Vehicle collision avoidance support device and vehicle collision avoidance support program

Abstract

To provide a vehicle collision avoidance assisting device and a vehicle collision avoidance assisting program capable of avoiding execution of unnecessary collision avoidance control when an own vehicle changes a traffic lane without excluding execution of collision avoidance control when the own vehicle makes right and left turns.SOLUTION: A vehicle collision avoidance assisting device 10 does not execute collision avoidance control when a predetermined condition related to a steering state of an own vehicle 100 is met while the own vehicle is making a turn even though a collision condition showing a risk of collision of the own vehicle with an object 200 existing in front of the own vehicle is met. In contrast, the vehicle collision avoidance assisting device executes the collision avoidance control when the predetermined condition is not met while the own vehicle is making a turn and a collision condition is met. Also, the vehicle collision avoidance assisting device acquires a turning angle around a turning center after the own vehicle starts a turn, while the same is making the turn and changes the predetermined condition according to the turning angle of the own vehicle.SELECTED DRAWING: Figure 16

Description

[Technical field]

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

[0002] There is known a vehicle collision avoidance support device that executes collision avoidance control to prevent the host vehicle from colliding with an object (target) such as a vehicle or a person in front of the host vehicle. The vehicle collision avoidance support device detects the presence of a target in front of the host vehicle based on information acquired by a radar, a camera, etc., and executes collision avoidance control such as autonomously stopping the host vehicle when it is determined that the host vehicle may collide with the detected target.

[0003] However, when the driver turns his / her vehicle to change lanes into the adjacent lane, an oncoming vehicle may be detected as an object in front of the vehicle. In this case, it may be determined that there is a possibility that the vehicle will collide with the oncoming vehicle, and collision avoidance control may be executed. However, in reality, the vehicle will then be turned so as to travel along the lane into which the lane will be changed, so the vehicle will not collide with the oncoming vehicle, and therefore the execution of such collision avoidance control will have been unnecessary.

[0004] In view of this, a vehicle collision avoidance support device is known that is configured not to execute collision avoidance control when a lane change is being performed (for example, see Patent Document 1). This vehicle collision avoidance support device utilizes the fact that, when a lane change is being performed, the steering wheel that was once turned at the start of the lane change is turned in the opposite direction (a return operation), and is configured not to execute collision avoidance control when a return operation is performed. [Prior art documents] [Patent documents]

[0005] [Patent Document 1] Patent No. 6763327 specification Summary of the Invention

[0006] However, even when the vehicle turns right or left at an intersection, etc., the steering wheel that was once rotated at the start of the right or left turn is then rotated in the opposite direction (backward operation). Therefore, if collision avoidance control is not executed when a backward operation is performed as described above, collision avoidance control will not be executed when turning right or left.

[0007] An object of the present invention is to provide a vehicle collision avoidance assistance device and a vehicle collision avoidance assistance program that can avoid the execution of unnecessary collision avoidance control when the vehicle changes lanes without eliminating the execution of collision avoidance control when the vehicle turns right or left.

[0008] The vehicle collision avoidance support device according to the present invention includes a control device that is configured not to execute collision avoidance control for avoiding a collision between the host vehicle and a target when a predetermined condition related to a steering state of the host vehicle is satisfied while the host vehicle is turning, even if a collision condition is satisfied that the host vehicle may collide with a target present in front of the host vehicle. Also, when the host vehicle is turning and the predetermined condition is not satisfied, the control device is configured to execute the collision avoidance control if the collision condition is satisfied.

[0009] Furthermore, the control device is configured to acquire, while the host vehicle is turning, the angle that the host vehicle has turned around its turning center from the time the host vehicle starts turning as the host vehicle turning angle, and to change the specified condition in accordance with the host vehicle turning angle.

[0010] When the host vehicle changes lanes to the right lane, the host vehicle turns right and then turns left to complete the lane change. Therefore, during the period from when the host vehicle starts to change lanes to the right lane until it completes it, a steering state occurs in which the steering angle of the host vehicle changes in one direction, and then a steering state occurs in which the steering angle of the host vehicle changes in the opposite direction.

[0011] On the other hand, when the vehicle makes a right turn, the steering angle of the vehicle gradually increases and then gradually decreases until the right turn is completed. Therefore, even between the start and completion of the right turn of the vehicle, a steering state occurs in which the steering angle of the vehicle changes in one direction, and then a steering state occurs in which the steering angle of the vehicle changes in the opposite direction.

[0012] In this way, the case where the host vehicle changes lanes to the right lane and the case where the host vehicle turns right are the same in that the steering state where the steering angle of the host vehicle changes in one direction occurs and then the steering state where the steering angle of the host vehicle changes in the opposite direction occurs. However, the host vehicle turning angle when the host vehicle changes lanes to the right lane and the host vehicle turns right at the time of transition from the steering state where the steering angle of the host vehicle changes in one direction to the steering state where the steering angle of the host vehicle changes in the opposite direction is different between the case where the host vehicle changes lanes to the right lane and the case where the host vehicle turns right. Therefore, by changing the condition (predetermined condition) for determining whether or not to prohibit the execution of the collision avoidance control according to the host vehicle turning angle, it is possible to avoid the execution of the collision avoidance control in a scene where the host vehicle changes lanes to the right lane. This also applies to the case where the host vehicle changes lanes to the left lane and the case where the host vehicle turns left.

[0013] According to the present invention, the predetermined condition is changed according to the turning angle of the host vehicle. Therefore, it is possible to avoid unnecessary execution of collision avoidance control when the host vehicle changes lanes without excluding execution of collision avoidance control when the host vehicle turns right or left.

[0014] In the vehicle collision avoidance assistance device according to the present invention, the control device may be configured to acquire, as the steering state, a parameter representing the steering state and having a positive or negative sign. In this case, the predetermined condition is a condition that is established when the parameter having a sign opposite to that of the parameter at the time when the host vehicle starts turning is acquired.

[0015] As described above, when the host vehicle changes lanes to the right lane, the host vehicle turns right and then turns left to complete the lane change. Therefore, the sign of the parameter representing the steering state is reversed between the start and completion of the host vehicle's lane change to the right lane.

[0016] On the other hand, when the vehicle turns right, the steering angle of the vehicle gradually increases and then gradually decreases until the right turn is completed. Therefore, the sign of the parameter representing the steering state is reversed from when the vehicle starts to turn right until it completes it.

[0017] In this way, the sign of the parameter representing the steering state is reversed when the host vehicle changes lanes to the right lane and when the host vehicle turns right, but the host vehicle turning angle at which the sign of the parameter representing the steering state is reversed is different between when the host vehicle changes lanes to the right lane and when the host vehicle turns right. Therefore, a condition that is established when a parameter with a sign opposite to the sign of the parameter at the time when the host vehicle starts turning is set as a predetermined condition, and the predetermined condition is changed according to the host vehicle turning angle, thereby making it possible to avoid the execution of collision avoidance control when the host vehicle changes lanes to the right lane. This also applies between when the host vehicle changes lanes to the left lane and when the host vehicle turns left.

[0018] According to the present invention, a parameter representing the steering state of the host vehicle and having a positive or negative sign is acquired as the steering state of the host vehicle, a condition that is established when a parameter having a sign opposite to the sign of the parameter at the time when the host vehicle starts turning is acquired is set as a predetermined condition, and the predetermined condition is changed according to the turning angle of the host vehicle. Therefore, by utilizing the sign of the parameter representing the steering state, it is possible to avoid unnecessary execution of collision avoidance control when the host vehicle changes lanes, without excluding the execution of collision avoidance control when the host vehicle turns right or left.

[0019] In the vehicle collision avoidance assistance device according to the present invention, the control device may be configured to obtain a return steering of the host vehicle as the steering state. In this case, the predetermined condition is a condition that is established when the return steering occurs while the host vehicle turning angle is equal to or smaller than a predetermined host vehicle turning angle threshold value after the host vehicle starts turning.

[0020] As described above, when the host vehicle changes lanes to the right lane, the host vehicle turns right and then turns left to complete the lane change. Therefore, a so-called return steering occurs between the start and completion of the host vehicle's lane change to the right lane.

[0021] On the other hand, when the vehicle makes a right turn, the steering angle of the vehicle gradually increases and then gradually decreases until the right turn is completed. Therefore, a so-called return steering occurs from when the vehicle starts to turn right until it completes it.

[0022] In this way, the case where the host vehicle changes lanes to the right lane and the case where the host vehicle turns right is the same in terms of the steering back, but the host vehicle turning angle at which the steering back is performed is different between the case where the host vehicle changes lanes to the right lane and the case where the host vehicle turns right. Therefore, by setting a condition that is satisfied when the steering back occurs while the host vehicle turning angle is small after the host vehicle starts turning as a predetermined condition, and changing the predetermined condition according to the host vehicle turning angle, it is possible to avoid the execution of collision avoidance control when the host vehicle changes lanes to the right lane. This also applies to the case where the host vehicle changes lanes to the left lane and the case where the host vehicle turns left.

[0023] According to the present invention, a condition that is satisfied when, after the host vehicle starts turning, steering back of the host vehicle occurs while the host vehicle turning angle is equal to or smaller than a predetermined host vehicle turning angle threshold is set as a predetermined condition, and the predetermined condition is changed according to the host vehicle turning angle. Therefore, by utilizing steering back, it is possible to avoid unnecessary execution of collision avoidance control when the host vehicle changes lanes, without eliminating the execution of collision avoidance control when the host vehicle turns right or left.

[0024] In the vehicle collision avoidance assistance device according to the present invention, the control device may be configured to obtain a steering angular velocity, which is a change in a steering angle of the vehicle per unit time and has a positive or negative sign, as the steering state of the vehicle. In this case, the predetermined condition is a condition that is satisfied when the absolute value of the steering angular velocity is equal to or greater than a predetermined steering angular velocity threshold.

[0025] As described above, when the host vehicle changes lanes to the right lane, the host vehicle turns right and then turns left to complete the lane change. Therefore, from the start of the host vehicle's lane change to the right lane to the completion thereof, a change with a peak on one side, positive or negative, occurs in the steering angular velocity, and then a change with a peak on the other side, positive or negative.

[0026] On the other hand, when the vehicle makes a right turn, the steering angle of the vehicle gradually increases and then gradually decreases until the right turn is completed. Therefore, even from the start of the right turn of the vehicle to the completion thereof, a change with a peak on one side, positive or negative, occurs in the steering angular velocity, and then a change with a peak on the other side, positive or negative.

[0027] In this way, the steering angular velocity has a peak change on one of the positive and negative sides, and then a peak change on the other of the positive and negative sides, both in the case where the vehicle changes lanes to the right lane and in the case where the vehicle turns right. However, the vehicle turning angle at which the peak change on the other of the positive and negative sides occurs is different between the case where the vehicle changes lanes to the right lane and the case where the vehicle turns right. Therefore, by setting a condition that is satisfied when the absolute value of the steering angular velocity is equal to or greater than a predetermined steering angular velocity threshold as a predetermined condition and changing the predetermined condition according to the vehicle turning angle, it is possible to avoid the execution of collision avoidance control when the vehicle changes lanes to the right lane. This also applies to the case where the vehicle changes lanes to the left lane and the case where the vehicle turns left.

[0028] According to the present invention, a condition that is satisfied when the absolute value of the steering angular velocity is equal to or greater than a predetermined steering angular velocity threshold is set as a predetermined condition, and the predetermined condition is changed according to the turning angle of the host vehicle. Therefore, by utilizing the steering angular velocity, it is possible to avoid unnecessary execution of collision avoidance control when the host vehicle changes lanes, without eliminating the execution of collision avoidance control when the host vehicle turns right or left.

[0029] In the vehicle collision avoidance support device according to the present invention, the control device may be configured to predict a turning path of the host vehicle when the host vehicle is turning and to predict a moving path of the target. In this case, the control device may be further configured to obtain a time predicted to be required for the host vehicle to reach the moving path of the target as a predicted arrival time, and to obtain a position of the target relative to the host vehicle when the host vehicle reaches the moving path of the target as a target position. In this case, the collision condition is met when the turning path of the host vehicle and the moving path of the target intersect, the predicted arrival time is equal to or shorter than a predetermined predicted arrival time, and the target position is within a range of a width of the host vehicle.

[0030] According to the present invention, it is determined whether or not the host vehicle will collide with the target (whether or not the collision condition is established) based on the time (estimated arrival time) that is expected to be required for the host vehicle to reach the moving path of the target and the position (target position) of the target relative to the host vehicle when the host vehicle reaches the moving path of the target. Therefore, it is possible to more accurately determine the collision between the host vehicle and the target.

[0031] In the vehicle collision avoidance assistance device according to the present invention, the control device may be configured to predict a turning path of the host vehicle based on a yaw rate of the host vehicle.

[0032] According to the present invention, it is possible to predict the turning path of the host vehicle based on the yaw rate of the host vehicle that can be obtained from a sensor that detects the yaw rate, such as a yaw rate sensor.

[0033] In addition, the vehicle collision avoidance assistance program of the present invention is configured to not execute collision avoidance control to avoid a collision between the host vehicle and a target when a predetermined condition regarding the steering state of the host vehicle is satisfied while the host vehicle is turning and even if a collision condition is satisfied that the host vehicle may collide with a target present in front of the host vehicle, but to execute the collision avoidance control if the collision condition is satisfied while the host vehicle is turning and the predetermined condition is not satisfied.

[0034] Furthermore, the vehicle collision avoidance assistance program of the present invention is configured to obtain, while the host vehicle is turning, the angle that the host vehicle has turned around its turning center from the time the host vehicle starts turning as the host vehicle turning angle, and to change the specified condition in accordance with the host vehicle turning angle.

[0035] According to the present invention, for the same reasons as described above, it is possible to avoid the execution of unnecessary collision avoidance control when the vehicle changes lanes without eliminating the execution of collision avoidance control when the vehicle turns right or left.

[0036] 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]

[0037] [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 shows a scene in which the vehicle is turning right at an intersection. [Diagram 3] FIG. 3 is a diagram showing a scene in which the vehicle is turning left at an intersection. [Figure 4] FIG. 4 is a diagram showing the target velocity etc. in the vehicle coordinate system. [Diagram 5] FIG. 5 is a diagram showing the collision range. [Figure 6] FIG. 6 is a diagram showing a scene in which the vehicle is changing lanes to the right lane. [Figure 7] FIG. 7 is a diagram showing a scene in which the vehicle is changing lanes to the left lane. [Figure 8] FIG. 8 is a diagram showing a change in steering angle speed when the host vehicle changes lanes to the right lane. [Figure 9] FIG. 9 is a diagram showing changes in steering angular velocity when the host vehicle turns right. [Figure 10] FIG. 10 is a diagram showing steering angular velocity thresholds when the host vehicle starts turning from a right turn. [Figure 11] FIG. 11 is a diagram showing steering angular velocity thresholds when the host vehicle starts turning from a left turn. [Figure 12] FIG. 12 is a diagram showing steering angular velocity thresholds that can be used when the host vehicle starts turning from a right turn. [Figure 13] FIG. 13 is a diagram showing steering angular velocity thresholds that can be used when the host vehicle starts turning from a left turn. [Figure 14] FIG. 14 is a diagram showing steering angular velocity thresholds that can be used when the host vehicle starts turning from a right turn. [Figure 15] FIG. 15 is a diagram showing steering angular velocity thresholds that can be used when the host vehicle starts turning from a left turn. [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. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0038] 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. In the following description, the driver of the host vehicle 100 will be referred to as "driver DR".

[0039] <ecu> The vehicle collision avoidance support device 10 includes an ECU 90 as a control device. 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.

[0040] <Drive unit, etc.> The host vehicle 100 is equipped with a drive device 21, a braking device 22, and a steering device 23.

[0041] <Drive unit> The drive device 21 is a device that outputs a drive torque (drive force) 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 output from the drive device 21 by controlling the operation of the drive device 21.

[0042] <Brake device> The braking device 22 is a device that outputs a braking torque (braking force) 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 output from the braking device 22 by controlling the operation of the braking device 22.

[0043] <Steering system> The steering device 23 is a device that outputs a steering torque (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 torque output from the steering device 23 by controlling the operation of the steering device 23.

[0044] <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 vehicle momentum detection device 50, and a surrounding information detection device 60.

[0045] <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, and 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. The ECU 90 obtains the amount of operation of the accelerator pedal 31 as an accelerator pedal operation amount AP based on that information. Except when executing collision avoidance control, which will be described later, the ECU 90 obtains a required driving torque (required driving force) by calculation based on the accelerator pedal operation amount AP and the traveling speed (host vehicle speed) of the host vehicle 100. The required driving torque is a driving torque that the drive device 21 is requested to output. The ECU 90 controls the operation of the drive device 21 so that the required driving torque is output.

[0046] <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, and 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 that information. The ECU 90 obtains a required braking torque (required braking force) by calculation based on the brake pedal operation amount BP, except when executing collision avoidance control described later. The required braking torque is a braking torque that is required to be output by the braking device 22. The ECU 90 controls the operation of the braking device 22 so that the required braking torque is output.

[0047] <Steering angle sensor> The steering angle sensor 37 is a sensor that detects the rotation angle of the steering shaft 36 relative to the neutral position, and 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 acquires the rotation angle of the steering shaft 36 as the steering angle θ based on the information. In this example, when the steering wheel 35 is rotated clockwise to rotate the steering shaft 36 clockwise, the ECU 90 acquires the steering angle θ having a positive value, and when the steering wheel 35 is rotated counterclockwise to rotate the steering shaft 36 counterclockwise, the ECU 90 acquires the steering angle θ having a negative value. Note that when the steering wheel 35 is in the neutral position, and therefore the steering shaft 36 is in the neutral position, the steering angle θ acquired by the ECU 90 is zero.

[0048] <Steering torque sensor> The steering torque sensor 38 is a sensor that detects the torque input by the driver DR to the steering shaft 36 via the steering wheel 35, and is electrically connected to the ECU 90. The steering torque sensor 38 transmits information on the detected torque to the ECU 90. Based on that information, the ECU 90 obtains the torque input by the driver DR to the steering shaft 36 via the steering wheel 35 (driver input torque TQdr).

[0049] <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 .

[0050] <Vehicle speed detection device> The vehicle speed detection device 51 is a device that detects the traveling speed (host 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 traveling speed of the host vehicle 100 as the host vehicle speed Vego based on the information.

[0051] The ECU 90 acquires the required steering torque by calculation based on the steering angle θ, the driver input torque TQdr, and the vehicle speed Vego. The required steering torque is the steering torque 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 is output from the steering device 23.

[0052] <Vertical acceleration sensor> The vertical acceleration sensor 52 is a sensor that detects the acceleration of the host vehicle 100 in the front-rear direction of the host vehicle 100, and 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 obtains the acceleration of the host vehicle 100 in the front-rear direction of the host vehicle 100 as the vertical acceleration Gx based on the information.

[0053] <Lateral acceleration sensor> The lateral acceleration sensor 53 is a sensor that detects the acceleration of the host vehicle 100 in the width direction of the host vehicle 100, and 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 acceleration of the host vehicle 100 in the width direction of the host vehicle 100 as the lateral acceleration Gy based on the information.

[0054] <Yaw rate sensor> The yaw rate sensor 54 is a sensor that detects the yaw rate of the host vehicle 100, and is electrically connected to the ECU 90. The yaw rate sensor 54 transmits information on the detected yaw rate to the ECU 90. The ECU 90 obtains the yaw rate of the host vehicle 100 as the host vehicle yaw rate ω based on the information.

[0055] <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).

[0056] <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 waves) reflected by objects such as vehicles and people. The radio wave sensor 61 transmits information (detection results) related to the transmitted radio waves and the 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) related to the detected objects (targets) to the ECU 90. The ECU 90 can acquire information (periphery detection information INF_S) related to objects (targets) present in the vicinity of the vehicle 100 based on the information (radio wave information).

[0057] <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 INF_S) related to the surroundings of the host vehicle 100 based on the information (image information).

[0058] <Overview of Vehicle Collision Avoidance Assistance System Operation> Next, an overview of the operation of the vehicle collision avoidance assistance device 10 will be described.

[0059] The vehicle collision avoidance support device 10 controls the operation of the drive device 21 and the brake device 22 in such a way that, when the vehicle 100 is turning and a predetermined condition (a collision avoidance prohibition condition described later) related to the steering state of the vehicle 100 is not satisfied, if a collision condition is satisfied that the vehicle 100 may collide with a target present in front of the vehicle 100, the vehicle collision avoidance support device 10 executes collision avoidance control to avoid a collision between the vehicle 100 and the target, and, when the vehicle 100 is turning and the predetermined condition is satisfied, the vehicle collision avoidance support device 10 does not execute collision avoidance control even if the collision condition is satisfied. In this example, the vehicle collision avoidance support device 10 executes normal driving control when not executing collision avoidance control.

[0060] <Normal driving control> The normal running control is a control that controls the operation of the drive device 21 and the brake device 22 in response to the accelerator pedal operation and the brake pedal operation of the driver DR. Specifically, the normal running control is a control that controls the operation of the drive device 21 so that a required drive torque (required drive force) set based on the accelerator pedal operation amount AP is output from the drive device 21 when the accelerator pedal operation amount AP is greater than zero, and controls the operation of the brake device 22 so that a required braking torque (required braking force) obtained based on the brake pedal operation amount BP is output from the brake device 22 when the brake pedal operation amount BP is greater than zero.

[0061] <Collision avoidance control> On the other hand, the collision avoidance control is a control that forcibly brakes the host vehicle 100 to stop it before colliding with a target, such as a pedestrian crossing a road to the right or left of the road (particularly, a crosswalk installed on the road) when the host vehicle 100 is turning right or left at an intersection, etc., regardless of the accelerator pedal operation or brake pedal operation of the driver DR. The collision avoidance control will be described in more detail below.

[0062] During operation, the vehicle collision avoidance support device 10 determines whether the host vehicle 100 is turning based on the steering angle θ. When the steering angle θ is greater than zero, the vehicle collision avoidance support device 10 determines that the host vehicle 100 is turning right, and when the steering angle θ is less than zero, the vehicle collision avoidance support device 10 determines that the host vehicle 100 is turning left. When the steering angle θ is greater than zero and when the steering angle θ is less than zero, the vehicle collision avoidance support device 10 determines that the host vehicle 100 is turning and determines that the host vehicle turning condition C1 is satisfied.

[0063] During operation, the vehicle collision avoidance assistance device 10 performs processing (target detection processing) for detecting a target ahead of the host vehicle 100 based on the surroundings detection information INF_S.

[0064] For example, as shown in Fig. 2, when the host vehicle 100 is turning right at the intersection 300 and there is a person (pedestrian 201) walking on the crosswalk in front of the host vehicle 100, the vehicle collision avoidance support device 10 detects the pedestrian 201 as a target by target detection processing. Also, as shown in Fig. 3, when the host vehicle 100 is turning left at the intersection 300 and there is a person (pedestrian 201) walking on the crosswalk in front of the host vehicle 100, the vehicle collision avoidance support device 10 detects the pedestrian 201 as a target by target detection processing.

[0065] When the host vehicle turning condition C1 is satisfied (i.e., while the host vehicle 100 is turning), the vehicle collision avoidance support device 10 detects a target in front of the host vehicle 100 and determines (collision determination) whether the host vehicle 100 will collide with the detected target (detected target 200). This collision determination is performed as follows.

[0066] First, the vehicle collision avoidance support device 10 acquires the moving speed of the detected target 200 at the current time tnow as the target ground speed Vtgt based on the surrounding detection information INF_S, and acquires the target ground speed X-component Vtgt_x and the target ground speed Y-component Vtgt_y based on the target ground speed Vtgt by calculation in accordance with the following equations 1 and 2.

[0067] Vtgt_x = Vtgt sinθ … (1) Vtgt_y = Vtgt cosθ … (2)

[0068] The target ground speed X-component Vtgt_x is the X-axis component of the target ground speed Vtgt at the current time tnow in the host vehicle coordinate system CS at the current time tnow, and the target ground speed Y-component Vtgt_y is the Y-axis component of the target ground speed Vtgt at the current time tnow in the host vehicle coordinate system CS at the current time tnow.

[0069] As shown in Fig. 4, the host vehicle coordinate system CS is a coordinate system with the host vehicle reference point 100R as the origin, the width direction of the host vehicle 100 as the X-axis, and the front-rear direction of the host vehicle 100 as the Y-axis. The host vehicle reference point 100R is a central point of the front end edge 100F of the host vehicle 100 in the width direction of the host vehicle 100. As can be seen from Fig. 4, in the host vehicle coordinate system CS, values ​​to the right or to the right of the origin (host vehicle reference point 100R) are positive values, and values ​​to the left or to the left of the origin (host vehicle reference point 100R) are negative values.

[0070] Furthermore, the vehicle collision avoidance assistance device 10 acquires the host vehicle speed X-component Vego_x and the host vehicle speed Y-component Vego_y by calculation according to the following equations 3 and 4 based on the host vehicle speed Vego at the current time tnow.

[0071] Vego_x=0 …(3) Vego_y = -Vego … (4)

[0072] The host vehicle speed X-component Vego_x is the X-axis component of the host vehicle speed Vego at the current time tnow in the host vehicle coordinate system CS of the current time tnow, and the host vehicle speed Y-component Vego_y is the Y-axis component of the host vehicle speed Vego at the current time tnow in the host vehicle coordinate system CS of the current time tnow.

[0073] Furthermore, the vehicle collision avoidance support device 10 acquires the target X-coordinate Xtgt and the target Y-coordinate Ytgt at the current time tnow based on the surrounding detection information INF_S, and acquires the target azimuth angle α and the target distance d based on the target X-coordinate Xtgt and the target Y-coordinate Ytgt by calculation according to the following equations 5 and 6.

[0074] α = atan2(Xtgt, Ytgt) …(5) d=√(Xtgt 2 +Ytgt 2 ) …(6)

[0075] The target X-coordinate Xtgt is the X-coordinate of the detected target 200 at the current time tnow in the host vehicle coordinate system CS at the current time tnow. Therefore, the target X-coordinate Xtgt represents the position of the detected target 200 at the current time tnow in the width direction of the host vehicle 100 based on the host vehicle reference point 100R at the current time tnow.

[0076] The target Y coordinate Ytgt is the Y coordinate of the detected target 200 in the host vehicle coordinate system CS at the current time tnow. Therefore, the target Y coordinate Ytgt represents the position of the detected target 200 at the current time tnow in the longitudinal direction of the host vehicle 100 based on the host vehicle reference point 100R at the current time tnow.

[0077] The target azimuth angle α is the angle between the Y-axis and a line connecting the vehicle reference point 100R at the current time tnow and the detected target 200 at the current time tnow in the vehicle coordinate system CS at the current time tnow. Therefore, the target azimuth angle α represents the azimuth of the detected target 200 at the current time tnow relative to the vehicle reference point 100R at the current time tnow.

[0078] The target distance d is the distance between the host vehicle reference point 100R at the current time tnow in the host vehicle coordinate system CS at the current time tnow and the detected target 200 at the current time tnow. Therefore, the target distance d represents the distance between the host vehicle reference point 100R at the current time tnow and the detected target 200 at the current time tnow.

[0079] Then, the vehicle collision avoidance assistance device 10 acquires the target peripheral speed Vtgt_cir by calculation according to the following equation 7 based on the acquired target distance d at the current time tnow and the host vehicle yaw rate ω at the current time tnow.

[0080] Vtgt_cir=-d·ω …(7)

[0081] The target peripheral speed Vtgt_cir is the speed at the current time tnow at which the detected target 200 at the current time tnow moves along an arc centered on the vehicle reference point 100R at the current time tnow.

[0082] Furthermore, the vehicle collision avoidance assistance device 10 acquires the target ground speed X-component Vtgt_cir_x and the target ground speed Y-component Vtgt_cir_y by calculation according to the following equations 8 and 9 based on the acquired target ground speed Vtgt_cir at the current time tnow and the target azimuth angle α at the current time tnow.

[0083] Vtgt_cir_x=Vtgt_cir·cosα …(8) Vtgt_cir_y=-Vtgt_cir·sinα …(9)

[0084] The target peripheral ground speed X-component Vtgt_cir_x is the X-axis component of the target peripheral ground speed Vtgt_cir at the current time tnow in the host vehicle coordinate system CS at the current time tnow, and the target peripheral ground speed Y-component Vtgt_cir_y is the Y-axis component of the target peripheral ground speed Vtgt_cir at the current time tnow in the host vehicle coordinate system CS at the current time tnow.

[0085] Then, the vehicle collision avoidance support device 10 acquires the target relative velocity X-component Vtgt_rel_x by a calculation according to the following formula 10 based on the acquired target ground speed X-component Vtgt_x, host vehicle speed X-component Vego_x, and target peripheral ground speed X-component Vtgt_cir_x, and acquires the target relative velocity Y-component Vtgt_rel_y by a calculation according to the following formula 11 based on the acquired target ground speed Y-component Vtgt_y, host vehicle speed Y-component Vego_y, and target peripheral ground speed Y-component Vtgt_cir_y.

[0086] Vtgt_rel_x=Vtgt_x+Vego_x+Vtgt_cir_x …(10) Vtgt_rel_y=Vtgt_y+Vego_y+Vtgt_cir_y …(11)

[0087] The target relative speed X-component Vtgt_rel_x is the X-axis component of the speed of the detected target 200 at the current time tnow in the host vehicle coordinate system CS at the current time tnow. Therefore, the target relative speed X-component Vtgt_rel_x is the relative speed of the detected target 200 at the current time tnow with respect to the host vehicle reference point 100R at the current time tnow in the width direction of the host vehicle 100.

[0088] The target relative speed Y-component Vtgt_rel_y is the Y-axis component of the speed of the detected target 200 at the current time tnow in the host vehicle coordinate system CS at the current time tnow. Therefore, the target relative speed Y-component Vtgt_rel_y is the relative speed of the detected target 200 at the current time tnow with respect to the host vehicle reference point 100R at the current time tnow in the longitudinal direction of the host vehicle 100.

[0089] Furthermore, the vehicle collision avoidance support device 10 acquires the target crossing angle θtgt by calculation according to the following formula 12 based on the acquired target relative velocity X-component Vtgt_rel_x and target relative velocity Y-component Vtgt_rel_y.

[0090] θtgt=atan2(Vtgt_rel_x,Vtgt_rel_y) …(12)

[0091] The target intersection angle θtgt is an angle formed between the velocity vector of the detected target 200 at the current time tnow and the velocity vector of the host vehicle 100 at the current time tnow in the host vehicle coordinate system CS at the current time tnow.

[0092] Furthermore, the vehicle collision avoidance assistance device 10 acquires the target relative speed Vtgt_rel by calculation according to the following equation 13 based on the acquired target relative speed X-component Vtgt_rel_x and target relative speed Y-component Vtgt_rel_y.

[0093] Vtgt_rel = √(Vtgt_rel_x 2 +Vtgt_rel_y 2 ) …(13)

[0094] The target relative speed Vtgt_rel is the speed (relative speed) of the detected target 200 at the current time tnow in the host vehicle coordinate system CS at the current time tnow. Therefore, the target relative speed Vtgt_rel is the speed (relative speed) of the detected target 200 at the current time tnow with respect to the host vehicle reference point 100R at the current time tnow.

[0095] <Predicted turning path> Then, the vehicle collision avoidance support device 10 acquires a route along which the host vehicle 100 is predicted to travel as a predicted turning route RTego. Specifically, the vehicle collision avoidance support device 10 acquires a turning radius R by calculation according to the host vehicle speed Vego at the current time tnow and the host vehicle yaw rate ω at the current time tnow according to the following formula 14, acquires an X coordinate of the host vehicle reference point 100R at each time t after the current time tnow as a predicted host vehicle X coordinate Xego_cal by calculation according to the following formula 15 based on the turning radius R and the host vehicle yaw rate ω at the current time tnow, and acquires a Y coordinate of the host vehicle reference point 100R at each time t after the current time tnow as a predicted host vehicle Y coordinate Yego_cal by calculation according to the following formula 16 based on the turning radius R and the host vehicle yaw rate ω at the current time tnow.

[0096] R = Vego / ω … (14) Xego_cal = RR cosωt … (15) Yego_cal = R sinωt …(16)

[0097] Each time t after the current time tnow is an integer multiple of a predetermined time (calculation period Δt) from the current time tnow.

[0098] The predicted host vehicle X-coordinate Xego_cal is the X-coordinate of the host vehicle 100 at a time t after the current time tnow in the host vehicle coordinate system CS at the current time tnow. Therefore, the predicted host vehicle X-coordinate Xego_cal represents the position of the host vehicle reference point 100R at a time t after the current time tnow in the width direction of the host vehicle 100 based on the host vehicle reference point 100R at the current time tnow.

[0099] The predicted host vehicle Y coordinate Yego_cal is the Y coordinate of the host vehicle 100 at a time t after the current time tnow in the host vehicle coordinate system CS at the current time tnow. Therefore, the predicted host vehicle Y coordinate Yego_cal represents the position of the host vehicle reference point 100R at a time t after the current time tnow in the longitudinal direction of the host vehicle 100 based on the host vehicle reference point 100R at the current time tnow.

[0100] The vehicle collision avoidance support device 10 acquires a line connecting the coordinate points defined by the acquired predicted host vehicle X coordinate Xego_cal and predicted host vehicle Y coordinate Yego_cal as the predicted turning path RTego.

[0101] <Predicted movement route> Furthermore, the vehicle collision avoidance support device 10 acquires a route along which the detected object 200 is predicted to move as a predicted movement route RTtgt. Specifically, the vehicle collision avoidance support device 10 acquires the X coordinate of the detected object 200 at each time t after the current time tnow as a predicted target X coordinate Xtgt_cal by calculation according to the following formula 17 based on the target ground speed Vtgt, target crossing angle θtgt, and target X coordinate Xtgt at the current time tnow, and acquires the Y coordinate of the detected object 200 at each time t after the current time tnow as a predicted target Y coordinate Ytgt_cal by calculation according to the following formula 18 based on the target ground speed Vtgt, target crossing angle θtgt, and target Y coordinate Ytgt at the current time tnow.

[0102] Xtgt_cal=Vtgt·t·sinθ+Xtgt …(17) Ytgt_cal=Vtgt·t·cosθ+Ytgt …(18)

[0103] The predicted target X-coordinate Xtgt_cal is the X-coordinate of the detected target 200 at a time t after the current time tnow in the host vehicle coordinate system CS at the current time tnow. Therefore, the predicted target X-coordinate Xtgt_cal represents the position of the detected target 200 at a time t after the current time tnow in the width direction of the host vehicle 100 based on the host vehicle reference point 100R at the current time tnow.

[0104] The predicted target Y coordinate Ytgt_cal is the Y coordinate of the detected target 200 at a time t after the current time tnow in the host vehicle coordinate system CS at the current time tnow. Therefore, the predicted target Y coordinate Ytgt_cal represents the position of the detected target 200 at a time t after the current time tnow in the longitudinal direction of the host vehicle 100 based on the host vehicle reference point 100R at the current time tnow.

[0105] The vehicle collision avoidance support device 10 acquires, as a predicted movement route RTtgt, a line connecting the coordinate points defined by the acquired predicted target X-coordinate Xtgt_cal and the predicted target Y-coordinate Ytgt_cal.

[0106] When the predicted turning path RTego and the predicted movement path RTtgt intersect in the host vehicle coordinate system CS at the current time tnow, the vehicle collision avoidance assistance device 10 performs the following process to determine whether the host vehicle 100 will collide with the detected object 200.

[0107] That is, the vehicle collision avoidance support device 10 acquires the predicted arrival time TTC by calculation. The predicted arrival time TTC is the time required for the host vehicle reference point 100R to reach the predicted movement route RTtgt when the host vehicle 100 travels while maintaining the state at the current time tnow. The vehicle collision avoidance support device 10 calculates the predicted arrival time TTC, for example, by dividing the distance traveled by the host vehicle 100 until it reaches the predicted movement route RTtgt by the host vehicle speed Vego at the current time tnow.

[0108] Then, the vehicle collision avoidance assistance device 10 determines whether the acquired predicted arrival time TTC has been shortened to a predetermined predicted arrival time TTCth.

[0109] When the predicted arrival time TTC becomes shorter to a predetermined predicted arrival time TTCth, the vehicle collision avoidance support device 10 acquires the X-axis direction target distance dtgt_x and the Y-axis direction target distance dtgt_y at each time t after the current time tnow by calculation according to the following equations 19 and 20 based on the target relative speed Vtgt_rel, the target intersection angle θtgt, the target X-coordinate Xtgt, the target Y-coordinate Ytgt, the turning radius R, and the host vehicle yaw rate ω at the current time tnow.

[0110] dtgt_x=(Vtgt·t·sinθ+Xtgt-(RR·cosωt))·cosωt-(Vtgt·t·cosθ+Ytgt-R·sinωt)·sinωt …(19) dtgt_y=(Vtgt·t·sinθ+Xtgt-(RR·cosωt))·sinωt+(Vtgt·t·cosθ+Ytgt-R·sinωt)·cosωt …(20)

[0111] The X-axis direction target distance dtgt_x is the distance in the X-axis direction between the detected target 200 at time t and the vehicle reference point 100R at time t in the vehicle coordinate system CS at time t. Therefore, the X-axis direction target distance dtgt_x represents the distance in the width direction of the vehicle 100 between the detected target 200 at time t and the vehicle reference point 100R at time t.

[0112] The Y-axis direction target distance dtgt_y is the distance in the Y-axis direction between the detected target 200 at time t and the vehicle reference point 100R at time t in the vehicle coordinate system CS at time t. Therefore, the Y-axis direction target distance dtgt_y represents the distance in the front-rear direction of the vehicle 100 between the detected target 200 at time t and the vehicle reference point 100R at time t.

[0113] Then, the vehicle collision avoidance support device 10 predicts the position (target position) of the detected target 200 when the host vehicle reference point 100R reaches a point (crossing point Pcross) where the predicted turning path RTego intersects with the predicted movement path RTtgt. In other words, the vehicle collision avoidance support device 10 predicts the position of the detected target 200 relative to the host vehicle reference point 100R when the host vehicle reference point 100R reaches the predicted movement path RTtgt. Then, the vehicle collision avoidance support device 10 judges whether the predicted position of the detected target 200 is within the collision range RGcol. As shown in FIG. 5, the collision range RGcol is a range between a point Pleft at a predetermined distance dth in one direction from the crossing point Pcross along the predicted movement path RTtgt and a point Pright at a predetermined distance dth in the other direction from the crossing point Pcross along the predicted movement path RTtgt. The predetermined distance dth is set to half the vehicle width of the host vehicle 100.

[0114] In this example, the vehicle collision avoidance support device 10 determines whether the predicted position of the detected object 200 is within the collision range RGcol by determining whether the X-axis direction target distance dtgt_x at the time t when the Y-axis direction target distance dtgt_y becomes zero is equal to or less than a predetermined distance dth.

[0115] When the position of the detected object 200 is within the collision range RGcol, the vehicle collision avoidance support device 10 determines that the host vehicle 100 will collide with the detected object 200, and determines that the collision condition C2 is established. In this example, the vehicle collision avoidance support device 10 determines that the host vehicle 100 will collide with the detected object 200 when the X-axis direction target distance dtgt_x at the time t when the Y-axis direction target distance dtgt_y becomes zero is equal to or shorter than a predetermined distance dth.

[0116] The vehicle collision avoidance support device 10 determines that the collision condition C2 is satisfied when the X-axis direction target distance dtgt_x at the time t when the Y-axis direction target distance dtgt_y becomes zero is equal to or shorter than a predetermined distance dth. That is, the vehicle collision avoidance support device 10 determines that the collision condition C2 is satisfied when the predicted arrival time TTC is equal to or shorter than a predetermined predicted arrival time TTCth and the X-axis direction target distance dtgt_x at the time t when the Y-axis direction target distance dtgt_y becomes zero is equal to or shorter than a predetermined distance dth. When the vehicle collision avoidance support device 10 determines that the collision condition C2 is satisfied, it starts collision avoidance control if a collision avoidance prohibition condition C3 described later is not satisfied.

[0117] When the vehicle collision avoidance support device 10 starts collision avoidance control, it controls the operation of the drive device 21 so that the driving force applied to the host vehicle 100 is equal to or less than zero, while controlling the operation of the brake device 22 so that a predetermined braking force is applied to the host vehicle 100. The predetermined braking force is set to a value that can stop the host vehicle 100 before the predicted travel route RTtgt.

[0118] <Collision avoidance prohibition conditions> 6, when the driver DR changes the vehicle 100 to the right lane, the steering wheel 35 is turned, and the vehicle turning condition C1 is satisfied. At this time, if the vehicle collision avoidance support device 10 performs a collision determination and an oncoming vehicle 202 is present near the front of the vehicle 100 during the lane change, the collision condition C2 may be satisfied for the oncoming vehicle 202, and the collision avoidance control may be executed. However, in reality, the vehicle 100 turns so as to travel along the lane to which the vehicle 100 is to be changed, and therefore the vehicle 100 does not collide with the oncoming vehicle 202, and therefore the execution of the collision avoidance control is unnecessary.

[0119] 7, when the driver DR changes the vehicle 100 to the left lane, the steering wheel 35 is turned, and the vehicle turning condition C1 is satisfied. At this time, if the vehicle collision avoidance support device 10 performs a collision determination and detects a person 203 on the sidewalk near the front of the vehicle 100 during the lane change, the collision condition C2 may be satisfied for the person 203, and the collision avoidance control may be executed. However, in reality, the vehicle 100 turns to travel along the lane to which the vehicle 100 has changed, and therefore the vehicle 100 does not collide with the person 203, and therefore the execution of the collision avoidance control is unnecessary.

[0120] Here, when the driver DR changes the lane of the vehicle 100 to the right lane, the driver DR first turns the steering wheel 35 clockwise, holds the steering wheel 35 for a short time, and then turns the steering wheel 35 counterclockwise (steers it back) to complete the lane change of the vehicle 100. Therefore, as shown in FIG. 8, when the horizontal axis represents the steering angle speed dθ and the vertical axis represents the vehicle turning angle θego, the steering angle speed dθ changes as shown by the line L1_R in FIG. 8. The steering angle speed dθ is the amount of change in the steering angle of the vehicle 100 per unit time, and in the example shown in FIG. 8, when the steering wheel 35 is turned clockwise, it takes a positive value, and when the steering wheel 35 is turned counterclockwise, it takes a negative value. Therefore, the steering angle speed dθ is a parameter that indicates the steering state of the vehicle 100, and is a parameter with a positive or negative sign. The host vehicle turning angle θego is the angle (total angle) that the host vehicle 100 has turned around the turning center since starting to turn.

[0121] As can be seen from FIG. 8, when the driver DR changes the lane of the vehicle 100 to the right lane, the steering angular velocity dθ first increases toward the positive side, then decreases to zero, and is then maintained at zero for a short period of time. Thereafter, its absolute value increases toward the negative side, and then its absolute value decreases to zero.

[0122] On the other hand, when the driver DR turns the vehicle 100 right, the driver DR first rotates the steering wheel 35 clockwise, then holds the steering wheel 35 for a short time, and then rotates the steering wheel 35 counterclockwise (steers it back) to complete the right turn of the vehicle 100. Therefore, when the driver DR turns the vehicle 100 right, the steering angular velocity dθ changes as shown by line L2_R in Fig. 9. That is, when the driver DR turns the vehicle 100 right, the steering angular velocity dθ once increases toward the positive side, then decreases and becomes zero, and is then maintained at zero for a short time, and then the absolute value increases toward the negative side, and then the absolute value decreases and becomes zero.

[0123] In this way, when the driver DR changes the host vehicle 100 to the right lane, or when the driver DR turns the host vehicle 100 to the right, the steering angular velocity dθ once increases to the positive side, then decreases to zero, and is then maintained at zero for a short time, and then its absolute value increases to the negative side, and then its absolute value decreases to zero. However, as shown in Fig. 10, when the driver DR changes the host vehicle 100 to the right lane, the host vehicle turning angle θego when the steering angular velocity dθ is a negative value is smaller than the host vehicle turning angle θego when the driver DR turns the host vehicle 100 to the right.

[0124] Therefore, if the execution of collision avoidance control is prohibited when the steering angular velocity dθ is in the area indicated by the symbol AREA_R in FIG. 10 after the host vehicle 100 starts to turn right until the turn is completed, when the driver DR changes lanes of the host vehicle 100 to the right lane, it is possible to avoid the execution of unnecessary collision avoidance control, at least in the latter half of the lane change.

[0125] Similarly, if the execution of collision avoidance control is prohibited when the steering angular velocity dθ is in the area indicated by the symbol AREA_L in FIG. 11 after the host vehicle 100 starts to turn left until the turn is completed, when the driver DR changes lanes of the host vehicle 100 to the left lane, it is possible to avoid the execution of unnecessary collision avoidance control, at least in the latter half of the lane change.

[0126] Therefore, when the host vehicle turning condition C1 is satisfied, the vehicle collision avoidance support device 10 acquires a steering angular velocity dθ based on the steering angle θ as the steering state of the host vehicle 100. The vehicle collision avoidance support device 10 acquires a steering angular velocity dθ having a positive value when the steering wheel 35 is rotated clockwise, and acquires a steering angular velocity dθ having a negative value when the steering wheel 35 is rotated counterclockwise. Note that the value of the steering angular velocity dθ acquired by the vehicle collision avoidance support device 10 when the steering wheel 35 is held is zero.

[0127] <When turning right> When the steering wheel 35 is rotated clockwise at the time when the host vehicle turning condition C1 is satisfied, the vehicle collision avoidance support device 10 determines whether the steering angular velocity dθ is equal to or less than a predetermined value (right turn steering angular velocity threshold dθth_R) while the host vehicle turning condition C1 is satisfied (i.e., while the host vehicle 100 is turning right). In addition, the vehicle collision avoidance support device 10 changes the right turn steering angular velocity threshold dθth_R according to the host vehicle turning angle θego while the host vehicle turning condition C1 is satisfied (i.e., while the host vehicle 100 is turning right).

[0128] Specifically, the vehicle collision avoidance assistance device 10 acquires the host vehicle turning angle θego by calculation according to the following equation 21 based on the host vehicle yaw rate ω and the calculation period Δt.

[0129] θego=Σω Δt …(21)

[0130] In addition, the vehicle collision avoidance assistance device 10 may obtain the distance (unit travel distance L) traveled by the vehicle 100 during the calculation period Δt based on the vehicle speed Vego, the calculation period Δt, and the acceleration a of the vehicle 100 by calculation according to the following equation 22, and obtain the vehicle turning angle θego based on the unit travel distance L and the turning radius R by calculation according to the following equation 23.

[0131] L = Vego Δt - (a Δt) 2 / 2 …(22) θego=ΣL / R …(23)

[0132] Then, the vehicle collision avoidance support device 10 sets the right turning steering angular velocity threshold dθth_R as shown by the line Ldθth_R in Fig. 10. That is, the vehicle collision avoidance support device 10 sets the right turning steering angular velocity threshold dθth_R to zero until the host vehicle turning angle θego reaches a predetermined angle (right turning angle threshold θego_th_R).

[0133] The right turning angle threshold θego_th_R is a value of the vehicle turning angle θego that distinguishes between return steering of the vehicle 100 when the vehicle 100 changes lanes into the right lane and return steering when the vehicle 100 turns right, that is, a value between the vehicle turning angle θego when the steering angular velocity dθ becomes a negative value when the vehicle 100 changes lanes into the right lane and the vehicle turning angle θego when the steering angular velocity dθ becomes a negative value when the vehicle 100 turns right, and is a value that is appropriately set based on various data.

[0134] Then, after the host vehicle turning angle θego reaches the right turning angle threshold θego_th_R, the vehicle collision avoidance support device 10 sets the right turning steering angular velocity threshold dθth_R to a smaller value as the host vehicle turning angle θego increases. That is, after the host vehicle turning angle θego reaches the right turning angle threshold θego_th_R, the vehicle collision avoidance support device 10 sets the right turning steering angular velocity threshold dθth_R to a negative value whose absolute value increases as the host vehicle turning angle θego increases.

[0135] Then, when the steering angular velocity dθ is equal to or less than the right turning steering angular velocity threshold dθth_R, the vehicle collision avoidance assistance device 10 determines that the collision avoidance prohibition condition C3 is satisfied.

[0136] In this way, if steering back occurs to the host vehicle 100 while the host vehicle 100 is changing lanes to the right lane, a negative steering angular velocity dθ occurs. However, according to the vehicle collision avoidance support device 10, until the host vehicle turning angle θego reaches the right turning angle threshold θego_th_R (predetermined host vehicle turning angle threshold), the right turning steering angular velocity threshold dθth_R is set to zero, and after the host vehicle turning angle θego reaches the right turning angle threshold θego_th_R (predetermined host vehicle turning angle threshold), the right turning steering angular velocity threshold dθth_R is set to a smaller value as the host vehicle turning angle θego becomes larger, and The turning angle threshold θego_th_R is set to a value of the host vehicle turning angle θego that distinguishes between back-steer steering when the host vehicle 100 changes lanes to the right lane and back-steer steering when the host vehicle 100 turns right, that is, a value between the host vehicle turning angle θego when the steering angular velocity dθ becomes a negative value when the host vehicle 100 changes lanes to the right lane and the host vehicle turning angle θego when the steering angular velocity dθ becomes a negative value when the host vehicle 100 turns right, and if the steering angular velocity dθ is equal to or less than the right turning steering angular velocity threshold dθth_R thus set, it is determined that the collision avoidance prohibition condition C3 is satisfied. Therefore, the collision avoidance prohibition condition C3 is a condition that is satisfied when back-steer steering occurs for the host vehicle 100 while the host vehicle turning angle θego is equal to or less than the predetermined host vehicle turning angle threshold θego_th after the host vehicle 100 starts turning right.

[0137] When the collision avoidance prohibition condition C3 is satisfied, the vehicle collision avoidance support device 10 does not execute collision avoidance control even if the collision condition C2 is satisfied. Of course, if the collision condition C2 is satisfied when the collision avoidance prohibition condition C3 is not satisfied, the vehicle collision avoidance support device 10 executes collision avoidance control.

[0138] In addition, when the right steering angular velocity threshold dθth_R is set to a positive value and the steering angular velocity dθ is a negative value, the vehicle collision avoidance support device 10 determines that the steering angular velocity dθ is smaller than the right steering angular velocity threshold dθth_R. In addition, when the right steering angular velocity threshold dθth_R is set to zero and the acquired steering angular velocity dθ is a negative value, the vehicle collision avoidance support device 10 also determines that the steering angular velocity dθ is smaller than the right steering angular velocity threshold dθth_R. In addition, when the right steering angular velocity threshold dθth_R is set to a negative value and the acquired steering angular velocity dθ is a negative value and its absolute value is larger than the absolute value of the right steering angular velocity threshold dθth_R, the vehicle collision avoidance support device 10 determines that the steering angular velocity dθ is smaller than the right steering angular velocity threshold dθth_R. Therefore, when the right steering angular velocity threshold dθth_R is set to a negative value, and the acquired steering angular velocity dθ is a negative value and its absolute value is smaller than the absolute value of the right steering angular velocity threshold dθth_R, the vehicle collision avoidance support device 10 determines that the steering angular velocity dθ is greater than the right steering angular velocity threshold dθth_R. Of course, when the right steering angular velocity threshold dθth_R is set to a negative value and the acquired steering angular velocity dθ is a positive value, the vehicle collision avoidance support device 10 determines that the steering angular velocity dθ is greater than the right steering angular velocity threshold dθth_R.

[0139] <When turning left> On the other hand, when the steering wheel 35 is rotated counterclockwise at the time when the host vehicle turning condition C1 is satisfied, the vehicle collision avoidance support device 10 determines whether the steering angular velocity dθ is equal to or greater than a predetermined value (left turning steering angular velocity threshold dθth_L) while the host vehicle turning condition C1 is satisfied (i.e., while the host vehicle 100 is turning left). In addition, the vehicle collision avoidance support device 10 changes the left turning steering angular velocity threshold dθth_L according to the host vehicle turning angle θego while the host vehicle turning condition C1 is satisfied (i.e., while the host vehicle 100 is turning left).

[0140] Specifically, the vehicle collision avoidance assistance device 10 acquires the host vehicle turning angle θego by calculation according to the above formula 21 based on the host vehicle yaw rate ω and the calculation period Δt.

[0141] Then, the vehicle collision avoidance support device 10 sets the left turning steering angular velocity threshold dθth_L as shown by the line Ldθth_L in Fig. 11. That is, the vehicle collision avoidance support device 10 sets the left turning steering angular velocity threshold dθth_L to zero until the host vehicle turning angle θego reaches a predetermined angle (left turning angle threshold θego_th_L).

[0142] The left turning angle threshold θego_th_L is a value of the vehicle turning angle θego that distinguishes between return steering of the vehicle 100 when the vehicle 100 changes lanes into the left lane and return steering of the vehicle 100 when the vehicle 100 turns left, that is, a value between the vehicle turning angle θego when the steering angular velocity dθ becomes a positive value when the vehicle 100 changes lanes into the left lane and the vehicle turning angle θego when the steering angular velocity dθ becomes a positive value when the vehicle 100 turns left, and is a value that is set appropriately based on various data.

[0143] Then, after the host vehicle turning angle θego reaches the left turning angle threshold θego_th_L, the vehicle collision avoidance support device 10 sets the left turning steering angular velocity threshold dθth_L to a larger value as the host vehicle turning angle θego increases. That is, after the host vehicle turning angle θego reaches the left turning angle threshold θego_th_L, the vehicle collision avoidance support device 10 sets the left turning steering angular velocity threshold dθth_L to a positive value such that the absolute value of the left turning steering angular velocity threshold dθth_L increases as the host vehicle turning angle θego increases.

[0144] Then, when the steering angular velocity dθ is equal to or greater than the left turning steering angular velocity threshold dθth_L, the vehicle collision avoidance assistance device 10 determines that the collision avoidance prohibition condition C3 is satisfied.

[0145] In this way, if steering back occurs to the host vehicle 100 while the host vehicle 100 is changing lanes to the left lane, a positive steering angular velocity dθ occurs. However, according to the vehicle collision avoidance support device 10, until the host vehicle turning angle θego reaches the left turning angle threshold θego_th_L (predetermined host vehicle turning angle threshold), the left turning steering angular velocity threshold dθth_L is set to zero, and after the host vehicle turning angle θego reaches the left turning angle threshold θego_th_L (predetermined host vehicle turning angle threshold), the left turning steering angular velocity threshold dθth_L is set to a larger value as the host vehicle turning angle θego increases, and The turning angle threshold θego_th_L is set to a value of the host vehicle turning angle θego that distinguishes between back-steer steering when the host vehicle 100 changes lanes to the left lane and back-steer steering when the host vehicle 100 turns left, that is, a value between the host vehicle turning angle θego when the steering angular velocity dθ becomes a positive value when the host vehicle 100 changes lanes to the left lane and the host vehicle turning angle θego when the steering angular velocity dθ becomes a positive value when the host vehicle 100 turns left, and if the steering angular velocity dθ is equal to or greater than the left turning steering angular velocity threshold dθth_L thus set, it is determined that the collision avoidance prohibition condition C3 is satisfied. Therefore, the collision avoidance prohibition condition C3 is a condition that is satisfied when back-steer steering occurs for the host vehicle 100 while the host vehicle turning angle θego is equal to or less than the predetermined host vehicle turning angle threshold θego_th after the host vehicle 100 starts turning left.

[0146] When the collision avoidance prohibition condition C3 is satisfied, the vehicle collision avoidance support device 10 does not execute collision avoidance control even if the collision condition C2 is satisfied. Of course, if the collision condition C2 is satisfied when the collision avoidance prohibition condition C3 is not satisfied, the vehicle collision avoidance support device 10 executes collision avoidance control.

[0147] When the left steering angular velocity threshold dθth_L is set to a positive value and the steering angular velocity dθ is a negative value, the vehicle collision avoidance support device 10 determines that the steering angular velocity dθ is smaller than the left steering angular velocity threshold dθth_L. Also, when the left steering angular velocity threshold dθth_L is set to zero and the acquired steering angular velocity dθ is a negative value, the vehicle collision avoidance support device 10 determines that the steering angular velocity dθ is smaller than the left steering angular velocity threshold dθth_L.

[0148] <Variation 1> The right steering angular velocity threshold dθth_R may be set as shown by the line Ldθth_R in Fig. 12. That is, the vehicle collision avoidance support device 10 sets the right steering angular velocity threshold dθth_R to a smaller value as the host vehicle turning angle θego increases. That is, the vehicle collision avoidance support device 10 sets the right steering angular velocity threshold dθth_R to a positive value whose absolute value decreases as the host vehicle turning angle θego increases until the host vehicle turning angle θego reaches the right turning angle threshold θego_th_R. Then, the vehicle collision avoidance support device 10 sets the right steering angular velocity threshold dθth_R to zero when the host vehicle turning angle θego coincides with the right steering angular velocity threshold dθth_R. Then, after the host vehicle turning angle θego reaches the right turning steering angular velocity threshold dθth_R, the vehicle collision avoidance support device 10 sets the right turning steering angular velocity threshold dθth_R to a negative value whose absolute value becomes larger as the host vehicle turning angle θego becomes larger.

[0149] Similarly, the left steering angular velocity threshold dθth_L may be set as shown by the line Ldθth_L in Fig. 13. That is, the vehicle collision avoidance support device 10 sets the left steering angular velocity threshold dθth_L to a larger value as the host vehicle turning angle θego increases. That is, the vehicle collision avoidance support device 10 sets the left steering angular velocity threshold dθth_L to a negative value whose absolute value decreases as the host vehicle turning angle θego increases until the host vehicle turning angle θego reaches the left turning angle threshold θego_th_L. Then, the vehicle collision avoidance support device 10 sets the left steering angular velocity threshold dθth_L to zero at the time when the host vehicle turning angle θego coincides with the left steering angular velocity threshold dθth_L. Then, after the vehicle turning angle θego reaches the left turning steering angular velocity threshold dθth_L, the vehicle collision avoidance support device 10 sets the left turning steering angular velocity threshold dθth_L to a positive value whose absolute value becomes larger as the vehicle turning angle θego becomes larger.

[0150] <Variation 2> Furthermore, the vehicle collision avoidance assistance device 10 may be configured to determine that the collision avoidance prohibition condition C3 is satisfied when the steering angular velocity dθ continues to be equal to or less than the right turning steering angular velocity threshold dθth_R for a predetermined time period after the host vehicle 100 starts turning right. In this case, as shown in Fig. 14, the right turning steering angular velocity threshold dθth_R may be set to a value slightly smaller than the host vehicle turning angle θego at the time when the host vehicle 100 completes the return steering for lane changing to the right lane.

[0151] Similarly, the vehicle collision avoidance assistance device 10 may be configured to determine that the collision avoidance prohibition condition C3 is satisfied when the steering angular velocity dθ continues to be equal to or greater than the left turning steering angular velocity threshold dθth_L for a predetermined period of time after the host vehicle 100 starts turning left. In this case, as shown in Fig. 15, the left turning steering angular velocity threshold dθth_L may be set to a value slightly smaller than the host vehicle turning angle θego at the time when the host vehicle 100 completes the return steering for lane changing to the left lane.

[0152] <Variation 3> Furthermore, the vehicle collision avoidance support device 10 is configured to determine whether or not the collision condition C2 is satisfied when the host vehicle turning condition C1 is satisfied, determine whether or not the collision avoidance prohibition condition C3 is satisfied when the collision condition C2 is satisfied, and not execute collision avoidance control when the collision avoidance prohibition condition C3 is satisfied. However, the vehicle collision avoidance support device 10 may be configured to determine whether or not the collision avoidance prohibition condition C3 is satisfied when the host vehicle turning condition C1 is satisfied, and not determine whether or not the collision condition C2 is satisfied when the collision avoidance prohibition condition C3 is satisfied. In this case, when the collision avoidance prohibition condition C3 is satisfied, it is not determined whether or not the collision condition C2 is satisfied, so that collision avoidance control is not executed.

[0153] <Variation 4> Furthermore, the vehicle collision avoidance assistance device 10 may be configured to determine that the collision avoidance cancellation condition is satisfied and stop the collision avoidance control when the driver DR applies a predetermined operation to the steering wheel 35 while the collision avoidance control is being executed. In this case, the predetermined operation to the steering wheel 35 is, for example, an operation that generates a steering angle θ and / or a steering angular velocity dθ whose absolute value is larger than the absolute value of the steering angle θ and / or the steering angular velocity dθ that is normally required to turn the host vehicle 100 right.

[0154] <Effects> The above is an overview of the operation of the vehicle collision avoidance support device 10. According to the vehicle collision avoidance support device 10, the collision avoidance prohibition condition C3 is changed according to the host vehicle turning angle θego. Therefore, it is possible to avoid unnecessary execution of collision avoidance control when the host vehicle 100 changes lanes without eliminating the execution of collision avoidance control when the host vehicle 100 turns right or left.

[0155] <Specific operation of the vehicle collision avoidance support device> Next, a description will be given of an example of a specific operation of the vehicle collision avoidance support device 10. The CPU of the ECU 90 of the vehicle collision avoidance support device 10 executes the routine shown in Fig. 16 at a predetermined calculation cycle. Therefore, at a predetermined timing, the CPU starts processing from step 1600 of the routine shown in Fig. 16, advances the processing to step 1605, and determines whether or not the host vehicle turning condition C1 is satisfied.

[0156] If the CPU determines "Yes" in step 1605, the process proceeds to step 1610, where it determines whether or not the collision condition C2 is satisfied.

[0157] If the CPU determines "Yes" in step 1610, it proceeds to step 1615 and acquires the host vehicle turning angle θego. The host vehicle turning angle θego here is the host vehicle turning angle θego from when the host vehicle turning condition C1 is satisfied to the present time.

[0158] Next, the CPU advances the process to step 1620 and sets the steering angular velocity threshold dθth based on the host vehicle turning angle θego acquired in step 1615. At this time, as described above, if the host vehicle 100 starts turning to the right, the right turning steering angular velocity threshold dθth_R is set, and if the host vehicle 100 starts turning to the left, the left turning steering angular velocity threshold dθth_L is set.

[0159] Next, the CPU advances the process to step 1625 and acquires the steering angular velocity dθ. Next, the CPU advances the process to step 1630 and determines whether or not the collision avoidance prohibition condition C3 is satisfied based on the steering angular velocity dθ acquired in step 1625 and the steering angular velocity threshold dθth set in step 1620.

[0160] If the CPU determines "Yes" in step 1630, it proceeds directly to step 1695 and temporarily ends this routine without executing collision avoidance control.

[0161] On the other hand, if the CPU determines "No" in step 1630, the CPU proceeds to step 1635 and executes collision avoidance control. Next, the CPU proceeds to step 1695 and temporarily ends this routine.

[0162] If the CPU judges "No" in step 1605 or judges "No" in step 1610, the CPU proceeds directly to step 1695 and temporarily ends this routine. In this case, collision avoidance control is not executed.

[0163] The above is an example of a specific operation of the vehicle collision avoidance assistance device 10.

[0164] The present invention is not limited to the above-described embodiment, and various modifications can be made within the scope of the present invention. [Explanation of symbols]

[0165] 10...vehicle collision avoidance support device, 21...drive device, 22...braking device, 35...steering wheel, 37...steering angle sensor, 51...vehicle speed detection device, 54...yaw rate sensor, 60...peripheral information detection device, 61...radio wave sensor, 62...image sensor, 90...ECU, 100...host vehicle, 200...detected object< / ecu>

Claims

1. When a predetermined condition related to a steering state of the host vehicle is satisfied while the host vehicle is turning, even if a collision condition that the host vehicle may collide with a target present in front of the host vehicle is satisfied, collision avoidance control for avoiding a collision between the host vehicle and the target is not executed; When the vehicle is turning and the predetermined condition is not satisfied, if the collision condition is satisfied, the collision avoidance control is executed. In a vehicle collision avoidance support device having a control device configured as described above, The control device includes: During the turning of the host vehicle, an angle that the host vehicle has turned around its turning center since the host vehicle started turning is acquired as a host vehicle turning angle; changing the predetermined condition in accordance with the turning angle of the host vehicle; It is configured as follows: Vehicle collision avoidance assistance device.

2. 2. The vehicle collision avoidance support device according to claim 1, The control device is configured to acquire, as the steering state, a parameter representing the steering state and having a positive or negative sign, The predetermined condition is a condition that is satisfied when the parameter having a sign opposite to the sign of the parameter at the time when the host vehicle starts turning is acquired. Vehicle collision avoidance assistance device.

3. 2. The vehicle collision avoidance support device according to claim 1, The control device is configured to acquire a return steering of the host vehicle as the steering state, The predetermined condition is a condition that is satisfied when, after the host vehicle starts turning, the return steering occurs while the host vehicle turning angle is equal to or smaller than a predetermined host vehicle turning angle threshold value. Vehicle collision avoidance assistance device.

4. 2. The vehicle collision avoidance support device according to claim 1, the control device is configured to acquire, as a steering state of the host vehicle, a steering angular velocity which is a change amount per unit time of a steering angle of the host vehicle and has a positive or negative sign; The predetermined condition is a condition that is satisfied when an absolute value of the steering angular velocity is equal to or greater than a predetermined steering angular velocity threshold value. Vehicle collision avoidance assistance device.

5. The vehicle collision avoidance support device according to any one of claims 1 to 4, The control device includes: predicting a turning path of the host vehicle while the host vehicle is turning and predicting a moving path of the target; acquiring, as a predicted arrival time, a time predicted to be required for the host vehicle to reach the movement path of the target, and acquiring, as a target position, a position of the target relative to the host vehicle when the host vehicle reaches the movement path of the target; It is structured as follows: the collision condition is met when a turning path of the host vehicle and a moving path of the target intersect, the predicted arrival time is equal to or shorter than a predetermined predicted arrival time, and the target position is within a width range of the host vehicle. Vehicle collision avoidance assistance device.

6. 6. The vehicle collision avoidance support device according to claim 5, The control device is configured to predict a turning path of the host vehicle based on a yaw rate of the host vehicle. Vehicle collision avoidance assistance device.

7. When a predetermined condition related to a steering state of the host vehicle is satisfied while the host vehicle is turning, even if a collision condition that the host vehicle may collide with a target present in front of the host vehicle is satisfied, collision avoidance control for avoiding a collision between the host vehicle and the target is not executed; When the vehicle is turning and the predetermined condition is not satisfied, if the collision condition is satisfied, the collision avoidance control is executed. In the vehicle collision avoidance assistance program, During the turning of the host vehicle, an angle that the host vehicle has turned around a turning center since the host vehicle started turning is acquired as a host vehicle turning angle; changing the predetermined condition in accordance with the turning angle of the host vehicle; It is configured as follows: Vehicle collision avoidance assistance program.

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