Vehicle collision avoidance support device

Abstract

To provide a vehicle collision avoidance support device which can further properly finish stop holding control after an own vehicle is stopped by collision avoidance control, and the own vehicle is held in a stop state by the stop holding control.SOLUTION: A vehicle collision avoidance support device 10 performs collision avoidance control for stopping an own vehicle by adding brake force thereto in order to avoid collision of the own vehicle 100 and a substance 200 in front of the own vehicle, and performs stop holding control for holding the own vehicle in a stop state after the own vehicle is stopped by the collision avoidance control. In the case that a driver is in a state that the driver can perform a normal drive operation when a time which has elapsed after a start of the stop holding control reaches a prescribed time, or when the drive operation of the own vehicle by the driver is detected after the start of the stop holding control, the vehicle collision avoidance support device finishes the stop holding control, and when the driver is in a state that the driver cannot perform the normal drive operation, the vehicle collision avoidance support device continues the stop holding control.SELECTED DRAWING: Figure 13

Description

[Technical Field]

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

[0002] A vehicle collision avoidance support device is known that performs forced braking control, which is a type of collision avoidance control that forcibly brakes and stops the host vehicle to avoid a collision between the host vehicle and an object in front of the vehicle. Also known is a vehicle collision avoidance support device that performs stop maintenance control to maintain the host vehicle in a stopped state after stopping the host vehicle by forced braking control.

[0003] Also known is a vehicle collision avoidance assistance device that basically terminates the stop-maintenance control and transitions the vehicle to a state where it can move when a certain time has passed since the start of the stop-maintenance control or when it is detected that the driver of the vehicle has performed a driving operation.Furthermore, there is also known a vehicle collision avoidance assistance device that does not terminate the stop-maintenance control until the driver of the vehicle performs a driving operation, even if a certain time has passed since the start of the stop-maintenance control, when the situation around the vehicle is such that it is preferable to continue the vehicle in a stopped state (see, for example, Patent Document 1). [Prior art documents] [Patent documents]

[0004] [Patent Document 1] Japanese Patent Application Publication No. 2019-84984 Summary of the Invention

[0005] When the host vehicle is stopped by forced braking control, the driver of the host vehicle may be confused and unable to perform normal driving operations. Therefore, even if it is detected that the driver performed a driving operation after the start of stop-maintenance control, it does not necessarily mean that the driver performed an appropriate driving operation. For example, if the driver did not perform an appropriate driving operation, such as accidentally depressing the accelerator pedal, and the situation around the host vehicle does not require the host vehicle to be kept stopped, terminating the stop-maintenance control may cause the host vehicle to suddenly accelerate unintentionally.

[0006] In this way, when the driver is in a state where he or she is unable to perform normal driving operations, it is not appropriate to terminate the stop maintenance control when a driving operation by the driver is detected, just because the conditions around the vehicle are such that it is not necessary to maintain the vehicle in a stopped state.

[0007] An object of the present invention is to provide a vehicle collision avoidance assistance device that can appropriately terminate stop maintenance control after the vehicle is stopped by collision avoidance control and the vehicle is maintained in a stopped state by stop maintenance control.

[0008] The vehicle collision avoidance support device according to the present invention is configured to be able to execute a collision avoidance control that applies a braking force to the host vehicle to stop it in order to avoid a collision between the host vehicle and an object ahead of the host vehicle, and a driver abnormality response control that is executed when it is determined that the driver of the host vehicle is unable to perform driving operations or when an emergency stop button is operated and a request to stop the host vehicle is made, the driver abnormality response control being executed to apply a braking force to the host vehicle to stop it.Furthermore, the vehicle collision avoidance support device according to the present invention executes the collision avoidance control or the driver abnormality response control, and after stopping the host vehicle by the collision avoidance control or the driver abnormality response control, executes a stop maintenance control that maintains the host vehicle in a stopped state, and when a predetermined stop maintenance release condition is met, do not In this case, the stop maintenance control continuationThe vehicle collision avoidance assistance device according to the present invention is configured to: at least First Cancellation Condition and Second Release Condition Either is established do not When the predetermined stop hold release condition is met do not and executes the stop-maintenance control. continuation The first release condition is a condition that a predetermined time has elapsed since the start of the stop-maintenance control or a driving operation by the driver of the host vehicle has been detected after the start of the stop-maintenance control. The second release condition is a condition different from the first release condition, and is at least a condition that the stop of the host vehicle has been performed by the driver abnormality response control. does not hold in this case It is a condition.

[0009] In the vehicle collision avoidance assistance device according to the present invention, the second cancellation condition is a condition different from the first cancellation condition, and is at least ,before The driver is seated in the driver's seat of the vehicle. If there is no It may be a condition.

[0010] In the vehicle collision avoidance support device according to the present invention, the second cancellation condition is a condition different from the first cancellation condition, and at least ,before The driver looks ahead of the vehicle. If there is no It may be a condition.

[0011] In the vehicle collision avoidance support device according to the present invention, the second cancellation condition is a condition different from the first cancellation condition, and at least ,before Even if the stop-hold control is terminated, there is a possibility that the driver may perform an incorrect operation. If it is high, it will not work It may be a condition.

[0012] Furthermore, the vehicle collision avoidance assistance device according to the present invention may be configured to: The second cancellation condition is not met,The vehicle collision avoidance assist device according to the present invention may be configured to determine that the driver is unable to perform normal driving operations if the driver's line of sight is not directed ahead of the host vehicle when the first release condition is satisfied, or if the driver's eyes are not open when the first release condition is satisfied.

[0020] 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, features, and attendant advantages of the present invention will be easily understood from the description of the embodiments of the present invention. [Brief explanation of the drawings]

[0021] [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. [Figure 2] FIG. 2 is a diagram showing the distance between the vehicle and an object (vehicle) ahead of the vehicle. [Figure 3] FIG. 3 is a diagram showing an image captured by the driver monitor camera. [Figure 4] FIG. 4(A) is a diagram showing the predicted travel area of the host vehicle, and FIG. 4(B) is a diagram showing a scene in which an object (vehicle) exists in the predicted travel area of the host vehicle. [Figure 5] (A) of Figure 5 is a diagram showing a scene in which the host vehicle approaches an object (vehicle) present in the predicted driving area of the host vehicle, thereby establishing the first collision condition, and (B) of Figure 5 is a diagram showing a scene in which the host vehicle approaches even closer to an object (vehicle) present in the predicted driving area of the host vehicle, thereby establishing the second collision condition. [Figure 6] FIG. 6(A) is a diagram showing a scene in which forced braking control is started, and FIG. 6(B) is a diagram showing a scene in which the host vehicle is stopped by forced braking control. [Figure 7]FIG. 7 is a diagram showing a target avoidance path used in forced steering control. [Figure 8] (A) of Figure 8 is a diagram showing a scene in which forced braking control and forced steering control are initiated and the host vehicle begins to turn along the target avoidance path due to forced steering control, (B) of Figure 8 is a diagram showing a scene in which the host vehicle passes beside an object (vehicle) ahead due to forced steering control, and (C) of Figure 8 is a diagram showing a scene in which the host vehicle is stopped beside an object (vehicle) ahead due to forced braking control. [Figure 9] FIG. 9 is a diagram showing the area of the head image and the area of the predetermined image region in the driver monitor camera image. [Figure 10] FIG. 10(A) is a diagram showing the yaw angle of the driver's head, FIG. 10(B) is a diagram showing the pitch angle of the driver's head, and FIG. 10(C) is a diagram showing the roll angle of the driver's head. [Figure 11] FIG. 11 is a flowchart showing a routine executed by the vehicle collision avoidance assistance device according to 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 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 of the present invention. [Figure 14] FIG. 14 is a flowchart showing a routine executed by the vehicle collision avoidance assistance device according to the embodiment of the present invention. [Figure 15] FIG. 15 is a flowchart showing a routine executed by the vehicle collision avoidance assistance device according to the embodiment of the present invention. [Figure 16] FIG. 16 is a flowchart showing a routine executed by the vehicle collision avoidance assistance device according to the embodiment of the present invention. [Figure 17] FIG. 17 is a flowchart showing a routine executed by the vehicle collision avoidance assistance device according to the embodiment of the present invention. [Figure 18]FIG. 18 is a flowchart showing a routine executed by the vehicle collision avoidance assistance device according to the embodiment of the present invention. DETAILED DESCRIPTION OF THE INVENTION

[0022] 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."

[0023] <ecu> The vehicle collision avoidance assistance device 10 includes an ECU 90. ECU is an abbreviation for electronic control unit. The ECU 90 includes a microcomputer as its main component. The microcomputer includes a CPU, ROM, RAM, non-volatile memory, an interface, and the like. The CPU executes instructions, programs, or routines stored in the ROM to realize various functions.

[0024] <Drive unit, etc.> The host vehicle 100 is also equipped with a drive unit 21, a braking unit 22, and a steering unit 23.

[0025] <Drive unit> The drive device 21 is a device that outputs a drive torque TQd (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 or a motor. The drive device 21 is electrically connected to the ECU 90. The ECU 90 can control the drive torque TQd that is output from the drive device 21 by controlling the operation of the drive device 21.

[0026] <Brake device> The braking device 22 is a device, such as a brake device, that outputs a braking torque TQb (braking force) that is applied to the host vehicle 100 in order to brake the host vehicle 100. The braking device 22 is electrically connected to the ECU 90. The ECU 90 can control the braking torque TQb that is output from the braking device 22 by controlling the operation of the braking device 22.

[0027] <Steering device> 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 that is output from the steering device 23 by controlling the operation of the steering device 23.

[0028] <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, a surrounding information detection device 60, a driver state detection device 70, and a notification device 80 (alarm device).

[0029] <Accelerator pedal operation amount sensor> The accelerator pedal operation amount sensor 32 is a sensor that detects the operation amount of the accelerator pedal 31, and is electrically connected to the ECU 90. The accelerator pedal operation amount sensor 32 transmits information about the detected operation amount of the accelerator pedal 31 to the ECU 90. Based on that information, the ECU 90 obtains the operation amount of the accelerator pedal 31 as the accelerator pedal operation amount AP. The ECU 90 calculates and obtains a required driving torque TQd_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 TQd_req is the driving torque TQd 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 TQd_req is output.

[0030] <Brake pedal operation amount sensor> The brake pedal operation amount sensor 34 is a sensor that detects the operation amount of the brake pedal 33, and is electrically connected to the ECU 90. The brake pedal operation amount sensor 34 transmits information about the detected operation amount of the brake pedal 33 to the ECU 90. Based on that information, the ECU 90 obtains the operation amount of the brake pedal 33 as the brake pedal operation amount BP. The ECU 90 obtains a required braking torque TQb_req (required braking force) by calculation based on the brake pedal operation amount BP. The required braking torque TQb_req is the braking torque TQb that the braking device 22 is required to output. The ECU 90 controls the operation of the braking device 22 so that the required braking torque TQb_req is output.

[0031] <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 about the detected rotation angle of the steering shaft 36 to the ECU 90. Based on that information, the ECU 90 obtains the rotation angle of the steering shaft 36 as a steering angle θsteer.

[0032] <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 about 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 TQs_driver).

[0033] <Vehicle motion detection device> The vehicle momentum detection device 50 is a device that detects the momentum of the host vehicle 100, and in this example, includes a vehicle speed detection device 51, a longitudinal acceleration sensor 52, a lateral acceleration sensor 53, and a yaw rate sensor .

[0034] <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.

[0035] The ECU 90 calculates and obtains the required steering torque TQs_req based on the steering angle θsteer, the driver input torque TQs_driver, and the vehicle speed V100. The required steering torque TQs_req is the steering torque TQs that the steering device 23 is required to output. 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 control, which will be described later, the ECU 90 appropriately determines the steering torque TQs required to cause the host vehicle 100 to travel 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.

[0036] <Vertical acceleration sensor> The longitudinal acceleration sensor 52 is a sensor that detects the acceleration in the longitudinal direction of the host vehicle 100, and is electrically connected to the ECU 90. The longitudinal acceleration sensor 52 transmits information on the detected acceleration to the ECU 90. Based on that information, the ECU 90 obtains the acceleration in the longitudinal direction of the host vehicle 100 as the longitudinal acceleration Gx.

[0037] <Lateral acceleration sensor> The lateral acceleration sensor 53 is a sensor that detects the acceleration of the host vehicle 100 in the lateral direction (width direction), and is electrically connected to the ECU 90. The lateral acceleration sensor 53 transmits information on the detected acceleration to the ECU 90. Based on that information, the ECU 90 obtains the acceleration of the host vehicle 100 in the lateral direction as the lateral acceleration Gy.

[0038] <Yaw rate sensor> The yaw rate sensor 54 is a sensor that detects the yaw rate YR 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 YR to the ECU 90. The ECU 90 acquires the yaw rate YR of the host vehicle 100 based on the information.

[0039] <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).

[0040] <Radio wave sensor> The radio wave sensor 61 is electrically connected to the ECU 90. The radio wave sensor 61 emits radio waves and receives radio waves reflected by objects (reflected waves). The radio wave sensor 61 transmits information (detection results) related to the emitted 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) related to the detected objects to the ECU 90. The ECU 90 can acquire information (periphery detection information INFs) related to objects present in the vicinity of the vehicle 100 based on the information (radio wave information). In this example, the objects are vehicles, motorcycles, bicycles, people, etc.

[0041] <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 vehicle 100 and transmits information related to the captured image to the ECU 90. The ECU 90 can acquire information (surroundings detection information INFs) related to the surroundings of the vehicle 100 based on the image information.

[0042] 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 periphery detection information INFs. The forward object 200 may be a vehicle, a motorcycle, a bicycle, a person, etc., and is a vehicle in the example shown in FIG.

[0043] When the ECU 90 detects a forward object 200, it can obtain 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 INFs.

[0044] Furthermore, the ECU 90 recognizes "a left-side marking line LM_L and a right-side marking line LM_R that define the driving lane (host lane LN) of the host vehicle 100" based on the surroundings detection information INFs. The ECU 90 can identify the range of the host 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).

[0045] <Driver condition detection device> The driver state detection device 70 is a device that detects information relating to the state of the driver Dr that can be used to determine whether the driver Dr is in a state where he or she can perform normal driving operations, and in this example, is a driver monitor camera 71. Here, the driving operations refer to the depression or release of the accelerator pedal 31, the depression or release of the brake pedal 33, and the rotation of the steering wheel 35.

[0046] <Driver monitor camera> The driver monitor camera 71 is a camera that captures an image of the driver Dr, and is provided in the interior of the vehicle 100 facing the driver Dr so as to capture an image of the driver Dr (in this example, the head and upper body), as shown in Fig. 3. In Fig. 3, the symbol IMGm indicates an image captured by the driver monitor camera 71 (driver monitor camera image), and the symbol IMGd indicates an image of the driver Dr captured by the driver monitor camera 71 (driver image).

[0047] The driver monitor camera 71 is electrically connected to the ECU 90. The driver monitor camera 71 transmits information related to the captured driver monitor camera image IMGm (driver image information INFd or driver image data) to the ECU 90. Based on the driver image information INFd, the ECU 90 can determine whether the driver Dr is in a state where he or she can perform normal driving operations.

[0048] The ECU 90 may acquire vital data of the driver Dr. and determine whether the driver Dr. is in a state where he or she can perform normal driving operations based on the acquired vital data. The vital data is data such as the pulse rate and blood pressure of the driver Dr. measured by a biosensor that can be attached to the driver Dr. (a so-called wearable biosensor).

[0049] <Notification device> The notification device 80 is a device that issues various notifications to the driver Dr, and in this example, includes a display device 81 and an audio device 82.

[0050] <Display device> The display device 81 is a device that displays various images, and is, for example, a display provided in a so-called combination meter, a head-up display, a display of a car navigation device, etc. The display device 81 is electrically connected to the ECU 90. The ECU 90 can cause the display device 81 to display various images.

[0051] <Sound equipment> The acoustic device 82 is a device that outputs various notification sounds, warning sounds, notification voices, or alarm voices, and is, for example, a buzzer or a speaker. The acoustic device 82 is electrically connected to the ECU 90. The ECU 90 can cause the acoustic device 82 to output various notification sounds, warning sounds, notification voices, or alarm voices.

[0052] <Outline of operation of vehicle collision avoidance support system> Next, an outline of the operation of the vehicle collision avoidance assist device 10 will be described.

[0053] While the host vehicle 100 is traveling, the vehicle collision avoidance support device 10 performs processing to detect an object, such as a vehicle, ahead of the host vehicle 100 in the traveling direction based on the surroundings detection information INFs. 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.

[0054] Normal driving control is a control in which, when the required driving torque TQd_req (required driving force) is greater than zero, the operation of the driving device 21 is controlled so that the required driving torque TQd_req is output from the driving device 21, when the required braking torque TQb_req (required braking force) is greater than zero, the operation of the braking device 22 is controlled so that the required braking torque TQb_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.

[0055] When the vehicle collision avoidance assistance device 10 detects an object (forward object 200) ahead of the host vehicle 100 in the traveling direction, it determines whether the object is present within a predicted traveling area A100 based on the periphery detection information INFs. As shown in FIG. 4A, the predicted traveling area A100 is an area having a width equal to the width of the host vehicle 100 and centered on a predicted traveling route R100 of the host vehicle 100. The predicted traveling route R100 is a traveling route that the host vehicle 100 is predicted to travel in the future if the host vehicle 100 continues traveling while maintaining the steering angle θsteer at that time. Therefore, although the predicted traveling route R100 shown in FIG. 4A is a straight line, it may also be a curved line depending on the situation.

[0056] If the detected forward object 200 does not exist within the predicted traveling area A100, the vehicle collision avoidance assistance device 10 continues the normal traveling control.

[0057] 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 (collision possibility) of the host vehicle 100 colliding with the forward object 200. In this example, the vehicle collision avoidance support device 10 acquires the distance (object distance D200) between the forward object 200 and the host vehicle 100, and determines the collision possibility based on whether the acquired object distance D200 is equal to or less than a predetermined distance (collision possibility determination distance Dth).

[0058] When the vehicle collision avoidance support device 10 determines that the vehicle 100 approaches the forward object 200 as shown in (A) of Figure 5, the object distance D200 is shortened to the collision possibility determination distance Dth, and the object distance D200 is less than or equal to the collision possibility determination distance Dth, the vehicle collision avoidance support device 10 determines that the first collision condition Ccol_1 is met.

[0059] <Notification control> When the vehicle collision avoidance support device 10 determines that the first collision condition Ccol_1 is satisfied, it starts notification control. The notification control is control for causing the notification device 80 to output a notification sound (or warning sound) or a notification voice (or warning voice), or for causing the notification device 80 to display a notification image (or warning image).

[0060] The notification sound (or warning sound) output from the notification device 80 by notification control is intended to make the driver Dr aware that an object (forward object 200) exists ahead of the host vehicle 100, or that the host vehicle 100 may collide with the forward object (forward object 200). The notification audio (or warning audio) output from the notification device 80 by notification control is audio indicating that an object (forward object 200) exists ahead of the host vehicle 100, audio indicating that the host vehicle 100 may collide with the forward object (forward object 200), or audio indicating a driving operation required to avoid a collision between the host vehicle 100 and the forward object (forward object 200).

[0061] In addition, the notification image (or warning image) displayed on the notification device 80 by notification control is an image that indicates, using letters or figures, etc., that an object (forward object 200) is present in front of the vehicle 100, an image that indicates, using letters or figures, etc., that there is a possibility that the vehicle 100 will collide with the forward object (forward object 200), or an image that indicates, using letters or figures, etc., the driving operation required to avoid a collision between the vehicle 100 and the forward object (forward object 200).

[0062] Furthermore, when it is determined that the first collision condition Ccol_1 is satisfied, the vehicle collision avoidance assistance device 10 determines whether or not a condition (second collision condition Ccol_2) for starting forced braking control, which is one type of collision avoidance control, is satisfied. The forced braking control is a control for avoiding a collision between the host vehicle 100 and the forward object 200, and is a control that reduces the driving force applied to the host vehicle 100 to zero and forcibly applies a braking force to the host vehicle 100 to stop the host vehicle 100 in front of the forward object 200, regardless of the accelerator pedal operation or brake pedal operation of the driver Dr.

[0063] In this example, the vehicle collision avoidance assistance device 10 determines that the second collision condition Ccol_2 is met when the predicted arrival time TTC becomes shorter to a predetermined time (collision determination time TTCth). The predicted arrival time TTC is the time predicted to take for the host vehicle 100 to reach the forward object 200. The vehicle collision avoidance assistance device 10 obtains the predicted arrival time TTC by dividing the object distance D200 by the relative speed ΔV200 (TTC=D200 / dV200). Therefore, when the relative speed ΔV200 is constant, the predicted arrival time TTC becomes shorter as the host vehicle 100 approaches the forward object 200. While the vehicle collision avoidance support device 10 determines that a forward object 200 exists within the predicted driving area A100, it acquires the object distance D200, relative velocity ΔV200, and predicted arrival time TTC at a predetermined calculation period, and each time it acquires the predicted arrival time TTC, it determines whether the predicted arrival time TTC has shortened to the collision judgment time TTCth.

[0064] The vehicle collision avoidance support device 10 continues normal driving control while the predicted arrival time TTC is longer than the collision determination time TTCth.

[0065] 5(B), if the host vehicle 100 approaches the forward object 200 without the driver Dr performing a collision avoidance driving operation (a driving operation to avoid a collision between the host vehicle 100 and the forward object 200) and the predicted arrival time TTC shortens 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 allowed to continue traveling as is. If the vehicle collision avoidance support device 10 determines in this way, it determines that the second collision condition Ccol_2 is met.

[0066] When the vehicle collision avoidance assistance device 10 determines that the second collision condition Ccol_2 is met, it sets the deceleration of the host vehicle 100 required to stop the host vehicle 100 in front of the forward object 200 as the target deceleration Gtgt, and starts control (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.

[0067] As a result, the driving force applied to the host vehicle 100 is set to zero as shown in Fig. 6(A), and a braking force begins to be applied to the host vehicle 100, and the host vehicle 100 then stops in front of the forward object 200 as shown in Fig. 6(B). As a result, a collision between the host vehicle 100 and the forward object 200 is avoided.

[0068] Furthermore, when the second collision condition Ccol_2 is met, the vehicle collision avoidance assistance device 10 may be configured not only to reduce the driving force applied to the host vehicle 100 to zero and apply braking force to the host vehicle 100, but also to perform forced steering control in addition to the forced braking control if it is determined that it is preferable to steer the host vehicle 100 to avoid the forward object 200.

[0069] In this case, when the second collision condition Ccol_2 is met, the vehicle collision avoidance assistance device 10 acquires a target avoidance path Rtgt based on the periphery detection information INFs. The target avoidance path Rtgt is a path along which the host vehicle 100 should travel in order to avoid a collision between the host vehicle 100 and the forward object 200, and as shown in FIG. 7, is a path along which the host vehicle 100 can pass by the forward object 200 while traveling within the host lane LN. Note that in the example shown in FIG. 7, the target avoidance path Rtgt is a path that passes by the right side of the forward object 200, but if there is space to the left of the forward object 200 that allows the host vehicle 100 to pass by the forward object 200 while traveling within the host lane LN, a path that passes by the left side of the forward object 200 may be acquired as the target avoidance path Rtgt.

[0070] When the vehicle collision avoidance support device 10 acquires the target avoidance path Rtgt, it starts forced steering control to control the steering force applied to the host vehicle 100 so that the host vehicle 100 travels along the target avoidance path Rtgt. While the vehicle collision avoidance support device 10 is performing forced steering control, it acquires the current position of the host vehicle 100 based on the longitudinal acceleration Gx, the lateral acceleration Gy, the yaw rate YR, the left and right lane markings LM, etc., and controls the steering force applied to the host vehicle 100 based on the acquired current position of the host vehicle 100 so that the host vehicle 100 travels along the target avoidance path Rtgt.

[0071] As a result, the host vehicle 100 first starts to turn as shown in FIG. 8(A), and then 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. 8(B). This avoids a collision between the host vehicle 100 and the forward object 200. While the host vehicle 100 is traveling in this manner, forced braking control is also being performed, so the host vehicle 100 decelerates. Finally, the host vehicle 100 is stopped beside the forward object 200 as shown in FIG. 8(C).

[0072] <Stop maintenance control> When the vehicle collision avoidance support device 10 stops the host vehicle 100 by forced braking control, it terminates the forced braking control and starts stop maintenance control. The stop maintenance control is control that maintains the host vehicle 100 in a stopped state, and more specifically, it is control that continues to apply to the host vehicle 100 a braking force sufficient to maintain the host vehicle 100 in a stopped state. Note that, when the vehicle collision avoidance support device 10 is configured to also perform forced steering control in conjunction with forced braking control, when the host vehicle 100 is stopped by forced braking control, it terminates the forced braking control and forced steering control and starts stop maintenance control.

[0073] <End of stop maintenance control> Incidentally, after the start of the stop-holding control, the condition for terminating the stop-holding control, in other words, the condition for releasing the stop-holding of the vehicle 100 (stop-holding release condition Ccan), can be a condition that a certain amount of time has elapsed since the start of the stop-holding control or a condition that the driver Dr has performed some driving operation after the start of the stop-holding control.

[0074] However, when the host vehicle 100 is stopped by the forced braking control, the driver Dr may be confused and may not be able to perform normal driving operations. On the other hand, when the stop-maintenance control is terminated, the host vehicle 100 may start unintentionally, for example, due to so-called creeping. In particular, if the stop-maintenance control is terminated while the driver Dr is performing an inappropriate driving operation, such as accidentally depressing the accelerator pedal 31, after the start of the stop-maintenance control, the host vehicle 100 may suddenly start unintentionally.

[0075] If the driver Dr is in a state where he / she is unable to perform normal driving operations when the stop-maintenance control is terminated and the vehicle 100 starts (or suddenly starts) unintentionally, the driver Dr may not be able to perform appropriate driving operations for the start of the vehicle 100, which may result in the vehicle 100 colliding with an object in front of the vehicle 100. Therefore, when the driver Dr is in a state where he / she is unable to perform normal driving operations, it is not appropriate to terminate the stop-maintenance control just because a certain amount of time has passed since the start of the stop-maintenance control or because a driving operation by the driver Dr is detected after the start of the stop-maintenance control.

[0076] Therefore, the vehicle collision avoidance assist device 10 determines whether or not to terminate the stop-maintenance control (that is, whether or not the stop-maintenance release condition Ccan is met) in the following manner.

[0077] The vehicle collision avoidance assist device 10 first determines whether a first cancellation condition Ccan_1 is satisfied. The first cancellation condition Ccan_1 is satisfied based on a situation other than the situation of the driver Dr. In this example, the first cancellation condition Ccan_1 is satisfied when the time elapsed since the start of the stop-maintenance control (stop-maintenance time Tstop) reaches a predetermined stop-maintenance time Tstop_th, and when a driving operation by the driver Dr is detected after the start of the stop-maintenance control.

[0078] <Second Cancellation Condition> When the vehicle collision avoidance support device 10 determines that the first cancellation condition Ccan_1 is satisfied, it determines whether or not an additional condition (a second cancellation condition Ccan_2) is satisfied. In this example, the vehicle collision avoidance support device 10 determines whether or not the second cancellation condition Ccan_2 is satisfied in the following manner.

[0079] First, the vehicle collision avoidance assistance device 10 determines whether or not the vehicle 100 has been stopped this time by the driver abnormality response control. The driver abnormality response control is a control that is executed when it is determined that the driver Dr is unconscious or otherwise unable to perform driving operations (or that it is difficult for the driver Dr to perform driving operations), or when an emergency stop button or the like is operated to request that the vehicle 100 be stopped, and is a control that reduces the driving force applied to the vehicle 100 to zero and forcibly applies braking force to the vehicle 100 to stop it.

[0080] The vehicle collision avoidance support device 10 is configured to be able to execute this driver abnormality response control, and is also configured to execute stop maintenance control even when the vehicle 100 is stopped by the driver abnormality response control.

[0081] The vehicle collision avoidance support device 10 determines whether the driver Dr is in a state where he / she is unable to perform driving operations (or in a state where it is difficult for the driver Dr to perform driving operations), such as when the driver Dr has lost consciousness, based on the driver image information INFd and the driver Dr's vital data, etc.

[0082] When the vehicle 100 is stopped by the driver abnormality response control, it is clear that the driver Dr is in a state where he or she is unable to perform driving operations (or in a state where it is difficult for the driver Dr to perform driving operations). Therefore, after the vehicle 100 is stopped by the driver abnormality response control, even if the first release condition Ccan_1 is met, it is preferable to continue the stop maintenance control until rescuers or the like arrive at the vehicle 100.

[0083] Therefore, when the vehicle 100 is stopped by the driver abnormality response control this time, the vehicle collision avoidance assistance device 10 determines that the second release condition Ccan_2 is not satisfied. In this case, even if the first release condition Ccan_1 is satisfied, the stop maintenance control is not terminated and the vehicle 100 is maintained in a stopped state.

[0084] On the other hand, if the vehicle collision avoidance support device 10 has not stopped the vehicle 100 this time by driver abnormality response control, it reserves the determination of whether the second release condition Ccan_2 is met and determines whether the driver Dr is seated in the driver's seat.

[0085] The vehicle collision avoidance support device 10 performs a head image detection process to detect an image of the head of the driver Dr (head image IMGh) from the driver monitor camera image IMGm, and determines whether the driver Dr is sitting in the driver's seat based on the processing results.

[0086] If the head image IMGh cannot be detected by the head image detection process, it is possible that the driver Dr is not in the driver's seat. In this case, if the stop maintenance control is terminated, if the vehicle 100 starts unintentionally, the driver Dr may not be able to perform appropriate driving operations to start the vehicle 100.

[0087] Therefore, when the head image IMGh cannot be detected by the head image detection process, the vehicle collision avoidance assistance device 10 determines that the second cancellation condition Ccan_2 is not met.

[0088] Furthermore, the vehicle collision avoidance support device 10 may be configured to be equipped with a seating sensor capable of detecting that the driver Dr is seated in the driver's seat, and to determine whether the driver Dr is seated in the driver's seat of the vehicle 100 based on the detection results of the seating sensor.

[0089] Furthermore, if the driver's door of the vehicle 100 is open, it can be assumed that the driver Dr has left the vehicle 100, so the vehicle collision avoidance support device 10 may be configured to determine whether the driver Dr is in the driver's seat based on whether the driver's door of the vehicle 100 is open.

[0090] On the other hand, when the vehicle collision avoidance support device 10 is able to detect the head image IMGh through the head image detection process, it acquires the area (head image area ARh) of the head image IMGh that fits within a predetermined area (predetermined image area IMGa) in the driver monitor camera image IMGm, as shown in Fig. 9. The predetermined image area IMGa is set to an area large enough to fit the entire head of the driver Dr when the driver Dr is sitting in the driver's seat in a posture that allows him or her to perform normal driving operations.

[0091] When the vehicle collision avoidance assistance device 10 acquires the head image area ARh, it acquires the ratio (head image area ratio RTh) of the head image area ARh to the area of the predetermined image area IMGa (predetermined image area ARa).

[0092] When the driver Dr is seated in the driver's seat in a posture that allows him or her to perform normal driving operations, the head image area ratio RTh should be equal to or greater than a certain value.

[0093] Therefore, when the vehicle collision avoidance support device 10 acquires the head image area ratio RTh, it determines whether the head image area ratio RTh is equal to or greater than a predetermined value (predetermined head image area ratio RTh_th). The vehicle collision avoidance support device 10 repeatedly performs this determination at a predetermined calculation cycle.

[0094] The vehicle collision avoidance support device 10 measures the time (seated time Tsy) during which it is continuously determined that the head image area ratio RTh is equal to or greater than a predetermined head image area ratio RTh_th, or the time (non-seated time Tsn) during which it is continuously determined that the head image area ratio RTh is smaller than the predetermined head image area ratio RTh_th.

[0095] The vehicle collision avoidance assistance device 10 may be configured to determine that the driver Dr is not seated in the driver's seat in a posture that allows normal driving operations when it determines that the head image area ratio RTh is smaller than a predetermined head image area ratio RTh_th, regardless of the non-seated time Tsn. However, in this example, if the non-seated time Tsn is equal to or greater than the predetermined non-seated time Tsn_th when it determines that the head image area ratio RTh is smaller than the predetermined head image area ratio RTh_th, it determines that the driver Dr is not seated in the driver's seat in a posture that allows normal driving operations, and determines that the second release condition Ccan_2 is not met.

[0096] Furthermore, when the vehicle collision avoidance support device 10 determines that the head image area ratio RTh is equal to or greater than a predetermined head image area ratio RTh_th, if the seating time Tsy is shorter than the predetermined seating time Tsy_th, it also determines that the driver Dr is not seated in the driver's seat in a position that allows normal driving operations, and determines that the second release condition Ccan_2 is not met.

[0097] On the other hand, vehicle collision avoidance support device 10 may be configured to determine that the driver Dr is seated in a posture that allows normal driving operations when it determines that the head image area ratio RTh is equal to or greater than a predetermined head image area ratio RTh_th, regardless of the seating time Tsy. However, in this example, if the seating time Tsy is equal to or greater than the predetermined seating time Tsy_th when it determines that the head image area ratio RTh is equal to or greater than the predetermined head image area ratio RTh_th, it determines that the driver Dr is seated in a posture that allows normal driving operations, suspends determination of whether the second release condition Ccan_2 is met, and determines whether the driver Dr's line of sight is facing forward (the traveling direction of the vehicle 100) and the driver Dr's eyes are open for a certain period of time or more. In other words, vehicle collision avoidance support device 10 determines whether the driver Dr has been looking ahead for a certain period of time or more.

[0098] Furthermore, even if the non-seated time Tsn is shorter than the predetermined non-seated time Tsn_th at the time when it is determined that the head image area ratio RTh is smaller than the predetermined head image area ratio RTh_th, the vehicle collision avoidance support device 10 determines that the driver Dr is seated in a posture that allows normal driving operation, reserves the determination of whether the second release condition Ccan_2 is met, and determines whether the driver Dr is looking ahead of the vehicle 100. More specifically, to determine whether the driver Dr is looking ahead of the vehicle 100, the vehicle collision avoidance support device 10 determines whether the driver Dr's line of sight is facing forward (in the traveling direction of the vehicle 100) and whether the driver Dr's eyes have been open for a certain period of time or more.

[0099] The vehicle collision avoidance assistance device 10 acquires the yaw angle θy, pitch angle θp, and roll angle θr of the head of the driver Dr based on the head image IMGh. In this example, the yaw angle θy is an angle about the vertical axis of the head H of the driver Dr, as shown in Fig. 10A, and is an angle indicating the direction of the line of sight of the driver Dr, based on the direction of the line of sight of the driver Dr when the driver Dr is looking straight ahead of the vehicle 100. Furthermore, the pitch angle θp is an angle about the horizontal axis in the lateral direction of the head H of the driver Dr, as shown in Fig. 10B, and is an angle indicating the direction of the line of sight of the driver Dr, based on the direction of the line of sight of the driver Dr when the driver Dr is looking straight ahead of the vehicle 100. Furthermore, as shown in (C) of Figure 10, the roll angle θr is the angle around the horizontal axis in the fore-and-aft direction of the driver Dr's head H, and is an angle that indicates the direction of the driver Dr's line of sight based on the direction of the driver Dr's line of sight when the driver Dr is looking straight ahead of the vehicle 100.

[0100] When the vehicle collision avoidance assistance device 10 acquires the yaw angle θy, pitch angle θp, and roll angle θr, it determines whether the driver Dr's line of sight is directed forward of the vehicle 100 by determining whether the yaw angle θy is within a predetermined range (predetermined yaw angle range RGy_th), the pitch angle θp is within a predetermined range (predetermined pitch angle range RGp_th), and the roll angle θr is within a predetermined range (predetermined roll angle range RGr_th).

[0101] Furthermore, the vehicle collision avoidance support device 10 determines whether the eyes of the driver Dr are open based on the head image IMGh. The vehicle collision avoidance support device 10 repeatedly performs this determination at a predetermined calculation cycle, measures the time during which it is determined that the eyes of the driver Dr are open (eye open time Teo), and determines whether the eye open time Teo is equal to or longer than a predetermined time (predetermined eye open time Teo_th) to determine whether the eyes of the driver Dr have continued to be open for a certain period of time or longer.

[0102] Furthermore, if the driver Dr is wearing glasses such as sunglasses and it is not possible to determine whether the driver Dr's eyes are open or not based on the head image IMGh, the vehicle collision avoidance support device 10 may be configured to determine that the driver Dr's eyes are not open, but in this example, the vehicle collision avoidance support device 10 is configured to determine that the driver Dr's eyes are open.

[0103] If the vehicle collision avoidance support device 10 determines that the yaw angle θy is not within the predetermined yaw angle range RGy_th, or if the vehicle collision avoidance support device 10 determines that the pitch angle θp is not within the predetermined pitch angle range RGp_th, or if the vehicle collision avoidance support device 10 determines that the driver Dr's line of sight is not facing forward of the vehicle 100. Furthermore, if the vehicle collision avoidance support device 10 determines that the eye-opening time Teo is shorter than the predetermined eye-opening time Teo_th, it determines that the driver Dr's eyes have not been open for a certain period of time or longer.

[0104] If the vehicle collision avoidance support device 10 determines that the driver Dr's line of sight is not directed ahead of the vehicle 100, or if it determines that the driver Dr's eyes have not been open for a certain period of time or longer, it determines that the second cancellation condition Ccan_2 is not met.

[0105] On the other hand, when the yaw angle θy is an angle within the predetermined yaw angle range RGy_th, the pitch angle θp is an angle within the predetermined pitch angle range RGp_th, and the roll angle θr is an angle within the predetermined roll angle range RGr_th, the vehicle collision avoidance assist device 10 determines that the driver Dr's line of sight is directed ahead of the vehicle 100. The vehicle collision avoidance assist device 10 may be configured to measure the time during which it is continuously determined that the yaw angle θy is an angle within the predetermined yaw angle range RGy_th, the pitch angle θp is an angle within the predetermined pitch angle range RGp_th, and the roll angle θr is an angle within the predetermined roll angle range RGr_th, and to determine that the driver Dr's line of sight is directed ahead of the vehicle 100 if this time is equal to or longer than a predetermined time.

[0106] Furthermore, when the vehicle collision avoidance assist device 10 determines that the eye-opening time Teo is equal to or greater than the predetermined eye-opening time Teo_th, it determines that the driver Dr has had his eyes open for a certain period of time or more.

[0107] When the vehicle collision avoidance assistance device 10 determines that the driver Dr's line of sight is directed ahead of the vehicle 100 and that the driver Dr's eyes have remained open for a certain period of time or more, it suspends the determination of whether the second release condition Ccan_2 is met, and determines whether a state in which the driver Dr will perform an incorrect operation (an erroneous operation state) will occur if the stop maintenance control is terminated, as follows.

[0108] The vehicle collision avoidance support device 10 determines whether or not an erroneous operation state will occur when the stop maintenance control is ended, by determining whether or not the driver Dr is depressing the accelerator pedal 31.

[0109] When the vehicle collision avoidance support device 10 determines that the driver Dr is depressing the accelerator pedal 31, it determines that the second release condition Ccan_2 is not satisfied. In this case, even if the first release condition Ccan_1 is satisfied, the stop maintenance control is not terminated and the host vehicle 100 is maintained in a stopped state.

[0110] Furthermore, even if the driver Dr is not depressing the accelerator pedal 31, if the driver Dr was depressing the accelerator pedal 31 at the start of the forced braking control and has just stopped depressing the accelerator pedal 31, the driver Dr may be confused, and if the vehicle 100 starts moving due to the end of the stop-hold control, an erroneous operation may occur.

[0111] Therefore, when the vehicle collision avoidance support device 10 determines that the driver Dr is not depressing the accelerator pedal 31, one of the ways to determine whether or not an erroneous operation state is likely to occur when the stop maintenance control is terminated is to determine whether or not the driver Dr is depressing the accelerator pedal 31 at the start of the forced braking control and the time that has elapsed since the driver Dr stopped depressing the accelerator pedal 31 (erroneous operation stop time Tw) is greater than or equal to a predetermined time (predetermined erroneous operation stop time Tw_th).

[0112] When the vehicle collision avoidance assist device 10 determines that the erroneous operation stop time Tw is shorter than the predetermined erroneous operation stop time Tw_th, it determines that the second cancellation condition Ccan_2 is not satisfied. In this case, even if the first cancellation condition Ccan_1 is satisfied, the stop maintenance control is not terminated and the host vehicle 100 is maintained in a stopped state.

[0113] On the other hand, when the vehicle collision avoidance assist device 10 determines that the erroneous operation stop time Tw is equal to or longer than the predetermined erroneous operation stop time Tw_th, it determines that the second cancellation condition Ccan_2 is met.

[0114] In this way, the vehicle collision avoidance assistance device 10 determines that the second release condition Ccan_2 is met if the vehicle 100 was not stopped this time by the driver abnormality response control, the driver Dr is in the driver's seat, the driver Dr is looking ahead of the vehicle 100, and there is a low possibility of an erroneous operation state occurring even if the stop maintenance control is terminated.

[0115] The vehicle collision avoidance assistance device 10 terminates the stop-maintenance control when it determines that the second release condition Ccan_2 is satisfied. That is, when it determines that the first release condition Ccan_1 and the second release condition Ccan_2 are satisfied, the vehicle collision avoidance assistance device 10 determines that the stop-maintenance release condition Ccan is satisfied, and terminates the stop-maintenance control.

[0116] The above is an overview of the operation of the vehicle collision avoidance assist device 10. According to this, the stop-maintenance control is terminated only when it is determined that the host vehicle 100 was not stopped this time by the driver abnormality response control, the driver Dr is in the driver's seat, the driver Dr is looking ahead of the host vehicle 100, and there is a low possibility of an erroneous operation state occurring even if the stop-maintenance control is terminated. In other words, even if the host vehicle 100 unintentionally starts after the stop-maintenance control is terminated, the stop-maintenance control is terminated only when it is determined that the driver Dr is in a state where he or she can perform appropriate driving operations for the start of the host vehicle 100. Therefore, the stop-maintenance control can be terminated appropriately.

[0117] <Specific operation of the vehicle collision avoidance support system> Next, a specific operation of the vehicle collision avoidance assist device 10 will be described. The CPU of the ECU 90 of the vehicle collision avoidance assist device 10 according to the embodiment of the present invention is configured to execute the routine shown in FIG. 11 at a predetermined calculation cycle. Therefore, at a predetermined timing, the CPU starts processing from step 1100 in FIG. 11, and proceeds to step 1105 to determine whether the value of the forced braking in progress flag Xb is "0". The forced braking in progress flag Xb is a flag that indicates whether forced braking control is being executed, and its value is set to "1" when forced braking control is started, and to "0" when forced braking control is ended.

[0118] If the CPU determines "Yes" in step 1105, it proceeds to step 1110 and determines whether the first collision condition Ccol_1 is met, that is, whether the object distance D200 is equal to or less than the collision possibility determination distance Dth.

[0119] If the CPU determines "Yes" in step 1110, it proceeds to step 1115 and starts notification control. If notification control has already started, the CPU continues that notification control. Next, the CPU proceeds to step 1120 and acquires the predicted arrival time TTC. Next, the CPU proceeds to step 1125 and determines whether the second collision condition Ccol_2 is met, i.e., whether the predicted arrival time TTC is equal to or less than the collision determination time TTCth.

[0120] If the CPU determines "Yes" in step 1125, it proceeds to step 1130 and starts forced braking control. Next, the CPU proceeds to step 1135 and sets the value of the forced braking in progress flag Xb to "1." Next, the CPU proceeds to step 1140 and ends the notification control.

[0121] On the other hand, if the CPU determines "No" in step 1125, it proceeds directly to step 1195 and temporarily ends this routine.

[0122] Also, if the CPU determines "No" in step 1105 or step 1110, it proceeds directly to step 1195 and temporarily ends this routine.

[0123] 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 value of the forced braking in progress flag Xb is "1".

[0124] If the CPU determines "Yes" in step 1205, it proceeds to step 1210 and determines whether the host vehicle 100 is stopped, that is, whether the vehicle speed V100 of the host vehicle 100 is zero.

[0125] If the CPU determines "Yes" in step 1210, it proceeds to step 1215 and ends the forced braking control. Next, the CPU proceeds to step 1220 and sets the value of the forced braking in progress flag Xb to "0." Next, the CPU proceeds to step 1225 and starts stop-maintenance control. Next, the CPU proceeds to step 1230 and sets the value of the stop-maintenance in progress flag Xstop to "1." The stop-maintenance in progress flag Xstop is a flag that indicates whether or not stop-maintenance control is being executed, and its value is set to "1" when stop-maintenance control is started and to "0" when stop-maintenance control is ended.

[0126] Next, the CPU advances the process to step 1295 and temporarily ends this routine.

[0127] On the other hand, if the CPU determines "No" in step 1210, it proceeds to step 1235 and continues to execute forced braking control. Next, the CPU proceeds to step 1295 and temporarily ends this routine.

[0128] If the CPU determines "No" in step 1205, the CPU proceeds directly to step 1295 and terminates this routine.

[0129] Furthermore, the CPU executes the routine shown in Fig. 13 at a predetermined calculation cycle. Therefore, at a predetermined timing, the CPU starts processing from step 1300 in Fig. 13, and proceeds to step 1305, where it determines whether the value of the stop-hold flag Xstop is "1".

[0130] If the CPU determines "Yes" in step 1305, it proceeds to step 1310 and executes the routine shown in Fig. 14. Therefore, when the CPU proceeds to step 1310, it starts the process from step 1400 in Fig. 14, and proceeds to step 1405 to determine whether the value of the first release condition flag Xcan_1 is "1." The first release condition flag Xcan_1 is a flag that indicates whether the first release condition Ccan_1 is satisfied, and its value is set to "1" when the first release condition Ccan_1 is satisfied, and is set to "0" when the first release condition Ccan_1 is no longer satisfied.

[0131] If the CPU determines "Yes" in step 1405, it proceeds to step 1410 and executes the routine shown in Fig. 15. Therefore, when the CPU proceeds to step 1410, it starts the process from step 1500 in Fig. 15, proceeds to step 1505, and determines whether the value of the abnormality response implementation flag Xd is "0". The abnormality response implementation flag Xd is a flag that indicates whether the host vehicle 100 has been stopped by the driver abnormality response control, and its value is set to "1" when the driver abnormality response control is started, and to "0" when the stop maintenance control is ended.

[0132] If the CPU determines "Yes" in step 1505, it proceeds to step 1510 and executes the routine shown in Fig. 16. Therefore, when the CPU proceeds to step 1510, it starts the process from step 1600 in Fig. 16, and proceeds to step 1605 to perform head image detection processing. Next, the CPU proceeds to step 1610 and determines whether or not the head image IMGh has been detected by the head image detection processing.

[0133] If the CPU determines "Yes" in step 1610, it proceeds to step 1615 and acquires the head image area ARh. Next, the CPU proceeds to step 1620 and acquires the head image area ratio RTh. Next, the CPU proceeds to step 1625 and determines whether the head image area ratio RTh is equal to or greater than a predetermined head image area ratio RTh_th.

[0134] If the CPU determines "Yes" in step 1625, it proceeds to step 1630 and sets the value of the head detection flag Xh to "1." The head detection flag Xh is a flag that indicates the possibility that the driver Dr is sitting in the driver's seat, and its value is set to "1" when there is a possibility that the driver Dr is sitting in the driver's seat, and is set to "0" when there is a possibility that the driver Dr is not sitting in the driver's seat.

[0135] Next, the CPU proceeds to step 1635 and determines whether the time (head detection time Thy) during which the value of the head detection flag Xh is maintained at "1" since it was set to "1" is equal to or longer than the predetermined head detection time Thy_th.

[0136] If the CPU determines "Yes" in step 1635, it proceeds to step 1640 and sets the value of the seating flag Xseat to "1." Next, the CPU proceeds to step 1515 in FIG. 15 via step 1695.

[0137] On the other hand, if the CPU determines "No" in step 1635, it proceeds to step 1645 and sets the value of the seating flag Xseat to "0." Next, the CPU proceeds to step 1515 in FIG. 15 via step 1695.

[0138] If the CPU determines "No" in step 1625, it proceeds to step 1650 and sets the value of the head detection flag Xh to "0." Next, the CPU proceeds to step 1655 and determines whether the time (head non-detection time Thn) during which the value of the head detection flag Xh is maintained at "0" after it was set to "0" is equal to or longer than a predetermined head non-detection time Thn_th.

[0139] If the CPU determines "Yes" in step 1655, it proceeds to step 1660 and sets the value of the seating flag Xseat to "0." Next, the CPU proceeds to step 1515 in FIG. 15 via step 1695.

[0140] On the other hand, if the CPU determines "No" in step 1655, it proceeds to step 1665 and sets the value of the seating flag Xseat to "1." Next, the CPU proceeds to step 1515 in FIG. 15 via step 1695.

[0141] 15. If the CPU determines "No" in step 1610, it proceeds to step 1670 and sets the value of the seating flag Xseat to "0." Next, the CPU proceeds to step 1515 in FIG. 15 via step 1695.

[0142] When the CPU proceeds to step 1515 in FIG. 15, it determines whether the driver Dr is sitting in the driver's seat, that is, whether the value of the seating flag Xseat is "1".

[0143] If the CPU determines "Yes" in step 1515, it proceeds to step 1520 and executes the routine shown in Fig. 17. Therefore, when the CPU proceeds to step 1520, it starts the process from step 1700 in Fig. 17, and proceeds to step 1705 to acquire the yaw angle θy, pitch angle θp, and roll angle θr for the head of the driver Dr based on the head image information INFh. Next, the CPU proceeds to step 1710 and determines whether the absolute value of the yaw angle θy is equal to or less than a predetermined yaw angle θy_th.

[0144] If the CPU determines "Yes" in step 1710, it proceeds to step 1715 and determines whether the absolute value of the pitch angle θp is equal to or less than a predetermined pitch angle θp_th.

[0145] If the CPU determines "Yes" in step 1715, it proceeds to step 1720 and determines whether the absolute value of the roll angle θr is equal to or less than a predetermined roll angle θr_th.

[0146] If the CPU determines "Yes" at step 1720, it proceeds to step 1725 and determines whether the eye-opening time Teo is equal to or greater than the predetermined eye-opening time Teo_th.

[0147] If the CPU determines "Yes" in step 1725, it proceeds to step 1730 and sets the value of the visual flag Xe to "1." The visual flag Xe is a flag that indicates whether the driver Dr is looking ahead (the traveling direction of the vehicle 100) continuously for a certain period of time or more, and its value is set to "1" when it is determined that the driver Dr is looking ahead continuously for a certain period of time or more, and is set to "0" when it is determined that the driver Dr is not looking ahead or when it is determined that the driver Dr is looking ahead but not continuously for a certain period of time or more.

[0148] Next, the CPU advances the process to step 1525 in FIG. 15 via step 1795.

[0149] On the other hand, if the CPU determines "No" in step 1725, it proceeds to step 1735 and sets the value of the visual inspection flag Xe to "0." Next, the CPU proceeds to step 1525 in FIG. 15 via step 1795.

[0150] Also, if the CPU determines "No" in step 1710, step 1715, or step 1720, the CPU proceeds to step 1735 and sets the value of the visual inspection flag Xe to "0." Next, the CPU proceeds to step 1525 in FIG. 15 via step 1795.

[0151] When the CPU proceeds to step 1525 in FIG. 15, it determines whether the driver Dr has been looking ahead of the vehicle 100 for a certain period of time or more, that is, whether the value of the visual observation flag Xe is "1".

[0152] If the CPU determines "Yes" in step 1525, it proceeds to step 1530 and executes the routine shown in Fig. 18. Therefore, when the CPU proceeds to step 1530, it starts the process from step 1800 in Fig. 18, and proceeds to step 1805 to determine whether or not the driver Dr has performed an erroneous operation, i.e., whether or not the driver Dr has depressed the accelerator pedal 31.

[0153] If the CPU determines "Yes" in step 1805, it proceeds to step 1810 and sets the value of the error flag Xw to "1." The error flag Xw is a flag that indicates whether the driver Dr is currently performing an erroneous driving operation, or whether he performed an erroneous driving operation but has stopped the erroneous driving operation and a certain amount of time has passed since he stopped the erroneous driving operation. The value of the error flag Xw is set to "1" if the driver Dr is currently performing an erroneous driving operation, or if he performed an erroneous driving operation and has stopped the erroneous driving operation but a certain amount of time has not passed since he stopped the erroneous driving operation, and is set to "0" if the driver Dr is not currently performing an erroneous driving operation and a certain amount of time has passed since he stopped the erroneous driving operation.

[0154] Next, the CPU advances the process to step 1535 in FIG. 15 via step 1895.

[0155] On the other hand, if the CPU judges "No" in step 1805, it proceeds to step 1815 and determines whether the time that has elapsed since the driver Dr stopped the erroneous operation (erroneous operation stop time Tw) is equal to or greater than the predetermined erroneous operation stop time Tw_th.

[0156] If the CPU determines "Yes" in step 1815, it proceeds to step 1820 and sets the value of the operation error flag Xw to "0." Next, the CPU proceeds to step 1535 in FIG. 15 via step 1895.

[0157] On the other hand, if the CPU determines "No" in step 1815, it proceeds to step 1825 and sets the value of the operation error flag Xw to "1." Next, the CPU proceeds to step 1535 in FIG. 15 via step 1895.

[0158] When the CPU proceeds to step 1535 in FIG. 15, it determines whether or not there is a possibility that an erroneous operation state will occur when the stop maintenance control is ended, that is, whether or not the value of the erroneous operation flag Xw is "0".

[0159] If the CPU determines "Yes" in step 1535, it proceeds to step 1540 and sets the value of the second release condition flag Xcan_2 to "1." Next, the CPU proceeds to step 1595 and proceeds to step 1415 in FIG. 14.

[0160] On the other hand, if the CPU determines "No" in step 1535, it proceeds to step 1545 and sets the value of the second release condition flag Xcan_2 to "0." Next, the CPU proceeds to step 1595 and proceeds to step 1415 in FIG. 14.

[0161] Also, if the CPU determines "No" in step 1505, step 1515, or step 1525, the CPU proceeds to step 1545 and sets the value of the second release condition flag Xcan_2 to "0." Next, the CPU proceeds to step 1415 in FIG. 14 via step 1595.

[0162] When the CPU advances the process to step 1415 in FIG. 14, it determines whether the second cancellation condition Ccan_2 is met, that is, whether the value of the second cancellation condition flag Xcan_2 is "1".

[0163] If the CPU determines "Yes" in step 1415, it proceeds to step 1420 and sets the value of the stop-hold release condition flag Xcan_0 to "1." The stop-hold release condition flag Xcan_0 is a flag that indicates whether the stop-hold release condition Ccan is satisfied, and its value is set to "1" when it is determined that the stop-hold release condition Ccan is satisfied, and is set to "0" when it is determined that the stop-hold release condition Ccan is not satisfied.

[0164] Next, the CPU advances the process to step 1315 in FIG. 13 via step 1495.

[0165] On the other hand, if the CPU determines "No" in step 1415, it proceeds to step 1425 and sets the value of the stop-hold release condition flag Xcan_0 to "0." Next, the CPU proceeds to step 1495 and proceeds to step 1315 in FIG. 13.

[0166] Also, if the CPU determines "No" in step 1405, it proceeds to step 1425 and sets the value of the stop hold release condition flag Xcan_0 to "0." Next, the CPU proceeds to step 1315 in FIG. 13 via step 1495.

[0167] When the CPU proceeds to step 1315 in FIG. 13, it determines whether the stop-hold release condition Ccan is met, that is, whether the value of the stop-hold release condition flag Xcan_0 is "1".

[0168] If the CPU determines "Yes" in step 1315, it proceeds to step 1320 and ends the stop-maintenance control. Next, the CPU proceeds to step 1325 and sets the value of the stop-maintenance flag Xstop to "0." Next, the CPU proceeds to step 1395 and temporarily ends this routine.

[0169] On the other hand, if the CPU determines "No" in step 1315, it proceeds to step 1330 and continues to execute the stop-maintenance control. Next, the CPU proceeds to step 1395 and temporarily ends this routine.

[0170] If the CPU determines "No" in step 1305, the CPU proceeds directly to step 1395 and temporarily ends this routine.

[0171] The above is the specific operation of the vehicle collision avoidance assistance device 10.

[0172] 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]

[0173] 10... vehicle collision avoidance support device, 60... surrounding information detection device, 70... driver state detection device, 90... ECU, 100... host vehicle, 200... forward object< / ecu>

Claims

1. The system is configured to be able to execute a collision avoidance control that applies a braking force to the host vehicle to stop it in order to avoid a collision between the host vehicle and an object ahead of the host vehicle, and a driver abnormality response control that is executed when it is determined that the driver of the host vehicle is unable to perform driving operations or when an emergency stop button is operated and a request is made to stop the host vehicle, and that applies a braking force to the host vehicle to stop it, a vehicle collision avoidance assistance device configured to execute the collision avoidance control or the driver abnormality response control, to stop the host vehicle by the collision avoidance control or the driver abnormality response control, and then execute a stop maintenance control to maintain the host vehicle in a stopped state, and to continue the stop maintenance control if a predetermined stop maintenance release condition is not satisfied; When at least one of the first release condition and the second release condition is not satisfied, it is determined that the predetermined stop-maintenance release condition is not satisfied, and the stop-maintenance control is continued, the first release condition is a condition that a time that has elapsed since the start of the stop-maintenance control reaches a predetermined time or a driving operation by a driver of the host vehicle is detected after the start of the stop-maintenance control, The second cancellation condition is a condition different from the first cancellation condition, and is a condition that is not satisfied at least when the stop of the host vehicle is performed by the driver abnormality response control. Vehicle collision avoidance assistance device.

2. 2. The vehicle collision avoidance assistance device according to claim 1, The second cancellation condition is a condition different from the first cancellation condition, and is a condition that is not satisfied at least when the driver is not seated in the driver's seat of the host vehicle. Vehicle collision avoidance assistance device.

3. 2. The vehicle collision avoidance assistance device according to claim 1, The second cancellation condition is a condition different from the first cancellation condition, and is a condition that is not satisfied at least when the driver is not looking ahead of the host vehicle. Vehicle collision avoidance assistance device.

4. 2. The vehicle collision avoidance assistance device according to claim 1, The second release condition is a condition different from the first release condition, and is a condition that is not satisfied at least when there is a high possibility that a state in which the driver will perform an erroneous operation will occur even if the stop-maintenance control is terminated. Vehicle collision avoidance assistance device.

5. 2. The vehicle collision avoidance assistance device according to claim 1, When the driver is in a state where he or she is unable to perform normal driving operations even if the first release condition is satisfied, it is determined that the second release condition is not satisfied and the predetermined stop-maintenance release condition is not satisfied, and the stop-maintenance control is continued, When the first release condition is satisfied, if the driver's line of sight is not directed forward of the vehicle, or when the driver's eyes are not open, it is determined that the driver is in a state where he or she cannot perform normal driving operations. Vehicle collision avoidance assistance device.

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