JP2000066726A - Traveling safety device for vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To minimize the interference of a collision evading operation by automatic steering with a driver's spontaneous collision evading operation in a device for automatically steering a steering device so as to evade contact with an opposite vehicle. SOLUTION: A reference steering amount is set based on the vehicle behavior change of a present vehicle generated by steering in a reference steering amount setting means M6 and a required horizontal movement amount for contact evasion decided based on a horizontal deviation between the appropriate course of the present vehicle and a contact position is calculated in a required horizontal movement amount calculation means M7. Then, in a steering amount output means M8, a reference horizontal movement amount by the reference steering amount is compared with the required horizontal movement amount and a target steering amount is outputted to a steering control means based on the compared result. Thus, excessive vehicle behavior change is prevented from being generated by the output of an excessive target steering amount and the automatic steering is prevented from being started too early.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a driving safety device for a vehicle which uses an object detecting means such as a radar device to prevent the vehicle from contacting an oncoming vehicle.

[0002]

2. Description of the Related Art Such a vehicle safety device is disclosed in Japanese Patent Application Laid-Open
It is already known from -14100.

[0003] The above-mentioned publication discloses that when the own vehicle may enter the oncoming lane and collide with the oncoming vehicle,
A warning is issued to prompt the driver to perform a voluntary collision avoidance operation, and the vehicle is automatically braked to avoid a collision with an oncoming vehicle.

[0004]

However, since the above-mentioned prior art does not automatically steer the steering device of the own vehicle in order to avoid a collision with an oncoming vehicle, the driver performs steering to avoid the collision. When the vehicle is not spontaneously performed or the oncoming vehicle does not perform the collision avoidance operation, it is conceivable that the collision cannot be avoided even if the own vehicle is stopped by the automatic braking.
Therefore, it is conceivable to automatically steer the steering device of the own vehicle to avoid a collision.However, if the start timing of automatic steering is increased or the steering amount of automatic steering is increased in order to enhance the collision avoidance effect May interfere with the driver's spontaneous collision avoidance operation.

SUMMARY OF THE INVENTION The present invention has been made in view of the above-mentioned circumstances, and relates to an automatic steering apparatus for automatically steering a steering device to avoid contact with an oncoming vehicle. An object of the present invention is to minimize interference with a simple collision avoidance operation.

[0006]

In order to achieve the above object, the invention described in claim 1 comprises an object detecting means for detecting an object present in the traveling direction of the own vehicle, and a detecting means for detecting a vehicle speed of the own vehicle. A vehicle speed detecting means that determines an oncoming vehicle based on a detection result of the object detecting means and a vehicle speed of the own vehicle detected by the vehicle speed detecting means, and includes a relative position, a relative distance, and a relative speed between the own vehicle and the oncoming vehicle. A relative relationship calculating means for calculating a relative relationship, and a proper course for setting a proper course of the own vehicle so that the own vehicle can appropriately pass an oncoming vehicle based on the relative position, the relative distance, and a predetermined appropriate lateral distance. Setting means for predicting a contact position at which the own vehicle contacts an oncoming vehicle at a contact time when the own vehicle contacts the oncoming vehicle based on the relative position, the relative distance, the relative speed, and the vehicle speed of the own vehicle; Position predicting means, contact possibility determining means for comparing the contact position with the appropriate course to determine the possibility of contact between the own vehicle and the oncoming vehicle, and determining that there is a possibility of contact by the contact possibility determining means. Steering control means for automatically steering the steering device of the own vehicle to avoid contact when touched,
Reference steering amount setting means for setting a reference steering amount based on a change in vehicle behavior of the own vehicle caused by steering; and a necessary lateral movement for avoiding contact determined based on the lateral deviation between the proper course and the contact position. The required lateral movement amount calculating means for calculating the amount, and the steering based on the result of comparing the lateral movement amount based on the reference steering amount set by the reference steering amount setting means with the required lateral movement amount calculated by the required lateral movement amount calculating means. A steering amount output means for outputting a target steering amount to the control means is provided.

According to the above construction, the reference steering amount setting means sets the reference steering amount based on a change in the vehicle behavior of the own vehicle caused by the steering, and the necessary lateral movement amount calculating means sets the proper course of the own vehicle and A required lateral movement amount for avoiding contact determined based on the lateral deviation between contact positions is calculated. The steering amount output means compares the reference lateral movement amount based on the reference steering amount set by the reference steering amount setting means with the required lateral movement amount calculated by the required lateral movement amount calculating means, and performs steering based on the comparison result. Since the target steering amount is output to the control means, it is possible to prevent an excessive target steering amount from being output, causing a lateral movement amount larger than a required lateral movement amount, or preventing the target steering amount from being output too quickly. Can be. As a result, the automatic steering based on the excessive target steering amount is prevented from being performed, and the interference between the automatic steering and the driver's spontaneous collision avoidance operation can be minimized.

According to a second aspect of the present invention, in addition to the configuration of the first aspect, the steering amount output means outputs the reference steering amount when the required lateral movement amount is smaller than the reference lateral movement amount. Is corrected in the decreasing direction.

According to the above configuration, when the required lateral movement amount calculated by the required lateral movement amount calculating means is smaller than the reference lateral movement amount corresponding to the reference steering amount set by the reference steering amount setting means, Since the steering amount is corrected in the decreasing direction, it is possible to more effectively prevent the driver from feeling uncomfortable due to a change in vehicle behavior caused by automatic steering.

According to a third aspect of the present invention, in addition to the configuration of the first or second aspect, when the required lateral movement amount is smaller than the reference lateral movement amount, the steering amount output means outputs the reference amount. It is characterized in that the timing of starting the steering based on the steering amount is delayed.

According to the above configuration, when the required lateral movement amount calculated by the required lateral movement amount calculating means is smaller than the reference lateral movement amount corresponding to the reference steering amount set by the reference steering amount setting means, automatic steering is performed. By delaying the start, it is possible to more effectively prevent the driver from feeling uncomfortable that the start of the steering is too early.

According to a fourth aspect of the present invention, in addition to the configuration of the third aspect, the steering amount output means outputs the reference steering amount when the required lateral movement amount is smaller than the reference lateral movement amount. Is corrected in the decreasing direction or the timing of starting the steering based on the reference steering amount is delayed.

According to the above configuration, when the required lateral movement amount calculated by the required lateral movement amount calculating means is smaller than the reference lateral movement amount corresponding to the reference steering amount set by the reference steering amount setting means, Correcting the steering amount in the decreasing direction or delaying the start of steering based on the reference steering amount,
It is possible to prevent the automatic steering from being too strong or starting the automatic steering too early from interfering with the driver's voluntary collision avoidance operation.

According to a fifth aspect of the present invention, in addition to the configuration of the fourth aspect, the steering amount output means is provided when the relative speed between the own vehicle and the oncoming vehicle is low or when the vehicle speed of the own vehicle is low. And a correction for reducing the reference steering amount.

According to the above configuration, the reference steering amount is corrected to be small when the relative speed between the own vehicle and the oncoming vehicle is low, or when the own vehicle is low. Changes can avoid oncoming vehicles.

According to a sixth aspect of the present invention, in addition to the configuration of the fourth or fifth aspect, the steering amount output means is provided when the relative speed between the own vehicle and the oncoming vehicle is high, or when the vehicle speed of the own vehicle is low. When it is high, the timing of starting the steering based on the reference steering amount is delayed.

According to the above configuration, when the relative speed between the own vehicle and the oncoming vehicle is high, or when the own vehicle is high in speed, the timing for starting the steering based on the reference steering amount is delayed, giving the driver a sense of incongruity. It is possible to avoid an oncoming vehicle at an appropriate timing without using it.

According to a seventh aspect of the present invention, in addition to the configuration of the fourth aspect, the steering amount output means performs steering based on the reference steering amount when the relative distance between the own vehicle and the oncoming vehicle is large. It is characterized in that the start time is delayed.

According to the above configuration, when the relative distance between the host vehicle and the oncoming vehicle is large, the timing of starting the steering based on the reference steering amount is delayed, so that the oncoming vehicle is avoided at an appropriate timing without giving the driver an uncomfortable feeling. can do.

According to the invention described in claim 8, in addition to the structure of claim 4 or 7, the steering amount output means reduces the reference steering amount when the relative distance between the own vehicle and the oncoming vehicle is small. Is performed.

According to the above configuration, the reference steering amount is corrected to be small when the relative distance between the own vehicle and the oncoming vehicle is small.
It is possible to avoid an oncoming vehicle with a smaller change in vehicle behavior without giving the driver an uncomfortable feeling.

According to a ninth aspect of the present invention, in addition to any one of the first to eighth aspects, the reference steering amount setting means is configured to detect a change in the vehicle behavior of the own vehicle caused by the steering of the steering control means. And a steering amount set in advance based on the vehicle speed of the own vehicle, and the smaller one is set as a reference steering amount.

According to the above construction, the smaller of the steering amount set based on the vehicle behavior change of the own vehicle caused by the steering of the steering control means and the steering amount set in advance based on the vehicle speed of the own vehicle is determined. Since it is set as the reference steering amount, it is possible to prevent the occurrence of excessive steering or a change in vehicle behavior that gives the driver an uncomfortable feeling.

According to a tenth aspect of the present invention, in addition to any one of the first, fourth, sixth and seventh aspects, the steering control means is provided when the timing of starting the steering is delayed by the steering amount output means. Is characterized in that the steering speed is increased so that a reference lateral movement amount based on the reference steering amount set by the reference steering amount setting means can be secured.

According to the above configuration, when the timing of starting the steering is delayed, the steering speed is increased to compensate for the delay, so that even if the timing of starting the steering is delayed, the lateral movement amount without excess or shortage is secured. be able to.

[0026]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS Hereinafter, embodiments of the present invention will be described based on embodiments of the present invention shown in the accompanying drawings.

FIGS. 1 to 23 show an embodiment of the present invention. FIG. 1 is an overall structural view of a vehicle provided with a driving safety device.
2 is a block diagram of a driving safety device, FIG. 3 is a perspective view of a steering device of a vehicle, FIG. 4 is an explanatory diagram of functions of an electronic control unit,
FIG. 5 is a block diagram showing a circuit configuration of the electronic control unit.
6 is a flowchart of a main routine, FIG. 7 is a flowchart of a frontal collision avoidance control routine, FIG. 8 is a flowchart of a turning collision avoidance control routine, FIG. 9 is a flowchart of a frontal collision determination routine, FIG. 10 is a flowchart of an alarm control routine, FIG. 11 is a flowchart of an avoidance steering control routine, FIG. 12 is a diagram showing the content of collision avoidance control during turning, FIG. 13 is an explanatory diagram of a method of calculating a lateral deviation δd (when a collision occurs), and FIG. FIG. 15 is an explanatory diagram of a method for calculating δd (when the own vehicle passes on the left side of the oncoming vehicle), and FIG. 15 is an explanatory diagram of the method for calculating the lateral deviation δd (when the own vehicle passes on the right side of the oncoming vehicle). 16 is the lateral deviation δ
d is a map for searching for a correction coefficient, FIG. 17 is an explanatory diagram of a calculation method of a reference steering angle for collision avoidance, FIG. 18 is a map for searching for a steering angle correction value δ (θ), and FIG. FIG. 20 is a block diagram of a control system of an actuator, FIG. 21 is an explanatory diagram of selection criteria for steering angle suppression control and timing delay control, FIG. 22 is an explanatory diagram of steering angle suppression control, and FIG. FIG. 4 is an explanatory diagram of corner timing delay control.

As shown in FIGS. 1 and 2, the left and right front wheels
Vehicle provided with Wf, Wf and left and right rear wheels Wr, Wr
Is used to steer the left and right front wheels Wf, Wf which are the steered wheels.
Steering wheel 1 and steering by driver
Steering force and impulse to assist the operation of the ring wheel 1
Electric power steering that generates steering force for collision avoidance
And a switching device 2. Of the electric power steering device 2
The electronic control unit U for controlling the operation includes object detection means.
Of the radar device 3 and the steering wheel 1
Steering angle sensor S for detecting steering angle₁And the steering wheel
Steering torque detecting steering torque input to wheel 1
Sensor S_TwoAnd a lateral acceleration sensor that detects the lateral acceleration of the vehicle
S_ThreeAnd the own vehicle yaw rate that detects the yaw rate of the vehicle body
Sensor S_FourAnd the rotation speed of each wheel Wf, Wf; Wr, Wr
Speed sensor S for detecting vehicle speed_Five… And the signal from
You. The electronic control unit U includes the radar device 3 and each cell.
Sensor S ₁~ S_Five… Based on the signal from
The operation of the ringing device 2 is controlled and the liquid crystal display
Display 4 consisting of play and buzzer and lamp
The operation of the alarm 5 is controlled.

The radar device 3 transmits an electromagnetic wave toward a predetermined range in the left-right direction in front of the own vehicle and receives a reflected wave of the electromagnetic wave reflected by the object, thereby determining the relative distance between the own vehicle and the object, Detects the relative speed between the car and the object and the direction of the object. In this embodiment, a millimeter-wave radar capable of detecting the above-mentioned relative relationship between the vehicle and the object by one transmission / reception is used.

FIG. 3 shows the structure of the steering device 11.
The rotation of the steering wheel 1 is transmitted to the rack 1 via a steering shaft 12, a connecting shaft 13 and a pinion 14.
5 and the reciprocating motion of the rack 15 is transmitted to the left and right front wheels Wf, Wf via the left and right tie rods 16, 16. The electric power steering device 2 provided in the steering device 11 includes a drive gear 18 provided on an output shaft of an actuator 17, a driven gear 19 meshing with the drive gear 18, and a screw shaft 20 integrated with the driven gear 19. And a nut 21 meshed with the screw shaft 20 and connected to the rack 15.
Therefore, when the actuator 17 is driven, the driving force is transmitted to the driving gear 18, the driven gear 19, the screw shaft 2
0, nut 21, rack 15 and left and right tie rods 1
It can be transmitted to the left and right front wheels Wf, Wf via the wheels 6, 16.

As shown in FIG. 4, the electronic control unit U comprises an electric power steering control means 22, a head-on collision avoidance control means 23, a switching means 24, and an output current determination means 2.
5 is provided. Normally, the switching means 24 is connected to the electric power steering control means 22 side, and the electric power steering device 2 performs a normal power steering function. That is, the steering torque sensor steering torque vehicle speed is calculated based on the output of the S ₂ sensor S ₅ ... output current determining means 25 to a predetermined value corresponding to the vehicle speed calculated based on the output of the actuator 17 The output current to the steering wheel 1 is determined, and the output current is output to the actuator 17 via the drive circuit 26, whereby the operation of the steering wheel 1 by the driver is assisted.
On the other hand, when there is a possibility that the own vehicle collides head-on with the oncoming vehicle, the switching means 24 is connected to the front collision avoidance control means 23 side, and the driving of the actuator 17 is controlled by the front collision avoidance control means 23. Automatic steering is performed to avoid a frontal collision with an oncoming vehicle. The details of the automatic steering will be described later.

Next, the configuration of the frontal collision avoidance control means 23 and an outline of its function will be described with reference to FIG.

The head-on collision avoiding control means 23 includes a relative relation calculating means M1, an appropriate course setting means M2, a contact position predicting means M3, a contact possibility determining means M4, a steering control means M5, and a reference steering amount setting. It comprises means M6, required lateral movement amount calculating means M7, and steering amount output means M8.

The relative relationship calculating means M1 includes an object detecting means (radar device 3) and a vehicle speed detecting means (vehicle speed sensor S).
₅ ), the relative angle (relative position) θ, the relative distance L, and the relative speed Vs between the own vehicle Ai and the oncoming vehicle Ao.
Is calculated. The proper course setting means M2 sets an original proper course R of the own vehicle Ai so that the own vehicle Ai passes the oncoming vehicle Ao properly. The contact position prediction means M4 predicts a contact position P at which the own vehicle Ai contacts the oncoming vehicle Ao at a contact time when the own vehicle Ai passes the oncoming vehicle Ao. Then, the contact possibility determining means M4 determines the contact position P with the appropriate course R
Then, the possibility of contact between the own vehicle Ai and the oncoming vehicle Ao is determined. The steering control means M5 includes the own vehicle Ai and the oncoming vehicle A
When it is determined that there is a possibility of contact with o, the actuator 17 of the steering device 11 is automatically operated to avoid the contact.

The reference steering amount setting means M6 sets the reference steering amount based on the change in the vehicle behavior of the own vehicle Ai caused by the steering, and the necessary lateral movement amount calculation means M7 calculates the lateral movement amount between the appropriate course R and the contact position P. The required lateral movement amount for avoiding contact determined based on the deviation δd is calculated. The steering amount output means M8 is configured to output the steering control means M based on a result of comparing the lateral movement amount and the required lateral movement amount generated at the reference steering amount.
5, the target steering amount is output.

Next, the operation of this embodiment will be described in detail with reference to the flowcharts of FIGS.

First, step S of the main routine shown in FIG.
At 11, the state of the own vehicle is detected based on the outputs of the steering angle sensor S ₁ , the steering torque sensor S ₂ , the lateral acceleration sensor S ₃ , the own vehicle yaw rate sensor S _4, and the vehicle speed sensor S ₅ .
In the following step S12, the state of the oncoming vehicle is detected by the radar device 3. The radar device 3 is not only the oncoming vehicle but also the preceding vehicle,
Although a pedestrian bridge, a sign, a cat's eye, and the like are detected, an oncoming vehicle can be identified from other objects based on the relative speed with the own vehicle. In the following step S13, the state of the own vehicle and the state of the oncoming vehicle are displayed on the display 4.

In the following step S14, it is checked whether or not the head-on collision avoidance control is properly performed based on the detection results of the radar device 3 and the sensors S _{1 to} S ₅ . The head-on collision avoidance control is executed only when the driver is not traveling excessively. For example, when traveling at overspeed, the operation of the system is stopped in step S15, and the driver To prompt appropriate driving. Step S1
As a result of the system check in step 4, if it is detected that the driver has performed a voluntary steering operation to avoid a head-on collision with an oncoming vehicle, the head-on collision avoidance control is stopped in step S16 and the normal electric The control returns to the power steering control, and the driver is notified of the fact by the display 4. Thus, it is possible to prevent the driver's spontaneous steering operation from interfering with the automatic steering control of the head-on collision avoidance control.

If the result of the system check in step S14 is normal, the running state of the own vehicle is determined in step S17. The own vehicle is in a running state close to straight ahead, the time when the vehicle passes (collides) with the oncoming vehicle based on the detection results of the radar device 3 and the sensors S _{1 to} S ₅ , and the positions of the own vehicle and the oncoming vehicle If the relationship can be accurately estimated, the process shifts to step S18 to execute the frontal collision avoidance control. On the other hand, although the vehicle is not traveling excessively, the turning degree of the own vehicle is strong, and the time when the vehicle passes (collides) with the oncoming vehicle,
If the positional relationship between the own vehicle and the oncoming vehicle at that time cannot be accurately estimated, the process proceeds to step S19 to execute the turning collision avoidance control. Then, in step S20, the actuator 17 of the electric power steering device 2 is operated based on the front collision avoidance control or the turning collision avoidance control in order to avoid a collision between the own vehicle and the oncoming vehicle.

Next, the contents of the "frontal collision avoidance control" in step S18 will be described with reference to the flowchart of FIG.

First, in step S21, a collision determination parameter indicating the degree of possibility of collision between the own vehicle and the oncoming vehicle is determined.
That is, the lateral deviation δd between the own vehicle and the proper course R at the time when the own vehicle and the oncoming vehicle pass each other (or when the collision occurs).
Is calculated. Then, in step S22, the lateral deviation δd
Is compared with a threshold value to be described later to determine the possibility of collision. If there is a possibility of collision and the possibility is small, the alarm 5 is activated in step S23 to issue an alarm to the driver. . If there is a possibility of a collision and the possibility is high, an alarm is issued, and in step S24, the actuator 17 is driven to execute automatic steering for avoiding an oncoming vehicle. Step S22
The details of the “collision determination”, the “warning control” of the step S23, and the “avoidance steering control” of the step S24 will be described later in detail with reference to FIGS. 9, 10, and 11.

Next, the contents of the "turning collision avoidance control" of step S19 will be described with reference to the flowchart of FIG.

First, in step S31, the collision risk during turning is calculated. As shown in FIG. 12, the collision risk is determined based on the difference between the turning radius of the own vehicle and the turning radius of the oncoming vehicle, and the risk is determined to be higher as the difference increases. . Then, in step S32, the warning control and the lane departure prevention control according to the collision risk are executed. At the time of turning, it is difficult to accurately estimate the time of passing (collision) with the oncoming vehicle and the positional relationship between the own vehicle and the oncoming vehicle at that time, so that the collision avoidance control is weaker than that of straight ahead. .

As shown in FIG. 12, the degree of collision danger during turning is set at three levels: level 1, level 2 and level 3. For example, in the case of left-hand traffic, the own vehicle turns right. If the vehicle is turning, the determination is made based on the turning radius of the oncoming vehicle minus the turning radius of the own vehicle. If the vehicle is turning left, the determination is made based on the turning radius of the own vehicle minus the turning radius of the oncoming vehicle. At level 1 where the degree of danger is low, only the alarm by the alarm 4 is executed, and at level 2 where the degree of danger is medium, an alarm by the alarm 4 and weak lane departure prevention control by the actuator 17 are executed, and level 3 where the degree of danger is high Then, the warning by the alarm 4 and the strong lane departure prevention control by the actuator 17 are executed. The lane departure prevention control prevents the lane departure by driving the actuator 1 of the electric power steering device 2 to generate a steering reaction force that hinders the steering when the driver performs steering in a direction deviating from the lane. Is what you do.

The warning in the "collision avoidance control at turning" is distinguished from the warning in the "front collision avoidance control".
The tone color of the buzzer and the color of the lamp of the alarm 5 are made different.

Next, the "collision determination" in step S22 is performed.
Are described in the flowchart of FIG. 9 and FIGS.
A description will be given based on the explanatory diagram of FIG.

First, at step S41, the vehicle speed sensors S ₅ .
Calculating a vehicle speed Vi of the vehicle Ai based on output, calculates a yaw rate γi of the vehicle Ai based on the output of the vehicle yaw rate sensor S ₄ at step S42, based on the output of the radar device 3 at step S43 Own car Ai and oncoming car Ao
Is calculated based on the output of the radar device 3 in step S44, and the relative speed Vs between the own vehicle Ai and the oncoming vehicle Ao is calculated in step S44. Is calculated with respect to the oncoming vehicle Ao. In a succeeding step S46, an original proper course R of the own vehicle Ai to pass without colliding with the oncoming vehicle is set based on the appropriate lateral distance da measured from the current position of the oncoming vehicle Ao. The appropriate lateral distance da is set in advance, and its value is, for example, 3 m. In a succeeding step S47, the yaw rate γo of the oncoming vehicle Ao is calculated from the vehicle speed Vi and the yaw rate γi of the own vehicle Ai and the relative positional relationship of the oncoming vehicle Ao with respect to the own vehicle Ai. Then, in step S48, the lateral deviation δd between the own vehicle Ai and the proper course R at the position where the own vehicle Ai passes the oncoming vehicle Ao (contact position P) is calculated. Hereinafter, the process of calculating the lateral deviation δd will be described in detail with reference to FIG.

FIG. 13 shows a state in which the host vehicle Ai tries to accidentally enter the lane on the oncoming vehicle Ao side on a left-hand traffic road. Here, the proper lateral position Ai 'is a position on the proper course R of the own vehicle Ai and corresponding to the lateral direction of the current position of the oncoming vehicle Ao.
The distance from the distance o is an appropriate lateral distance da (for example, 3 m). L is the relative distance between the own vehicle Ai and the oncoming vehicle Ao, and is calculated based on the output of the radar device 3. θ is the vehicle A
It is a relative angle between i and the oncoming vehicle Ao, and is calculated based on the output of the radar device 3. ε is the proper course R of the vehicle Ai
And the direction of the oncoming vehicle Ao, and is obtained geometrically based on the relative distance L and the appropriate lateral distance da. Vi is the vehicle speed of the own vehicle Ai, and the vehicle speed sensor S
₅ Calculated based on the output of. Vs is a relative vehicle speed corresponding to a difference between the vehicle speed Vi of the own vehicle Ai and the vehicle speed Vo of the oncoming vehicle Ao, and is calculated based on the output of the radar device 3.

In FIG. 13, in the hatched triangle, X cos (θ + ε) = L sin θ (1) holds, and when this is solved for X, X = L sin θ / cos (θ + ε) (2) Is obtained. The contact time tc measured based on the present time
(Elapsed time until passing time or collision time)
It is obtained as a value obtained by dividing the relative distance L by the relative speed Vs.

Tc = L / Vs (3) The distance Lc from the vehicle Ai to the contact position P (passing position or collision position) is obtained as a product of the vehicle speed Vi and the contact time tc.

Lc = Vi · tc = L (Vi / Vs) (4) As is apparent from FIG. 13, the similarity between two right triangles sharing the vertex of the angle θ + ε at the position of the vehicle Ai is given by: ': L = δd: da + X (5) holds, and from the relationship of Lc ′ cosε = Lc cos (θ + ε) and the above equations (2), (4) and (5),
The lateral deviation δd is obtained as in the following equation.

[0052]

(Equation 1)

Of the five variables on the right side of equation (6), Vi can always be calculated, and Vs, L, θ, ε
Can be calculated by one transmission / reception of the radar device 3, so that the lateral deviation δd can be calculated promptly when the oncoming vehicle Ao is first determined by the radar device 3. Accordingly, even when the own vehicle Ai and the oncoming vehicle Ao approach each other, there is no room for the contact time tc, and it is possible to quickly determine the possibility of contact and start the collision avoidance control.

Then, in step S49 of the flowchart of FIG. 9, the lateral deviation δd is compared with a preset contact determination reference value, and the lateral deviation δd is compared with the first contact determination reference value δdn and the second contact determination reference value. If it is between δdx, that is, if δdn <δd <δdx is satisfied, it is determined in step S50 that the own vehicle Ai may collide with the oncoming vehicle Ao (see FIG. 13). On the other hand, as shown in FIG.
dn or δd ≧ δd as shown in FIG.
If x, it is determined in step S51 that there is no possibility that the own vehicle Ai will collide with the oncoming vehicle Ao. The state shown in FIG. 15 corresponds to, for example, a case where the own vehicle Ai crosses the lane of the oncoming vehicle Ao diagonally to enter the branch road.

The first contact judgment reference value δdn and the second contact judgment reference value δdx are appropriately set according to the vehicle width of the host vehicle Ai, and are, for example, the first contact judgment reference value δd.
n = 1.5 m, and the second contact determination reference value δdx = 4.5 m.

In the above description, the yaw rate γi of the own vehicle Ai and the yaw rate γo of the oncoming vehicle Ao are not taken into account when calculating the lateral deviation δd.
By considering o, collision avoidance with higher accuracy is performed.

When the own vehicle Ai runs at the vehicle speed Vi and the yaw rate γi, a lateral acceleration of Viγi occurs.
The lateral movement amount yi of the vehicle Ai is calculated by integrating γi twice. Therefore, the lateral movement amount yi of the vehicle Ai at the contact time tc = L / Vs is given by yi = (Vi · γi / 2) · (L / Vs) ² (7).

Similarly, when the oncoming vehicle Ao travels at the vehicle speed Vo and the yaw rate γo, a lateral acceleration of Voγo occurs. Therefore, the oncoming vehicle Ao is integrated by integrating this Voγo twice.
Is calculated in the horizontal direction. Therefore, the contact time t
Lateral movement amount yo of oncoming vehicle Ao at c = L / Vs
Is given by: yo = (Vo · γo / 2) · (L / Vs) ² (8)

The lateral deviation δd in the above equation (6) is corrected by the following equation, which is corrected by the lateral movement amount yi of the own vehicle Ai and the lateral movement amount yo of the oncoming vehicle Ao.
Accuracy can be further improved.

[0060]

(Equation 2)

The yaw rate γo of the oncoming vehicle Ao is determined by detecting the position of the oncoming vehicle Ao a plurality of times based on the output of the radar device 3 and estimating the turning trajectory of the oncoming vehicle Ao. It is calculated based on the vehicle speed Vo. Therefore, the yaw rate γo of the oncoming vehicle Ao cannot be detected by one transmission / reception of the laser device 3, and it takes some calculation time to perform the correction using the yaw rate γo of the oncoming vehicle Ao in equation (9). become. However, as described in step S17 of the flowchart in FIG. 6, the frontal collision avoidance control is performed when the vehicle Ai is traveling substantially straight (when traveling on a straight road). At this time, the yaw rate γo of the oncoming vehicle Ao rarely has a large value. From this, the yaw rate γ of the oncoming vehicle Ao
Sufficient accuracy can be ensured without performing correction using o.

Incidentally, the first contact determination reference value δdn
And the first contact determination reference value δdn and the second contact determination reference value δdx are replaced with the fixed value of the second contact determination reference value δdx.
If the correction is made in the traveling state of the oncoming vehicle Ao, the frontal collision avoidance control can be performed with higher accuracy. That is, the first contact determination reference value δdn is corrected by three correction coefficients k1
Using n, k2n, and k3n, δdn ← k1n · k2n · k3n · δdn (10), and the correction of the second contact determination reference value δdx is 3
Δdx ← k1x · k2x · k3x · δdx (11) using the three correction coefficients k1x, k2x, and k3x.

The correction coefficients k1n and k1x are shown in FIG.
Are searched based on the time until the collision (contact time tc) from the map shown in FIG. In the region where the calculation error of the lateral deviation δd is estimated to be small due to the short contact time tc, the correction coefficients k1n and k1x are held at 1. In a region where the calculation error of the lateral deviation δd is estimated to be large because the contact time tc is large, the correction coefficient k1n increases from 1 with the increase of the contact time tc, and the correction coefficient k1x increases with the increase of the contact time tc. Accordingly, it decreases from 1. Thereby, the first contact determination reference value δ is calculated in a region where the calculation error of the lateral deviation δd is large.
By reducing the width between dn and the second contact determination reference value δdx, it is possible to avoid performing uncertain frontal collision avoidance control.

The correction coefficients k2n and k2x are shown in FIG.
The relative distance L between the own vehicle Ai and the oncoming vehicle Ao from the map shown in FIG.
Is searched based on In an area where the calculation error of the lateral deviation δd is estimated to be small due to the small relative distance L, the correction coefficients k2n and k2x are held at 1. In a region in which the calculation error of the lateral deviation δd is estimated to be large because the relative distance L is large, the correction coefficient k2n increases from 1 with an increase in the relative distance L, and the correction coefficient k2x becomes the relative distance L
Decreases from 1 with the increase of. This gives the lateral deviation δ
In the region where the calculation error of d is large, the first contact determination reference value δdn
And the width between the second contact determination reference value δdx and
Uncertain frontal collision avoidance control can be avoided.

The correction coefficients k3n and k3x are shown in FIG.
Is searched based on the yaw rate γi of the vehicle Ai. When the yaw rate γi of the vehicle Ai is 0 and the calculation error of the lateral deviation δd is estimated to be small, the correction coefficients k3n and k3x are set to 1. When the calculation error of the lateral deviation δd increases with an increase in the yaw rate γi of the vehicle Ai, the correction coefficient k3n increases from 1 and the correction coefficient k3x decreases from 1. This gives the lateral deviation δ
In the region where the calculation error of d is large, the first contact determination reference value δdn
And the width between the second contact determination reference value δdx and
Uncertain frontal collision avoidance control can be avoided.

Next, the "alarm control" in step S23 is performed.
Will be described based on the flowchart of FIG.

First, collision information is received in step S61. The collision information includes contact time tc (time until collision),
Traveling state of the own vehicle Ai and the oncoming vehicle Ao at the contact position P,
And the lateral deviation δd. In the subsequent step S62, a primary alarm is determined, and when the contact time tc becomes, for example, less than 4 seconds,
In step S63, the alarm 5 is operated to start a primary alarm. Subsequently, in step S64, a secondary alarm is determined,
If the contact time tc is less than 3 seconds, for example, step S6
At 5, the alarm 5 is activated to start a secondary alarm. The primary warning is performed when the time margin before the collision is relatively large, and the secondary warning is performed when the time margin before the collision is relatively small, so that the difference is recognized by the driver. In order to change the tone of the buzzer and the color of the lamp. The driver recognizes the danger of the collision by the alarm from the alarm device 5 and can perform a voluntary avoidance operation.

Next, the contents of the "avoidance steering control" of step S24 will be described with reference to the flowchart of FIG.

First, in step S71, the step S
After receiving the collision information as in step 61,
At 72, the start of the steering is judged, and the contact time tc is a threshold τ ₀ shorter than the secondary warning threshold of 3 seconds (a value that does not make the driver feel that the start of the steering is too early, for example, 2.
If it is less than 2 seconds), the process proceeds to the steering start process after step S73, and first, in step S73, a necessary lateral movement amount for collision avoidance is calculated. This required lateral movement amount is basically assigned the current value of the lateral deviation δd calculated in step S48, but an averaging process is performed using the previous value to remove an error. In a succeeding step S74, a reference steering angle δh necessary for causing the own vehicle Ai to perform the collision avoiding motion is calculated based on the vehicle speed Vi.

As shown in FIGS. 17A and 17B, the avoiding motion is performed so that the own vehicle Ai returns to the original course after avoiding the oncoming vehicle Ao, and the contact time tc
When the (threshold value τ ₀ ) has elapsed, the lateral movement amount is set to, for example, 2 m in consideration of the fact that the lateral movement amount does not finally exceed the lane of the road. For example, the maximum lateral acceleration YG is set to 0.15G, and the steering cycle is set to, for example, 4 seconds so as to obtain a vehicle behavior change and a steering speed that do not give a driver an uncomfortable feeling while securing the lateral movement amount by the contact time. (0.25H
z).

The reference steering angle δh is given by the following equation, where N is the steering gear ratio and Ks is the stability factor.

[0072]

(Equation 3)

The reference steering angle δ given by the above equation (12)
By performing automatic steering at h, it is possible to maintain the vehicle behavior change and the steering speed that do not give a driver a sense of incongruity according to the vehicle speed of the own vehicle, and perform the lateral movement necessary for avoiding a collision. If the direction of the relative angle θ of the oncoming vehicle Ao is from the own vehicle Ai to the oncoming vehicle Ao, it may be insufficient to avoid a collision. Therefore, the target steering angle correction value δ (θ) based on the relative angle θ (FIG. 18)
) To correct the reference steering angle δh in the equation (12).

[0074]

(Equation 4)

In the following step S75, the maximum value δhx of the reference steering angle δh is calculated based on the map shown in FIG. 19, and if the reference steering angle δh exceeds the maximum value δhx in step S76, the above-described processing is performed in step S77. Correction is performed so that the maximum value δhx limits the upper limit value of the reference steering angle δh.
Since this correction is based on the maximum lateral acceleration of the reference steering, the steering angle may become extremely large when the vehicle speed is low, and it is necessary to prevent a large target steering angle δh from being adopted. Can be.

In the following step S78, the aforementioned step S7
And the required lateral movement amount (ie, lateral deviation δd) calculated in
The reference steering angle δh calculated in steps S74 to S77.
Is compared with the reference lateral movement amount generated by as a result,
If the reference lateral movement amount of the latter is larger than the required lateral movement amount of the former (that is, the lateral deviation δd), that is, the lateral movement amount generated by the reference steering angle δh is larger than the required lateral movement amount required for collision avoidance. If it is larger, the reference steering angle δh corrected in the decreasing direction is output as the target steering angle, or the timing of outputting the reference steering angle δh as the target steering angle is delayed. Conversely, the former required lateral movement amount (ie, lateral deviation δ
If the reference lateral movement amount is smaller than d), that is, if the reference lateral movement amount generated by the reference steering angle δh is smaller than the necessary lateral movement amount necessary for collision avoidance, the reference steering angle δh Is not corrected or the output timing is not changed. In other words, if the vehicle is steered by more than the reference steering angle to increase the change in the vehicle behavior, the reference timing is advanced so that a change that gives the driver an uncomfortable feeling is not performed.

As shown in FIG. 21, the vehicle speed Vi of the own vehicle Ai
And the relative speed Vs of the own vehicle Ai and the oncoming vehicle Ao in the map, the suppression (decrease) control of the reference steering angle δh is selected in a region where the vehicle speed Vi and the relative speed Vs are small, and the vehicle speed Vi and the relative speed Vs are determined. In the region where the speed Vs is large, the timing delay control for delaying the output timing of the reference steering angle δh is selected. Thus, the steering angle suppression control of the reference steering angle δh is selected at a low vehicle speed at which the steering angle increases, and the timing delay control is selected at a high vehicle speed at which the steering angle decreases.

Thus, in step S78, the reference steering angle δh
Is selected in step S79, a value obtained by correcting the reference steering angle δh in the decreasing direction is output as a target steering angle. In step S83, the driving of the actuator 17 of the steering device 11 is controlled according to the target steering angle in order to avoid a collision with the oncoming vehicle Ao. That is, as shown in FIG. 20, the PI controller to which the deviation between the target steering angle and the actual steering angle of the steering device 11 is input performs feedback control of the actuator 17 of the steering device 11 so as to converge the deviation to zero.

On the other hand, if the timing delay control is selected in step S78, the timing for outputting the reference steering angle δh as the target steering angle is delayed in step S80, and the steering cycle is advanced accordingly. Step S80
When the target steering angle is output after correcting the timing and the steering cycle in step S81, the possibility of collision is reconfirmed in step S81. This collision reconfirmation is performed based on the latest data based on the flowchart of FIG. 9. As a result, if it is determined that there is a possibility of collision, step S8 is performed.
At 2, the timing of starting the steering is determined. The collision reconfirmation is repeated until the steering start time is reached. If it is determined that there is still a possibility of a collision when the steering start time is reached, the target steering angle is output in step S82 to perform automatic steering. To start.

FIG. 22 shows an example of the steering angle suppression control. The broken line indicates the case where the reference steering angle δh is output as it is.
The solid line corresponds to the case where the steering angle suppression control is performed. FIG. 22A shows that the degree of deviation of the own vehicle Ai toward the lane side of the oncoming vehicle Ao is larger toward the lower side of the vertical axis. When the steering angle suppression control is performed, the deviation of the host vehicle Ai toward the oncoming lane at the beginning of the control is smaller than in the case where the steering angle suppression control is not performed. Therefore, as shown in FIG. If you do,
The lateral movement of the vehicle Ai is reduced by reducing the amplitude of the steering angle. The rate at which the steering angle amplitude is reduced is such that the steering itself in frontal collision avoidance control does not need to cause a large vehicle behavior (the response of the vehicle behavior is within a linear region), and the steering time is independent of the steering angle suppression control. Since the (steering speed) does not change, if the steering angle is reduced by a rate at which the lateral movement amount necessary for avoidance is reduced as compared with the reference lateral movement amount, FIG.
As shown in (5), the lateral position at the collision time and the final lateral position can be made to substantially match those of the reference steering.

FIG. 23 shows an example of the timing delay control. The broken line corresponds to the case where the reference steering angle δh is output as it is, and the solid line corresponds to the case where the timing delay control is performed. In the timing delay control, the lateral movement amount is reduced by delaying the steering start timing without changing the amplitude of the steering angle. Since the magnitude of the lateral movement is proportional to the time integral of the steering angle (the area inside the steering angle waveform), the steering start timing can be determined based on the time integral. If the steering start timing is delayed, the steering speed also increases accordingly, so the start of the lateral movement is delayed, but the responsiveness of the lateral movement becomes faster than in the case of the steering angle suppression control, and the lateral position at the contact position and the like. The final lateral position can be made to substantially match the case of the reference steering.

When the timing delay control is performed, the steering time τ ₁ becomes shorter than the reference steering time τ ₀ of the reference steering which is set in advance so as not to give the driver a sense of incongruity, and the driver may feel uncomfortable. There is.
However, as described above, since the timing delay control is performed when the steering amplitude is small, the amount of change in the steering angle per unit time is small, and the uncomfortable feeling given to the driver is also small. In addition, when executing the timing delay control, a minimum steering time (for example, 3 seconds) is set in advance in case the steering time τ ₁ becomes extremely small due to a small lateral movement amount, and the steering time falls below the minimum steering time. A correction by suppressing the steering angle may be added without performing the timing delay control.

As described above, even if the driver does not execute a voluntary avoidance operation in spite of issuing a warning for avoiding a collision, it is possible to execute automatic steering to accurately avoid contact. In addition, since the steering angle and the steering timing of the automatic steering are controlled so as not to give a feeling of strangeness to the driver, interference between the automatic steering and the driving operation of the driver can be minimized.

When the driver feels that the start of the automatic steering is too early for the driver, by performing the timing delay, it is possible to eliminate the uncomfortable feeling received by the driver. In addition, since the possibility of collision is repeatedly determined during execution of the timing delay, erroneous determination can be prevented and unnecessary automatic steering can be prevented from being performed.

In the selection map of steering angle suppression and timing delay shown in FIG. 21, the abscissa indicates the vehicle speed of the own vehicle and the ordinate indicates the relative speed. The abscissa indicates the target steering angle for avoidance. The vertical axis may be the relative distance at the time of avoidance. In other words, when the avoidance steering angle is large, the steering angle is suppressed,
It further prevents the driver from feeling uncomfortable due to a large change in the steering angle and a large change in the vehicle behavior.When the relative distance is large, a timing delay is performed, and when the avoidance steering starts, the relative distance is reduced. It is possible to prevent the driver from feeling uncomfortable due to the large distance (ie, the avoidance steering starts at a point in time when the relative distance is large and it is too early).

The timing delay control may be performed in a range that does not cause a feeling of strangeness to the driver, and the timing delay control and the steering angle suppression control may be performed separately. May be used in combination depending on the conditions.

Although the embodiments of the present invention have been described in detail, various design changes can be made in the present invention without departing from the gist thereof.

[0088]

As described above, according to the first aspect of the present invention, the reference steering amount is set by the reference steering amount setting means on the basis of the change in the vehicle behavior of the own vehicle caused by the steering. The movement amount calculation means calculates a necessary lateral movement amount for avoiding contact determined based on a proper course of the vehicle and a lateral deviation between contact positions. The steering amount output means compares the reference lateral movement amount based on the reference steering amount set by the reference steering amount setting means with the required lateral movement amount calculated by the required lateral movement amount calculating means, and performs steering based on the comparison result. Since the target steering amount is output to the control means, it is possible to prevent an excessive target steering amount from being output, causing a lateral movement amount larger than a required lateral movement amount, or preventing the target steering amount from being output too quickly. Can be. As a result, the automatic steering based on the excessive target steering amount is prevented from being performed, and the interference between the automatic steering and the driver's spontaneous collision avoidance operation can be minimized.

According to the second aspect of the present invention,
When the required lateral movement amount calculated by the required lateral movement amount calculation means is smaller than the reference lateral movement amount corresponding to the reference steering amount set by the reference steering amount setting means, the reference steering amount is corrected in the decreasing direction. In addition, it is possible to more effectively prevent the driver from feeling uncomfortable due to a change in vehicle behavior caused by automatic steering.

According to the third aspect of the present invention,
When the required lateral movement amount calculated by the required lateral movement amount calculating means is smaller than the reference lateral movement amount corresponding to the reference steering amount set by the reference steering amount setting means, the start of the automatic steering is delayed to start the steering. It is possible to more effectively avoid giving the driver a sense of discomfort that the driver is too early.

According to the fourth aspect of the present invention,
When the required lateral movement amount calculated by the required lateral movement amount calculation means is smaller than the reference lateral movement amount corresponding to the reference steering amount set by the reference steering amount setting means, whether the reference steering amount is corrected in the decreasing direction. Since the timing of starting the steering based on the reference steering amount is delayed, it is possible to prevent the automatic steering from being too strong or starting the automatic steering too early from interfering with the driver's spontaneous collision avoidance operation. .

According to the fifth aspect of the present invention,
When the relative speed between the host vehicle and the oncoming vehicle is low, or when the host vehicle speed is low, the reference steering amount is corrected to be small, so that it is possible to avoid the oncoming vehicle with a small change in vehicle behavior without giving the driver a sense of incongruity. it can.

According to the invention described in claim 6,
When the relative speed between the host vehicle and the oncoming vehicle is high, or when the host vehicle speed is high, the timing of starting the steering based on the reference steering amount is delayed, so that the oncoming vehicle can be controlled at an appropriate timing without giving the driver an uncomfortable feeling. Can be avoided.

According to the invention described in claim 7,
When the relative distance between the host vehicle and the oncoming vehicle is large, the timing for starting the steering based on the reference steering amount is delayed, so that the oncoming vehicle can be avoided at an appropriate timing without giving the driver an uncomfortable feeling.

According to the invention described in claim 8,
Since the reference steering amount is corrected to be small when the relative distance between the host vehicle and the oncoming vehicle is small, the oncoming vehicle can be avoided with a small change in vehicle behavior without giving the driver a sense of incongruity.

According to the ninth aspect of the present invention,
Since the smaller of the steering amount set based on the vehicle behavior change of the own vehicle caused by the steering of the steering control means and the steering amount set in advance based on the vehicle speed of the own vehicle is set as the reference steering amount, the driver It is possible to prevent an excessive steering or a change in vehicle behavior that gives a feeling of strangeness to the vehicle.

According to the tenth aspect of the present invention, when the timing for starting the steering is delayed, the steering speed is increased to compensate for the delay. No lateral movement can be ensured.

[Brief description of the drawings]

FIG. 1 is an overall configuration diagram of a vehicle including a driving safety device.

FIG. 2 is a block diagram of a driving safety device.

FIG. 3 is a perspective view of a steering device.

FIG. 4 is an explanatory diagram of functions of an electronic control unit.

FIG. 5 is a block diagram showing a circuit configuration of an electronic control unit.

FIG. 6 is a flowchart of a main routine.

FIG. 7 is a flowchart of a frontal collision avoidance control routine;

FIG. 8 is a flowchart of a turning collision avoidance control routine.

FIG. 9 is a flowchart of a frontal collision determination routine.

FIG. 10 is a flowchart of an alarm control routine.

FIG. 11 is a flowchart of an avoidance steering control routine.

FIG. 12 is a diagram showing details of a collision avoidance control during turning.

FIG. 13 is an explanatory diagram of a calculation method of a lateral deviation δd (when a collision occurs).

FIG. 14 is an explanatory diagram of a calculation method of the lateral deviation δd (when the own vehicle passes the left side of the oncoming vehicle)

FIG. 15 is an explanatory diagram of a calculation method of the lateral deviation δd (when the own vehicle passes the right side of the oncoming vehicle).

FIG. 16 is a map for searching for a correction coefficient of the lateral deviation δd.

FIG. 17 is an explanatory diagram of a calculation method of a reference steering angle for avoiding a collision.

FIG. 18 is a map for searching for a target steering angle correction value δ (θ).

FIG. 19 is a map for searching for a maximum steering angle.

FIG. 20 is a block diagram of a control system of the actuator.

FIG. 21 is an explanatory diagram of selection criteria for steering angle suppression control and timing delay control.

FIG. 22 is an explanatory diagram of steering angle suppression control.

FIG. 23 is an explanatory diagram of timing delay control of a steering angle.

[Explanation of symbols]

Ai Own vehicle Ao Oncoming vehicle da Appropriate lateral distance L Relative distance M1 Relative relation calculating means M2 Appropriate course setting means M3 Contact position predicting means M4 Contact possibility determining means M5 Steering control means M6 Reference steering amount setting means M7 Required lateral movement calculation means M8 steering amount output unit P predicted contact position R proper path S ₅ speed sensor (vehicle speed detecting means) Vi vehicle in the vehicle speed Vs relative speed δd proper transverse distance δh reference steering angle (reference steering amount) theta relative angle (relative position) 3 Radar device (object detection means) 11 Steering device

Continued on the front page (51) Int.Cl. ⁷ Identification symbol FI Theme coat II (reference) // B62D 101: 00 113: 00 119: 00 137: 00 F term (reference) 3D032 CC08 CC12 CC20 CC21 DA03 DA15 DA22 DA24 DA27 DA29 DA33 DA77 DA88 DB02 DB03 DC01 DC02 DC04 DC08 DC09 DC34 DC35 DD02 DD17 DD20 DE09 DE11 EA01 EB04 EB12 EC23 GG01 5H180 AA01 CC14 LL04 LL07 LL09 5H301 AA03 AA10 BB20 CC05 CC08 GG07 HH05 LL03 LL06 LL06 LL06 LL06 LL06

Claims (10)

[Claims] And 1. A object detecting means for detecting an object present in the traveling direction of the vehicle (Ai) (3), a vehicle speed detecting means for detecting a vehicle speed (Vi) of the vehicle (Ai) (S _5), together determine facing car (Ao) based on the detection result and the vehicle speed detecting means by the object detecting means (3) speed of (S ₅₎ by the detected vehicle (Ai) (Vi), the vehicle (Ai)
Position (θ), relative distance (L) between the vehicle and oncoming vehicle (Ao)
A relative relationship calculating means (M1) for calculating a relative relationship composed of the relative position (θ), the relative distance (L), and a predetermined appropriate lateral distance (da). Appropriate course setting means (M2) for setting an appropriate course (R) of the own vehicle (Ai) so that the car (Ai) appropriately passes the oncoming car (Ao).
The contact position (P) where the own vehicle (Ai) contacts the oncoming vehicle (Ao) at the contact time when the own vehicle (Ai) contacts the oncoming vehicle (Ao) is defined as the relative position (θ) and the relative distance. (L), the relative speed (Vs) and the own vehicle (Ai)
Contact position predicting means (M3) for predicting based on the vehicle speed (Vi) of the vehicle, comparing the contact position (P) with the proper course (R), and making contact between the own vehicle (Ai) and the oncoming vehicle (Ao). Contact possibility determining means (M4) for determining the possibility; and a steering device (Ai) for the vehicle (Ai) to avoid contact when the contact possibility determining means (M4) determines that there is a possibility of contact. 11) The steering control means (M
5), a reference steering amount setting means (M6) for setting a reference steering amount (δh) based on a change in vehicle behavior of the own vehicle (Ai) caused by steering, the appropriate course (R) and the contact position (P ), A required lateral movement amount calculating means (M7) for calculating a required lateral movement amount for contact avoidance determined based on the lateral deviation (δd), and a reference steering set by reference steering amount setting means (M6). Quantity (δ
h), the required lateral movement amount calculating means (M
And a steering amount output means (M8) for outputting a target steering amount to the steering control means (M5) based on a result of comparison with the required lateral movement amount calculated in (7). Safety device. 2. The steering amount output means (M8) corrects the reference steering amount (δh) in a decreasing direction when the required lateral movement amount is smaller than the reference lateral movement amount. The driving safety device for a vehicle according to claim 1. 3. The steering amount output means (M8) delays the timing of starting steering based on the reference steering amount (δh) when the required lateral movement amount is smaller than the reference lateral movement amount. The traveling safety device for a vehicle according to claim 1 or 2, wherein: 4. The steering amount output means (M8) corrects the reference steering amount in a decreasing direction when the required lateral movement amount is smaller than the reference lateral movement amount, or performs steering based on the reference steering amount. The driving safety device for a vehicle according to claim 3, wherein any one of delaying the time to start is selected. 5. The steering amount output means (M8) includes:
When the relative speed (Vs) between i) and the oncoming vehicle (Ao) is low, or when the vehicle speed (Vi) of the own vehicle (Ai) is low,
The driving safety device for a vehicle according to claim 4, wherein a correction for reducing the reference steering amount (δh) is performed. 6. The steering amount output means (M8) includes:
When the relative speed (Vs) between i) and the oncoming vehicle (Ao) is high, or when the vehicle speed (Vi) of the own vehicle (Ai) is high,
The traveling safety device for a vehicle according to claim 4, wherein a timing of starting steering based on the reference steering amount (δh) is delayed. 7. The steering amount output means (M8) includes:
The traveling of the vehicle according to claim 4, wherein when the relative distance (L) between i) and the oncoming vehicle (Ao) is large, the timing of starting the steering based on the reference steering amount (δh) is delayed. Safety device. 8. The steering amount output means (M8) includes:
The traveling safety of a vehicle according to claim 4 or 7, wherein when the relative distance (L) between i) and the oncoming vehicle (Ao) is small, a correction for reducing the reference steering amount (δh) is performed. apparatus. 9. The reference steering amount setting means (M6) includes a steering amount set based on a change in vehicle behavior of the own vehicle caused by steering by the steering control means (M5), and a vehicle speed (Vi) of the own vehicle (Ai). ) Is compared with a preset steering amount,
The traveling safety device for a vehicle according to any one of claims 1 to 8, wherein a smaller one is set as the reference steering amount (δh). 10. The steering control means (M5), when the timing of starting steering is delayed by the steering amount output means (M8).
The method according to any one of claims 1, 4, 6 and 7, wherein the steering speed is increased so as to secure a lateral movement amount based on the reference steering amount (δh) set by the reference steering amount setting means (M6). A driving safety device for a vehicle according to any one of the claims.