw rate sensor 54 transmits information on the detected yaw rate YR to the ECU 90. The ECU 90 acquires the yaw rate YR of the host vehicle 100 based on the information. <Peripheral information detection device> The surrounding information detection device 60 is a device that detects information about the surroundings of the vehicle 100, and in this example, includes a radio wave sensor 61 and an image sensor 62. The radio wave sensor 61 is, for example, a radar sensor (such as a millimeter wave radar). The image sensor 62 is, for example, a camera. The surrounding information detection device 60 may also include a sonic sensor such as an ultrasonic sensor (clearance sonar) or an optical sensor such as a laser radar (LiDAR).

[0047] <Radio wave sensor> The radio wave sensor 61 is electrically connected to the ECU 90. The radio wave sensor 61 transmits radio waves and receives radio waves reflected by objects (reflected waves). The radio wave sensor 61 transmits information (detection results) relating to the transmitted radio waves and received radio waves (reflected waves) to the ECU 90. In other words, the radio wave sensor 61 detects objects present in the vicinity of the vehicle 100 and transmits information (detection results) relating to the detected objects to the ECU 90. The ECU 90 can acquire information (periphery detection information I_D) relating to objects present in the vicinity of the vehicle 100 based on the information (radio wave information).

[0048] In this example, the objects include vehicles, motorcycles, bicycles, and people.

[0049] <Image sensor> The image sensor 62 is also electrically connected to the ECU 90. The image sensor 62 captures an image of the surroundings of the host vehicle 100 and transmits information related to the captured image to the ECU 90. The ECU 90 can acquire information (surroundings detection information I_D) related to the surroundings of the host vehicle 100 based on the information (image information).

[0050] 2, when an object (forward object 200) is present ahead of the vehicle 100, the ECU 90 detects the forward object 200 based on the surrounding detection information I_D. The forward object 200 may be a vehicle, a motorcycle, a bicycle, a person, or the like, and is a vehicle in the example shown in FIG.

[0051] When the ECU 90 detects a forward object 200, it can obtain, for example, the "distance between the forward object 200 and the host vehicle 100 (object distance D200)" and the "speed of the host vehicle 100 relative to the forward object 200 (relative speed ΔV200)" based on the surrounding detection information I_D.

[0052] Furthermore, the ECU 90 recognizes "the left-side marking line LM_L and the right-side marking line LM_R that define the driving lane (own lane LN) of the own vehicle 100" based on the surrounding detection information I_D. The ECU 90 can specify the range of the own lane LN based on the recognized left and right marking lines LM (i.e., the left-side marking line LM_L and the right-side marking line LM_R).

[0053] <Awake state detection device> The awake state detection device 70 is a device that detects the state of consciousness of the driver of the vehicle 100, and in this example, is a driver monitor camera 71. The driver monitor camera 71 is provided in the interior of the vehicle 100 facing the driver of the vehicle 100 so as to be able to capture an image of the face of the driver of the vehicle 100.

[0054] <Driver monitor camera> The driver monitor camera 71 is a camera that captures an image of the face of the driver of the vehicle 100. The driver monitor camera 71 is electrically connected to the ECU 90. The driver monitor camera 71 transmits information (image data) relating to the captured image of the driver's face to the ECU 90. The ECU 90 can determine whether the eyes of the driver of the vehicle 100 are open (i.e., whether the driver of the vehicle 100 is awake) based on the information.

[0055] In addition, the ECU 90 may be configured to acquire so-called vital data such as the body temperature, pulse, and blood pressure of the driver of the vehicle 100, and determine whether or not the driver of the vehicle 100 is conscious (i.e., whether or not the driver of the vehicle 100 is awake) based on the acquired vital data.

[0056] <Overview of operation of vehicle collision avoidance support system> Next, an overview of the operation of the vehicle collision avoidance assistance device 10 will be described.

[0057] The vehicle collision avoidance support device 10 performs processing for detecting an object such as a vehicle ahead of the host vehicle 100 in the traveling direction based on the surrounding detection information I_D while the host vehicle 100 is traveling. The vehicle collision avoidance support device 10 performs normal traveling control while it is not detecting an object ahead of the host vehicle 100 in the traveling direction.

[0058] Normal driving control is control in which, when the required driving torque TQ_D_req (required driving force) is greater than zero, the operation of the driving device 21 is controlled so that the required driving torque TQ_D_req is output from the driving device 21, when the required braking torque TQ_B_req (required braking force) is greater than zero, the operation of the braking device 22 is controlled so that the required braking torque TQ_B_req is output from the braking device 22, and when the required steering torque TQs_req (required steering force) is greater than zero, the operation of the steering device 23 is controlled so that the required steering torque TQs_req is output from the steering device 23.

[0059] When the vehicle collision avoidance support device 10 detects an object (forward object 200) ahead of the host vehicle 100 in the traveling direction, it determines whether or not the object is present within the predicted traveling area A100 based on the surrounding detection information I_D.

[0060] As shown in Fig. 3A, the predicted travel area A100 is an area having a width equal to the width of the host vehicle 100 and centered on the predicted travel route R100 of the host vehicle 100. The predicted travel route R100 is a travel route that the host vehicle 100 is predicted to travel in the future when the host vehicle 100 travels while maintaining the steering angle θsteer at that time. Therefore, the predicted travel route R100 shown in Fig. 3A is a straight line, but depending on the situation, it may be a curved line.

[0061] When the detected forward object 200 does not exist within the predicted traveling area A100, the vehicle collision avoidance support device 10 continues the normal traveling control.

[0062] On the other hand, when the vehicle collision avoidance support device 10 determines that the detected forward object 200 is present within the predicted traveling area A100, it determines the possibility that the host vehicle 100 will collide with the forward object 200 (collision possibility).

[0063] In this example, the vehicle collision avoidance assistance device 10 acquires the distance (object distance D200) between the forward object 200 and the host vehicle 100, and determines the possibility of a collision based on whether the acquired object distance D200 is less than or equal to a predetermined distance (collision possibility determination distance Dth).

[0064] <Obtaining an escape route> When the vehicle collision avoidance support device 10 determines that the host vehicle 100 approaches the forward object 200 as shown in (A) of Figure 4, the object distance D200 is shortened to the collision possibility determination distance Dth, and the object distance D200 is equal to or less than the collision possibility determination distance Dth, the vehicle collision avoidance support device 10 determines that the avoidance route acquisition condition Croute is satisfied.

[0065] When the vehicle collision avoidance assistance device 10 determines that the avoidance route acquisition condition Croute is satisfied, it starts acquiring an avoidance route R based on the surroundings detection information I_D.

[0066] The avoidance route R is a route along which the host vehicle 100 travels in order to avoid a collision between the host vehicle 100 and the object ahead 200, and is a route along which the host vehicle 100 can pass beside the object ahead 200 while traveling within the host vehicle lane LN, as shown in (B) of Figure 4.

[0067] In the example shown in FIG. 4B, the avoidance route R is a route that passes to the right of the object ahead 200, but if there is space to the left of the object ahead 200 that allows the host vehicle 100 to pass beside the object ahead 200 while traveling within the host vehicle lane LN, a route that passes to the left of the object ahead 200 may be acquired as the avoidance route R.

[0068] <Determining the timing to start forced steering control> Furthermore, when the object distance D200 becomes equal to or less than the collision possibility determination distance Dth and it is determined that there is a collision possibility, the vehicle collision avoidance assistance device 10 determines that the forced steering start determination condition Cd_steer is satisfied.

[0069] When it is determined that the forced steering start determination condition Cd_steer is satisfied, the vehicle collision avoidance assistance device 10 determines the timing for starting the forced steering control (forced steering start timing Ts_steer).

[0070] In this example, the vehicle collision avoidance support device 10 determines the forced steering start timing Ts_steer based on the predicted arrival time TTC. The predicted arrival time TTC is the time that is predicted to be required for the host vehicle 100 to reach the forward object 200. The vehicle collision avoidance support device 10 obtains the predicted arrival time TTC by dividing the object distance D200 by the relative speed ΔV200 (TTC=D200 / dV200).

[0071] While the vehicle collision avoidance support device 10 determines that the forward object 200 exists within the predicted travel area A100, it acquires the object distance D200, the relative speed ΔV200, and the predicted arrival time TTC at a predetermined calculation cycle.

[0072] The vehicle collision avoidance support device 10 judges whether the predicted arrival time TTC has been shortened to a predetermined time (collision determination time TTCth). When the relative speed ΔV200 is constant, the predicted arrival time TTC becomes shorter as the host vehicle 100 approaches the forward object 200.

[0073] The vehicle collision avoidance assistance device 10 continues normal driving control while the predicted arrival time TTC is longer than the collision determination time TTCth.

[0074] 5A, if the host vehicle 100 approaches the forward object 200 without the driver of the host vehicle 100 performing a collision avoidance steering operation (an operation applied to the steering wheel 35 to avoid a collision between the host vehicle 100 and the forward object 200) and the predicted arrival time TTC becomes shorter to the collision determination time TTCth, the vehicle collision avoidance support device 10 determines that the host vehicle 100 will collide with the forward object 200 if the host vehicle 100 is allowed to continue traveling as is, as shown in FIG. 5A. If the vehicle collision avoidance support device 10 determines as such that a condition for performing forced steering control (forced steering execution condition Cs_steer) is satisfied, the vehicle collision avoidance support device 10 determines that the forced steering start timing Ts_steer has arrived.

[0075] When the vehicle collision avoidance assistance device 10 determines that the forced steering start timing Ts_steer has arrived, it sets the avoidance path R that is acquired or has been acquired at that time as a target avoidance path Rtgt, and starts forced steering control that controls the steering force applied to the host vehicle 100 so that the host vehicle 100 travels along the target avoidance path Rtgt.

[0076] While forced steering control is being performed, the vehicle collision avoidance assistance device 10 acquires the current position of the vehicle 100 based on the longitudinal acceleration Gx, the lateral acceleration Gy, the yaw rate YR, the left and right dividing lines LM, etc., and controls the steering force applied to the vehicle 100 so as to make the vehicle 100 travel along the target avoidance path Rtgt based on the acquired current position of the vehicle 100.

[0077] As a result, the host vehicle 100 first starts to turn as shown in Fig. 6(A), and immediately thereafter turns in the opposite direction so that its traveling direction becomes parallel to the host vehicle lane LN, and passes beside the forward object 200 as shown in Fig. 6(B). This avoids a collision between the host vehicle 100 and the forward object 200. Then, when the host vehicle 100 passes beside the forward object 200 as shown in Fig. 6(C), the vehicle collision avoidance support device 10 ends the forced steering control.

[0078] Furthermore, if the vehicle collision avoidance assistance device 10 is unable to obtain the avoidance path R at the time the forced steering start timing Ts_steer arrives because there is no space next to the forward object 200 for the host vehicle 100 to pass, etc., then the vehicle collision avoidance assistance device 10 does not perform forced steering control.

[0079] In addition, the vehicle collision avoidance assistance device 10 may be configured to perform forced steering control and to reduce the driving force applied to the vehicle 100 or limit it to a certain value or less to decelerate the vehicle 100.

[0080] Furthermore, the vehicle collision avoidance support device 10 may be configured to perform the forced steering control and to apply a braking force to the host vehicle 100 to decelerate and stop the host vehicle 100. In this case, the vehicle collision avoidance support device 10 is configured to end the forced steering control when the host vehicle 100 stops.

[0081] In addition, the vehicle collision avoidance assistance device 10 may be configured to discontinue forced steering control when the driver input torque TQs_driver becomes equal to or greater than a relatively large predetermined torque TQth while forced steering control is being implemented (in other words, when the amount of operation of the steering wheel 35 by the driver of the vehicle 100 becomes equal to or greater than a predetermined amount while forced steering control is being implemented).

[0082] <Setting the timing to start forced steering> Incidentally, in order to more reliably avoid a collision between the host vehicle 100 and the forward object 200 by the forced steering control, it is preferable that the forced steering control be started early. However, if the forced steering control is started too early, the driver of the host vehicle 100 may not think that the host vehicle 100 is close enough to the forward object 200 to start a collision avoidance steering operation (a rotation operation of the steering wheel 35 to avoid a collision between the host vehicle 100 and the forward object 200), which may cause the driver to feel uncomfortable. On the other hand, if the forced steering control is started too late, the collision between the host vehicle 100 and the forward object 200 may not be avoided even if the forced steering control is performed.

[0083] Incidentally, if the driver of the vehicle 100 has his / her eyes closed due to drowsiness, fainting, or the like, the driver will not notice even if the vehicle 100 is about to collide with the forward object 200, and therefore is highly likely not to perform a collision avoidance handle operation (collision avoidance steering operation). In such a case, even if the forced steering control is started at an early timing, the driver will not feel uncomfortable.

[0084] In addition, in a situation where the driver is not gripping the steering wheel 35 or is gripping it with only one hand, and the driver is unable to steer the wheel to a degree sufficient to avoid a collision between the vehicle 100 and the object ahead 200, even if the driver steers the wheel, it is preferable to start forced steering control at an early timing.

[0085] Therefore, the vehicle collision avoidance support device 10 sets the forced steering start timing Ts_steer according to the driver's situation as described below. In this example, the vehicle collision avoidance support device 10 sets the forced steering start timing Ts_steer according to the driver's situation by setting the collision determination time TTCth according to the driver's situation.

[0086] The vehicle collision avoidance support device 10 judges the possibility of avoiding a self-collision. The possibility of avoiding a self-collision is the possibility that a collision between the host vehicle 100 and the forward object 200 can be avoided by a steering operation (a driving operation for the host vehicle 100) by the driver of the host vehicle 100 himself / herself.

[0087] When the vehicle collision avoidance support device 10 determines that the self-collision avoidance is not possible, the vehicle collision avoidance support device 10 sets the forced steering start timing Ts_steer to an earlier timing than when the vehicle collision avoidance is determined to be possible. The forced steering start timing Ts_steer is made earlier by lengthening the collision determination time TTCth. Therefore, in this example, when the vehicle collision avoidance support device 10 determines that the self-collision avoidance is not possible, the vehicle collision avoidance support device 10 sets the collision determination time TTCth to a longer time than when the vehicle collision avoidance is determined to be possible.

[0088] The possibility of self-collision avoidance is determined based on the driver's alertness and the driver's gripping state of the steering wheel.

[0089] In this example, the driver's wakefulness state is whether or not the eyes of the driver of the vehicle 100 are open (i.e., whether or not the driver is wakeful). The vehicle collision avoidance support device 10 determines the driver's wakefulness state based on information provided by the driver monitor camera 71.

[0090] The vehicle collision avoidance assistance device 10 may be configured to determine the possibility of self-collision avoidance based on the driver's wakefulness when the forced steering start determination condition Cd_steer is satisfied. In this example, however, the determination is made at a predetermined cycle regardless of whether the forced steering start determination condition Cd_steer is satisfied or not.

[0091] When the vehicle collision avoidance support device 10 determines that the driver is awake, it determines that there is a possibility of self-collision avoidance, and when the vehicle collision avoidance support device 10 determines that the driver is not awake, it determines that there is no possibility of self-collision avoidance.

[0092] On the other hand, the driver's gripping state of the steering wheel is whether or not the driver is gripping the steering wheel 35 with both hands and the part of the steering wheel 35 gripped by the driver is the specified part 35P. The vehicle collision avoidance support device 10 judges the driver's gripping state of the steering wheel (particularly, the part of the steering wheel 35 gripped by the driver) based on information provided by the touch sensor 41.

[0093] In this example, as shown in Figure 7, the specified portion 35P consists of two portions: portion 35PR, which is within a range of a predetermined angle θp centered at a position 60 degrees clockwise from the top center 35C of handle 35 when handle 35 is in the neutral position, and portion 35PL, which is within a range of a predetermined angle θp centered at a position 60 degrees counterclockwise from the top center 35C of handle 35.

[0094] The vehicle collision avoidance assistance device 10 may be configured to determine the possibility of self-collision avoidance based on the driver's gripping state of the steering wheel when the forced steering start determination condition Cd_steer is satisfied, but in this example, it is configured to perform the determination at a predetermined cycle regardless of whether the forced steering start determination condition Cd_steer is satisfied or not.

[0095] The vehicle collision avoidance support device 10 determines that there is a possibility of self-collision avoidance when the driver is holding the specified part 35P of the steering wheel 35 with both hands, and determines that there is no possibility of self-collision avoidance when the driver is not holding the specified part 35P of the steering wheel 35 with both hands.

[0096] Then, when the vehicle collision avoidance support device 10 determines that there is a possibility of self-collision avoidance based on the driver's wakefulness state and determines that there is a possibility of self-collision avoidance based on the driver's gripping state of the steering wheel, it sets the collision determination time TTCth to the first time TTC_1. In this example, the first time TTC_1 is set to a standard time. Therefore, when the collision determination time TTCth is set to the first time TTC_1, the forced steering start timing Ts_steer becomes the standard timing.

[0097] On the other hand, when the vehicle collision avoidance support device 10 determines that there is a possibility of self-collision avoidance based on the driver's wakefulness state, but determines that there is no possibility of self-collision avoidance based on the driver's gripping state of the steering wheel, it sets the collision determination time TTCth to the second time TTC_2. The second time TTC_2 is set to a time longer than the first time TTC_1. Therefore, when the collision determination time TTCth is set to the second time TTC_2, the forced steering start timing Ts_steer becomes earlier than when the collision determination time TTCth is set to the first time TTC_1.

[0098] Furthermore, when the vehicle collision avoidance support device 10 determines that the self-collision is not avoidable based on the driver's wakefulness state, the vehicle collision avoidance support device 10 sets the collision determination time TTCth to the third time TTC_3 regardless of the presence or absence of the self-collision avoidability based on the driver's gripping state of the steering wheel. The third time TTC_3 is set to a time longer than the second time TTC_2. Therefore, when the collision determination time TTCth is set to the third time TTC_3, the forced steering start timing Ts_steer becomes earlier than when the collision determination time TTCth is set to the second time TTC_2.

[0099] The above is an overview of the operation of the vehicle collision avoidance support device 10. According to this, the forced steering control is started at a timing according to the possibility that the driver of the host vehicle 100 can avoid a collision between the host vehicle 100 and the forward object 200 by operating the steering wheel himself / herself. Therefore, the forced steering control can be started at an appropriate timing without giving a sense of discomfort to the driver.

[0100] <First Modification> Furthermore, when the vehicle collision avoidance assistance device 10 determines that there is no possibility of self-collision avoidance based on either the driver's state of alertness or the state of gripping the steering wheel, the vehicle collision avoidance assistance device 10 may be configured to set the forced steering start timing Ts_steer to an earlier timing than when it is determined that there is a possibility of self-collision avoidance based on either the driver's state of alertness or the state of gripping the steering wheel.

[0101] The vehicle collision avoidance assistance device 10 of the first variant of the embodiment of the present invention configured as described above sets the collision judgment time TTCth to the first time TTC_1 when it determines that there is a possibility of self-collision avoidance based on both the driver's state of alertness and the driver's state of gripping the steering wheel.

[0102] In the first modified example, the first time TTC_1 may be a time different from the first time TTC_1 in the embodiment described above, but in this example, it is the same time as the first time TTC_1 in the embodiment.

[0103] On the other hand, when the vehicle collision avoidance support device 10 of the first variant determines that there is no possibility of self-collision avoidance based on the driver's state of wakefulness or determines that there is no possibility of self-collision avoidance based on the steering wheel gripping state, it sets the collision judgment time TTCth to the second time TTC_2.

[0104] In the first modification, the second time TTC_2 may be at least longer than the first time TTC_1. Therefore, for example, the second time TTC_2 in the first modification may be the same as or different from the second time TTC_2 in the previously described embodiment. In the first modification, the second time TTC_2 is the same as the third time TTC_3 in the previously described embodiment.

[0105] <Second Modification> In addition, the vehicle collision avoidance assistance device 10 may be configured to set the forced steering start timing Ts_steer depending on whether or not the driver of the vehicle 100 is holding the steering wheel 35, whether or not the driver is holding the steering wheel 35 with both hands if the driver is holding the steering wheel 35, and whether or not the driver is holding a specified portion 35P of the steering wheel 35 if the driver is holding the steering wheel 35.

[0106] The vehicle collision avoidance assistance device 10 of the second modified embodiment of the present invention configured as described above sets the collision judgment time TTCth to the first time TTC_1 when it determines that there is a possibility of self-collision avoidance based on the driver's state of alertness and determines that the driver is holding a specified portion 35P of the steering wheel 35 with both hands (i.e., there is a possibility of self-collision avoidance based on the driver's gripping state of the steering wheel).

[0107] The first time TTC_1 in the second modified example may be a time different from the first time TTC_1 in the embodiment described above, but in this example, it is the same time as the first time TTC_1 in the embodiment.

[0108] On the other hand, when the vehicle collision avoidance assistance device 10 of the second variant determines that there is a possibility of self-collision avoidance based on the driver's state of alertness, and the driver is holding the steering wheel 35 with both hands but the part of the steering wheel 35 that the driver is holding is not the specified part 35P of the steering wheel 35, it sets the collision judgment time TTCth to the second time TTC_2.

[0109] In the second modified example, the second time TTC_2 may be at least longer than the first time TTC_1. Therefore, for example, the second time TTC_2 in the second modified example may be the same as or different from the second time TTC_2 in the embodiment described above.

[0110] In addition, when the vehicle collision avoidance support device 10 determines that there is a possibility of self-collision avoidance based on the driver's state of alertness, and the driver is holding the steering wheel 35 with only one hand but the part of the steering wheel 35 that the driver is holding is the specified part 35P of the steering wheel 35, it sets the collision determination time TTCth to a third time TTC_3.

[0111] In the second modified example, the third time TTC_3 may be at least longer than the second time TTC_2. Therefore, for example, the third time TTC_3 in the second modified example may be the same as or different from the third time TTC_3 in the embodiment described above.

[0112] In addition, when the vehicle collision avoidance support device 10 determines that there is a possibility of self-collision avoidance based on the driver's state of alertness, and the driver is not holding the steering wheel 35, it sets the collision determination time TTCth to a fourth time TTC_4.

[0113] In the second modified example, the fourth time TTC_4 may be at least longer than the third time TTC_3.

[0114] Then, when the vehicle collision avoidance support device 10 determines that there is a possibility of self-collision avoidance based on the driver's state of wakefulness, it sets the collision determination time TTCth to a fifth time TTC_5, regardless of the possibility of self-collision avoidance based on the driver's state of gripping the steering wheel.

[0115] In the second modified example, the fifth time TTC_5 may be at least longer than the fourth time TTC_4. In the second modified example, the fifth time TTC_5 is the same as the third time TTC_3 in the embodiment described above.

[0116] Furthermore, the vehicle collision avoidance assistance device 10 may be configured to execute forced braking control in addition to or instead of the forced steering control. The forced braking control is a control for avoiding a collision between the host vehicle 100 and the forward object 200 by forcibly applying a braking force to the host vehicle 100 to stop the host vehicle 100 in front of the forward object 200.

[0117] 8A, when the host vehicle 100 approaches the forward object 200 without the driver of the host vehicle 100 performing a collision avoidance steering operation and the predicted arrival time TTC becomes shorter to the collision determination time TTCth, the vehicle collision avoidance support device 10 determines that the host vehicle 100 will collide with the forward object 200 if the host vehicle 100 is allowed to continue traveling as is, as shown in FIG. 8A. When the vehicle collision avoidance support device 10 determines as such that a condition for performing forced braking control (forced braking execution condition Cs_brake) is satisfied, the vehicle collision avoidance support device 10 determines that the forced braking start timing Ts_brake has arrived.

[0118] When the vehicle collision avoidance assistance device 10 determines that the forced braking start timing Ts_brake has arrived, it sets the deceleration of the host vehicle 100 required to stop the host vehicle 100 in front of the forward object 200 as a target deceleration Gtgt, and starts forced braking control to control the braking force applied to the host vehicle 100 so that the host vehicle 100 decelerates at the target deceleration Gtgt.

[0119] As a result, the host vehicle 100 starts to brake as shown in Fig. 8(B), and then stops in front of the forward object 200 as shown in Fig. 8(C). This avoids a collision between the host vehicle 100 and the forward object 200. Then, when the host vehicle 100 stops in front of the forward object 200, the vehicle collision avoidance assistance device 10 ends the forced braking control.

[0120] When the vehicle collision avoidance assistance device 10 is configured to perform forced braking control in this manner, it may be configured to adjust the timing for starting the forced braking by setting the collision judgment time TTCth in accordance with the possibility of self-collision avoidance as described above.

[0121] In other words, the vehicle collision avoidance assistance device 10 may be configured to implement forced steering control and / or forced braking control as collision avoidance control to avoid a collision between the vehicle 100 and the forward object 200, and may be configured to determine whether or not the vehicle is capable of avoiding a collision on its own, and if it is determined that the vehicle is not capable of avoiding a collision on its own, set the timing for starting the collision avoidance control to be earlier than when it is determined that the vehicle is capable of avoiding a collision on its own.

[0122] <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 according to the embodiment of the present invention is configured to execute the routine shown in Fig. 9 at a predetermined calculation cycle. Therefore, at a predetermined timing, the CPU starts the process from step 900 in Fig. 9, advances the process to step 905, and determines whether the driver is awake or not. That is, the CPU determines whether there is a possibility of self-collision avoidance based on the driver's state of wakefulness.

[0123] If the CPU judges "Yes" in step 905, the process proceeds to step 910, where it judges whether or not the driver of the vehicle 100 is gripping the steering wheel in a prescribed state (i.e., gripping the prescribed portion 35P of the steering wheel 35 with both hands). That is, the CPU judges whether or not there is a possibility of self-collision avoidance based on the steering wheel gripping state.

[0124] If the CPU determines "Yes" in step 910, the process proceeds to step 915, where it sets the first time TTC_1 as the collision determination time TTCth. Next, the CPU proceeds to step 995, where it temporarily ends this routine.

[0125] On the other hand, if the CPU determines "No" in step 910, the CPU proceeds to step 920 and sets the second time TTC_2 as the collision determination time TTCth. Next, the CPU proceeds to step 995 and temporarily ends this routine.

[0126] On the other hand, if the CPU determines "No" in step 905, the CPU proceeds to step 925 and sets the third time TTC_3 as the collision determination time TTCth. Next, the CPU proceeds to step 995 and temporarily ends this routine.

[0127] Moreover, the CPU of the ECU 90 of the vehicle collision avoidance support device 10 according to the first modification is configured to execute the routine shown in Fig. 10 at a predetermined calculation cycle. Therefore, at a predetermined timing, the CPU starts the process from step 1000 in Fig. 10, and advances the process to step 1005 to determine whether the driver is awake or not. That is, the CPU determines whether there is a possibility of self-collision avoidance based on the driver's state of wakefulness.

[0128] If the CPU judges "Yes" in step 1005, the process proceeds to step 1010, where it judges whether the driver's gripping state of the steering wheel is in a specified state (i.e., a state in which both hands are gripping the specified portion 35P of the steering wheel 35). That is, the CPU judges whether there is a possibility of self-collision avoidance based on the steering wheel gripping state.

[0129] If the CPU determines "Yes" in step 1010, the CPU proceeds to step 1015 and sets the first time TTC_1 as the collision determination time TTCth. Next, the CPU proceeds to step 1095 and ends this routine.

[0130] On the other hand, if the CPU determines "No" in step 1010, the CPU proceeds to step 1020 and sets the second time TTC_2 as the collision determination time TTCth. Next, the CPU proceeds to step 1095 and temporarily ends this routine.

[0131] Also, if the CPU determines "No" in step 1005, the CPU advances the process to step 1020 and sets the second time TTC_2 as the collision determination time TTCth. Next, the CPU advances the process to step 1095 and temporarily ends this routine.

[0132] Moreover, the CPU of the ECU 90 of the vehicle collision avoidance support device 10 according to the second modification is configured to execute the routine shown in Fig. 11 at a predetermined calculation cycle. Therefore, at a predetermined timing, the CPU starts the process from step 1100 in Fig. 11, and proceeds to step 1105 to determine whether the driver is awake or not. That is, the CPU determines whether there is a possibility of self-collision avoidance based on the driver's state of wakefulness.

[0133] If the CPU determines "Yes" in step 1105, the process proceeds to step 1110, where it determines whether the grip level Lv is the first level Lv_1. The first level Lv_1 is the level when the driver of the vehicle 100 grips the specified portion 35P of the steering wheel 35 with both hands.

[0134] If the CPU determines "Yes" in step 1110, the CPU proceeds to step 1115 and sets the first time TTC_1 as the collision determination time TTCth. Next, the CPU proceeds to step 1195 and ends this routine.

[0135] On the other hand, if the CPU determines "No" in step 1110, the process proceeds to step 1120, where it determines whether the grip level Lv is the second level Lv_2. The second level Lv_2 is a level when the driver is gripping the steering wheel 35 with both hands, but the part of the steering wheel 35 that the driver is gripping is not the specified part 35P of the steering wheel 35.

[0136] If the CPU determines "Yes" in step 1120, the CPU proceeds to step 1125 and sets the second time TTC_2 as the collision determination time TTCth. Next, the CPU proceeds to step 1195 and ends this routine.

[0137] On the other hand, if the CPU determines "No" in step 1120, the process proceeds to step 1130, where it determines whether the grip level Lv is the third level Lv_3. The third level Lv_3 is a level when the driver is gripping the steering wheel 35 with only one hand, but the part of the steering wheel 35 that the driver is gripping is the specified part 35P of the steering wheel 35.

[0138] If the CPU determines "Yes" in step 1130, the CPU proceeds to step 1135 and sets the third time TTC_3 as the collision determination time TTCth. Next, the CPU proceeds to step 1195 and temporarily ends this routine.

[0139] On the other hand, if the CPU determines "No" in step 1130, the CPU proceeds to step 1140 and sets the fourth time TTC_4 as the collision determination time TTCth. Next, the CPU proceeds to step 1195 and temporarily ends this routine.

[0140] On the other hand, if the CPU determines "No" in step 1105, the CPU proceeds to step 1145 and sets the fifth time TTC_5 as the collision determination time TTCth. Next, the CPU proceeds to step 1195 and temporarily ends this routine.

[0141] Furthermore, the CPU executes the routine shown in Fig. 12 at a predetermined calculation cycle. Therefore, at a predetermined timing, the CPU starts the process from step 1200 in Fig. 12, and proceeds to step 1205 to determine whether the avoidance path acquisition condition Croute and the forced steering start determination condition Cd_steer are satisfied. More specifically, the CPU determines whether the object distance D200 is equal to or less than the collision possibility determination distance Dth.

[0142] If the CPU determines "Yes" in step 1205, the process proceeds to step 1210, where it acquires an avoidance route R. Next, the CPU proceeds to step 1215, where it acquires a predicted arrival time TTC. Next, the CPU proceeds to step 1220, where it determines whether or not a forced steering execution condition Cs_steer is satisfied. More specifically, the CPU determines whether or not the predicted arrival time TTC is equal to or less than the collision determination time TTCth.

[0143] If the CPU determines "Yes" in step 1220, the process proceeds to step 1225, where it determines whether or not the avoidance route R has been acquired.

[0144] If the CPU determines "Yes" in step 1225, it sets the obtained avoidance path R as the target avoidance path Rtgt. Next, the CPU proceeds to step 1235 and performs forced steering control. Next, the CPU proceeds to step 1295 and ends this routine.

[0145] On the other hand, if the CPU determines "No" in step 1225, the CPU proceeds directly to step 1295 and temporarily ends this routine. In this case, the forced steering control is not performed.

[0146] Also, if the CPU determines "No" in step 1205 or step 1220, the CPU proceeds directly to step 1295 and ends this routine for the time being. In this case, the forced steering control is not performed.

[0147] In addition, when the vehicle collision avoidance support device 10 is configured to perform forced braking control instead of forced steering control, the CPU executes the routine shown in Fig. 13 at a predetermined calculation cycle. Therefore, at a predetermined timing, the CPU starts the process from step 1300 in Fig. 13, advances the process to step 1305, and determines whether or not the forced braking start timing determination condition is satisfied. More specifically, the CPU determines whether or not the object distance D200 is equal to or less than the collision possibility determination distance Dth.

[0148] If the CPU determines "Yes" in step 1305, the process proceeds to step 1310, where it acquires the predicted arrival time TTC. Then, the CPU proceeds to step 1315, where it determines whether or not the forced braking execution condition Cs_brake is satisfied. More specifically, the CPU determines whether or not the predicted arrival time TTC is equal to or less than the collision determination time TTCth.

[0149] If the CPU determines "Yes" in step 1315, the process proceeds to step 1320, where it acquires the target deceleration Gtgt. Next, the CPU proceeds to step 1325, where it performs forced braking control. Next, the CPU proceeds to step 1395, where it temporarily ends this routine.

[0150] On the other hand, if the CPU determines "No" in step 1315, it proceeds directly to step 1395 and temporarily ends this routine. In this case, the forced braking control is not performed.

[0151] Also, if the CPU determines "No" in step 1305, it proceeds directly to step 1395 and temporarily ends this routine.

[0152] The specific operation of the vehicle collision avoidance assistance device 10 has been described above.

[0153] The present invention is not limited to the above-described embodiment and modifications, and various modifications can be made within the scope of the present invention. [Explanation of symbols]

[0154] 10...vehicle collision avoidance support device, 35...steering wheel, 40...grip state detection device, 41...touch sensor, 60...peripheral information detection device, 61...radio wave sensor, 62...image sensor, 70...awake state detection device, 71...driver monitor camera, 90...ECU, 100...own vehicle, 200...forward object< / ecu>

Claims

1. A vehicle control device that performs control based on a possibility of a collision between a host vehicle and an object ahead of the host vehicle, comprising: determining whether or not a driver of the host vehicle is in a state in which the driver can avoid an object ahead of the host vehicle based on a gripping state of a steering wheel of the host vehicle by the driver of the host vehicle and a facial image of the driver of the host vehicle; when it is determined that the driver of the host vehicle is in a state in which the driver can visually recognize an object in front of the host vehicle based on a facial image of the driver of the host vehicle and when it is determined that the driver of the host vehicle is not in a predetermined state with respect to a steering wheel grip state of the host vehicle, setting a start timing of the control to a first timing that is earlier than a timing when it is determined that the driver is in a state in which the object in front of the host vehicle can be avoided; When it is determined based on a facial image of the driver of the vehicle that the driver is not in a state in which the driver can visually recognize an object in front of the vehicle, the start timing of the control is set to a second timing that is earlier than the first timing and that is earlier than the case in which the driver is determined to be in a state in which the driver can avoid the object in front of the vehicle, regardless of a state in which the driver is holding the steering wheel of the vehicle. The vehicle control device is configured as follows.

2. The vehicle control device according to claim 1, The content of the control is a forced braking control for forcibly applying a braking force to the host vehicle. Vehicle control device.

3. A vehicle equipped with a vehicle control device as described in claim 1 or claim 2.

4. A vehicle control method for implementing control based on a possibility of a collision between a host vehicle and an object ahead of the host vehicle, comprising: a step of determining whether or not the driver of the host vehicle is in a state in which the driver can avoid an object ahead of the host vehicle, based on a state in which the driver of the host vehicle holds the steering wheel of the host vehicle and a facial image of the driver of the host vehicle; when it is determined that the driver of the vehicle is in a state where the driver can visually recognize an object in front of the vehicle based on a facial image of the driver of the vehicle and when it is determined that the driver of the vehicle is not gripping a steering wheel of the vehicle in a predetermined state, setting a start timing of the control to a first timing that is earlier than a start timing when it is determined that the driver is in a state where the object in front of the vehicle can be avoided; when it is determined based on a facial image of the driver of the vehicle that the driver is not in a state in which the driver can visually recognize an object in front of the vehicle, setting the start timing of the control to a second timing that is earlier than the first timing, regardless of a state in which the driver is holding the steering wheel of the vehicle, the second timing being earlier than the first timing than the case in which the driver has determined that the driver is in a state in which the driver can avoid the object in front of the vehicle; A vehicle control method comprising:

5. A vehicle control program that performs control based on a possibility of a collision between a host vehicle and an object ahead, comprising: determining whether or not the driver of the host vehicle is in a state in which the driver can avoid an object in front of the host vehicle based on a gripping state of a steering wheel of the host vehicle by the driver of the host vehicle and a facial image of the driver of the host vehicle; when it is determined that the driver of the host vehicle is in a state in which the driver can visually recognize an object in front of the host vehicle based on a facial image of the driver of the host vehicle and when it is determined that the driver of the host vehicle is not in a predetermined state with respect to a steering wheel grip state of the host vehicle, setting a start timing of the control to a first timing that is earlier than a timing when it is determined that the driver is in a state in which the object in front of the host vehicle can be avoided; When it is determined based on a facial image of the driver of the vehicle that the driver is not in a state in which the driver can visually recognize an object in front of the vehicle, the start timing of the control is set to a second timing that is earlier than the first timing and that is earlier than the case in which the driver is determined to be in a state in which the driver can avoid the object in front of the vehicle, regardless of a state in which the driver is holding the steering wheel of the vehicle. A vehicle control program configured as follows.

Images