JP2009035245A - Vehicle operation supporting device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a vehicle operation supporting device which enables vehicle operation support according to the moving state of an obstacle. <P>SOLUTION: A vehicle operation supporting device U which supports to avoid of an obstacle is provided with, an obstacle detection means M1 for sensing the obstacle with respect to an own vehicle and detecting a moving state including at least a relative distance between the obstacle and the own vehicle and a relative speed by using a sensed result, an avoidance support object determination means M2 for determining whether or not the obstacle sensed by the obstacle detection means M1 is an object of the avoidance support by using the relative distance and speed detected by the obstacle detection means M1 and using the own vehicle speed detected by a vehicle speed sensor Sb, and break device control means (M3, M4) each executing the brake control of the own vehicle according to the determination by the avoidance support object determination means M2. <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

  The present invention relates to a vehicle operation support device that supports an avoidance operation for an obstacle.

2. Description of the Related Art In recent years, vehicle operation support devices have been developed that, when an obstacle ahead of the traveling direction of the host vehicle is detected, facilitates an operation for avoiding contact with the obstacle.
For example, in Japanese Patent Application Laid-Open No. 9-286313 of Patent Document 1, based on information from the obstacle detection means and the vehicle speed detection means, the vehicle speed is reduced by the warning speed reduction means so that the vehicle deceleration increases as the vehicle speed of the host vehicle increases. A technology that automatically applies full braking to all wheels to avoid collision when the driver does not perform an avoidance operation despite the warning. Proposed.

Further, in Japanese Patent Application Laid-Open No. 7-132787 of Patent Document 2, when the inter-vehicle distance between the host vehicle and the preceding vehicle is equal to or less than the safe distance, the road surface μ is estimated and estimated by performing gentle braking with an automatic braking device. A technique for setting a deceleration at the time of automatic braking according to the road surface μ has been proposed.
JP-A-9-286313 JP-A-7-132787

However, the technique proposed in the above-mentioned patent document does not consider the moving state of the obstacle when detecting the obstacle, so avoidance assistance is provided even for obstacles such as moving vehicles that can be easily recognized by the driver. May cause the driver to feel uncomfortable.
Further, even for obstacles that are difficult for the driver to anticipate, such as a forward following vehicle that suddenly decelerates or a vehicle that emerges from an alley that intersects, the technology of the above-mentioned patent document uses the same braking control as in other cases. Therefore, there is a possibility that smooth avoidance assistance is not provided for the driver.

  The present invention has been made in view of such points, and an object of the present invention is to provide a vehicle operation support device that can appropriately determine whether an obstacle is a target for avoidance support. is there.

In order to achieve the above object, the vehicle operation support device according to claim 1 detects an obstacle with respect to the own vehicle, and detects at least a relative speed and a relative distance between the obstacle and the own vehicle using the detection result. This is a vehicle operation support device that includes obstacle detection means that performs avoidance support for an obstacle based on the detection result. The vehicle operation support device includes an avoidance support target determination unit that determines whether an obstacle is an avoidance support target based on the vehicle speed, the relative distance, and the relative speed. The avoidance support target determining means is configured to determine the moving state of the obstacle by comparing the own vehicle speed and the relative speed when the obstacle detecting means detects an obstacle to the own vehicle. .
In the configuration of claim 1, since the moving state of the obstacle can be determined by comparing the own vehicle speed and the relative speed, a control rule for vehicle operation assistance (described later, “determination”) is determined according to the moving state of the obstacle. Equivalent to "logic") can be set, and the driving performance for the driver can be improved.
According to a second aspect of the present invention, there is provided the vehicle operation support device according to the first aspect, wherein the avoidance support target judging means moves the obstacle at least in the vehicle traveling direction when the relative speed is substantially equal to the own vehicle speed. It is characterized by determining that there is no stop obstacle (corresponding to “distant stop obstacle” described later).
In the configuration of claim 2, the stop obstacle is regarded as an obstacle that the driver can easily recognize.
According to a third aspect of the present invention, there is provided the vehicle operation support device according to the first aspect, wherein the relative speed is substantially equal to the own vehicle speed, and the relative distance is set based on at least one of the relative speed and the own vehicle speed. When the distance is larger than the first predetermined distance, the obstacle is not determined as an object of avoidance support.

  In the configuration of claim 3, when the relative speed and the own vehicle speed are substantially equal, if the own vehicle is moving, the obstacle is considered to have stopped. In such a case, when the relative distance is larger than the first predetermined distance, the obstacle is considered to be a distant obstacle in the distance, so that it is not determined as an object of avoidance support.

According to a fourth aspect of the present invention, in the vehicle operation support device according to the third aspect, when the avoidance support target determining means does not determine the obstacle as the target of the avoidance support in the third aspect, the host vehicle continues to travel thereafter and becomes the first obstacle. Even if the distance is within a predetermined distance, an obstacle is not determined as an object of avoidance support.
In the configuration of claim 4, for a stop obstacle that can be detected at the first predetermined distance away, even if the vehicle approaches the obstacle after that, it is not subject to avoidance support. It is possible to prevent excessive assistance from being provided to obstacles that the driver can naturally recognize, and to suppress the driver's uncomfortable feeling.
According to a fifth aspect of the present invention, there is provided a vehicle operation support apparatus according to the third aspect, wherein the avoidance support target determining means determines that the obstacle is not the target of the avoidance support, and that the own vehicle is an obstacle from the first distance. When the distance is shorter than the second predetermined distance, the obstacle is determined as an avoidance support target or a collision reduction support target.
In the configuration of claim 5, even if the obstacle is a stop obstacle that can be detected at the first predetermined distance away, the driver himself / herself does not recognize it due to the driver's inadvertent or falling asleep. Assistance to reduce the damage when a collision with the stopping obstacle is judged without collision and to avoid emergency when the driver notices the approaching obstacle By doing so, you can improve the safety of passengers.
According to a sixth aspect of the present invention, there is provided the vehicle operation support device according to the first aspect, wherein the avoidance support target determining means determines a collision margin time, which is a time required for the own vehicle to collide with an obstacle, as a relative speed and a relative distance. And the relative speed is substantially equal to the own vehicle speed. When the collision allowance time is longer than a predetermined time, the obstacle is not determined to be an object of avoidance support.

  In the configuration of the sixth aspect, when the relative speed and the own vehicle speed are substantially equal, if the own vehicle is moving, the obstacle is considered to have stopped. In such a case, if the collision margin time is longer than the predetermined time, the obstacle is considered to be a stop obstacle that is far away (there is a margin before the collision), so it is determined as a target for avoidance support. Do not.

Further, in the vehicle operation support device according to claim 7, in addition to the configuration of claim 6, the avoidance support target determination means has a vehicle speed that is substantially constant, and a reduction amount per unit time of the collision margin time is predetermined. If the amount of decrease is equal to or greater than the decrease amount, the obstacle is determined to be in a specific movement state, and is determined to be an object of avoidance support.
According to the seventh aspect, in the configuration of the sixth aspect, when the collision margin time decreases rapidly, in other words, when the decrease amount per unit time of the collision margin time is equal to or larger than the predetermined decrease amount, Since it is considered that the vehicle is approaching rapidly, such an obstacle is determined as an object of avoidance support.
The “specific movement state” in claim 7 does not matter whether the obstacle is stopped or not. When the obstacle is stopped (when it does not have a speed component with respect to the traveling direction of the host vehicle), for example, the meeting vehicle (meeting obstacle) in FIG. Applicable. When the obstacle is not stopped, for example, sudden deceleration of the preceding vehicle in FIG. 6 described later corresponds to the “specific movement state”.
Further, in the vehicle operation support device according to claim 8, in the configuration according to any one of claims 1 to 7, the avoidance support target determination unit is configured such that when the relative speed is higher than the own vehicle speed, the obstacle is at least traveling in the vehicle. It is determined that the object is moving in a direction opposite to the direction, and the obstacle is not determined as a target for avoidance support.
In the configuration of the eighth aspect, when the relative speed is larger than the own vehicle speed, it can be determined that the obstacle is a moving object such as an oncoming vehicle. Therefore, avoidance assistance is not performed at this time, so that excessive assistance is not performed, and a driver's uncomfortable feeling is suppressed.
According to a ninth aspect of the present invention, in the vehicle operation support device according to the eighth aspect of the present invention, the obstacle detection means detects an offset amount in the vehicle width direction between the own vehicle and the obstacle, and avoids it. The support target determination unit is a case where the offset amount detected by the obstacle detection unit is less than the third predetermined distance, and when the relative distance is smaller than the first predetermined distance, the obstacle is a target for avoidance support. Alternatively, it is determined to be a target of collision mitigation support.
In the configuration of claim 9, when the offset amount is small and the obstacle is close to the vehicle, it is determined that the risk of collision is high, and support is provided to reduce damage when the vehicle collides with the stop obstacle. By assisting the driver to avoid obstacles that are approaching, passengers' safety can be improved. The offset amount means a distance in the vehicle width direction between the center of the own vehicle in the vehicle width direction and the center of the obstacle in the vehicle width direction.
According to a tenth aspect of the present invention, in the vehicle operation support device according to the eighth aspect, the obstacle detection means detects an offset amount in the vehicle width direction between the own vehicle and the obstacle, and avoids it. The support target determination unit is a case where the offset amount detected by the obstacle detection unit is less than the third predetermined distance, and when the collision margin time is smaller than the predetermined time, the obstacle target for avoidance or collision It is characterized in that it is determined as a reduction support target.
In the configuration of claim 10, when the offset amount is small and the vehicle and the obstacle are close, it is determined that the risk of collision is high, and support is provided to reduce the damage when the vehicle collides with the stopped obstacle. By assisting the driver to avoid obstacles that are approaching, passengers' safety can be improved.

ADVANTAGE OF THE INVENTION According to this invention, the vehicle operation assistance apparatus which can determine appropriately whether an obstruction becomes the object of avoidance assistance can be provided.
Specifically, according to the configuration of claim 3, taking into account that there is a distance to the obstacle, it is unnecessary avoidance for a stop obstacle (distant obstacle) having a distance. The operation can be prevented. In addition, according to the configuration of claim 6, in consideration of the fact that there is a time allowance until the collision with the obstacle, it is unnecessary to avoid the obstacle having a time allowance (distant obstacle). The operation can be prevented. In other words, according to the configurations of claims 3 and 6, excessive (unnecessary) avoidance support is not performed for obstacles that can be easily recognized by the driver.

  Moreover, according to the structure of Claim 7, for example, when the preceding vehicle is decelerating when following the preceding vehicle, the obstacle is prevented from approaching an obstacle that is difficult for the driver to expect. Can be determined to be an avoidance support target as being in a specific moving state (rapid approaching obstacle), and smooth avoidance support according to the moving state of the obstacle can be performed.

  DESCRIPTION OF EXEMPLARY EMBODIMENTS Hereinafter, the best mode for carrying out a vehicle operation support apparatus according to the invention (hereinafter referred to as an embodiment) will be described with reference to the accompanying drawings.

FIG. 1 is a diagram showing an overall configuration of a vehicle equipped with the vehicle operation support device of the present embodiment.
As shown in FIG. 1, a vehicle equipped with the vehicle operation support device of the present embodiment is used for driving the left and right front wheels WFL, WFR as driving wheels to which the driving force of the engine E is transmitted via a transmission T, and for traveling of the vehicle. The left and right rear wheels WRL and WRR, which are driven wheels that rotate with the rotation, are provided. A brake pedal 1 operated by a driver is connected to a master cylinder 3 via an electronically controlled negative pressure booster 2 that constitutes a part of the braking device.
The technique of the present invention is not limited to a technique using a drive source as an engine, and other drive sources such as a motor may be used. The driving wheels are not limited to the left and right front wheels, and the rear wheels may be driving wheels, or all the wheels may be driving wheels.

  The electronically controlled negative pressure booster 2 mechanically boosts the depressing force of the brake pedal 1 to operate the master cylinder 3, and at the time of automatic braking, the braking command signal from the electronic control unit U is not used regardless of the operation of the brake pedal 1. Thus, the master cylinder 3 is operated. When a pedaling force is input to the brake pedal 1 and a braking command signal is input from the electronic control unit U, the electronically controlled negative pressure booster 2 outputs the brake hydraulic pressure in accordance with whichever is larger. The input rod of the electronically controlled negative pressure booster 2 is connected to the brake pedal 1 via a lost motion mechanism, and the electronically controlled negative pressure booster 2 is actuated by a signal from the electronic control unit U so that the input rod moves forward. The brake pedal 1 remains in the initial position even when moved to.

FIG. 2 is a block diagram showing a configuration of a braking device in the vehicle shown in FIG.
As shown in FIG. 2, the pair of output ports 3a and 3b of the master cylinder 3 are provided on the front wheels WFL and WFR and the rear wheels WRL and WRR via a hydraulic control device 4 constituting a part of the braking device. Connected to brake calipers 5FL, 5FR, 5RL, 5RR. The hydraulic control device 4 includes four pressure regulators 6 corresponding to the four brake calipers 5FL, 5FR, 5RL, and 5RR. Each pressure regulator 6 is connected to the electronic control unit U and individually controls the operation of the brake calipers 5FL, 5FR, 5RL, 5RR provided on the front wheels WFL, WFR and the rear wheels WRL, WRR.

  Therefore, if the brake hydraulic pressure transmitted to each brake caliper 5FL, 5FR, 5RL, 5RR is independently controlled by each pressure regulator 6 when the vehicle turns, a difference is generated in the braking force between the left and right wheels, and the yaw of the vehicle is increased. The moment can be arbitrarily controlled to stabilize the vehicle behavior when turning. Further, when the brake hydraulic pressure transmitted to each of the brake calipers 5FL, 5FR, 5RL, and 5RR is controlled independently during braking, anti-lock brake control that suppresses the locking of the wheels can be performed.

  The electronic control unit U detects electromagnetic waves such as millimeter waves toward the front of the vehicle body and receives the reflected waves, and detects the rotational speeds of the front wheels WFL and WFR and the rear wheels WRL and WRR, respectively. Two wheel speed sensors Sb and a brake operation sensor Sf for detecting the operation of the brake pedal 1 are connected.

By the way, the system shown in FIGS. 1 and 2 is combined with a system for automatically retracting a seat belt before a rear-end collision as a collision collision mitigation brake system (CMS: Collision Mitigation brake System). It is what.
This rear-end collision reducing brake system detects a vehicle with a millimeter wave radar over a range of about 100 m ahead and 16 degrees left and right, judges the risk of rear-end collision from the distance between vehicles, etc. This is a system that makes the driver recognize and prompt an avoidance operation.

In addition, the rear-end collision reduction brake system performs brake assist that compensates for the driver's insufficient pedaling force, and reduces the damage caused by rear-end collisions by seat belt control that increases the restraint force of the seat belt (not shown) and speed reduction by brake control before rear-end collision. Reduce.
Note that a laser radar may be employed instead of the radar apparatus Sa using a millimeter wave radar.

The electronic control unit U controls the operation of the electronically controlled negative pressure booster 2 and the hydraulic pressure control device 4 based on the output signals of the radar device Sa, the wheel speed sensor Sb, and the brake operation sensor Sf.
Here, FIG. 3 is an example of a block diagram of the electronic control unit U. FIG. As shown in FIG. 3, the electronic control unit U includes an obstacle detection unit M1, an avoidance support target determination unit M2, a target deceleration calculation unit M3, and a vehicle longitudinal movement control unit M4. The vehicle longitudinal motion control means M4 is connected to the electronically controlled negative pressure booster 2 and the hydraulic control device 4.
The target deceleration calculation means M3 and the vehicle longitudinal motion control means M4 correspond to braking device control means for controlling the braking device.

The obstacle detection means M1 detects only the obstacle except the road surface based on the output signal from the radar device Sa, and detects the offset distance between the obstacle and the vehicle, the width of the obstacle, the obstacle and the vehicle. Detects relative speed and relative distance from the car. Further, the obstacle detection means M1 of the present embodiment has a function of attaching an identification number for identifying each obstacle when there are a plurality of detected obstacles.
In the present embodiment, the relative speed is a positive speed in the direction in which the relative distance between the vehicle and the obstacle approaches (becomes smaller).

The avoidance support target determination unit M2 determines the movement state of the obstacle based on the information about the obstacle acquired from the obstacle detection unit M1 and the speed of the own vehicle (hereinafter, the own vehicle speed) acquired from the wheel speed sensor Sb. The determination result is output to the target deceleration calculation means M3 together with the acquired information on the obstacle. The determination logic in the avoidance support target determination unit M2 will be described later.
Further, the avoidance support target determination unit M2 of the present embodiment calculates a collision margin time (TTC: Time To Collision) based on the situation of the obstacle detected by the obstacle detection unit M1 by a collision margin time calculation unit (not shown). calculate. Here, the TTC corresponds to the actual time until the host vehicle collides with an obstacle. The TTC is assumed to be zero in the longitudinal acceleration of the host vehicle. For each time, it is calculated by dividing the relative distance from the obstacle detected by the obstacle detection means M1 by the relative speed.

The target deceleration calculation means M3 is a signal for operating the vehicle longitudinal movement control means M4 stepwise based on the relative speed, relative distance and own vehicle speed with the obstacle, and information indicating the movement state of the obstacle. Is output. For example, if the information indicating the moving state of the obstacle is an encounter obstacle described later, a control signal for braking the vehicle is output when the information is acquired. In addition, for example, if the obstacle is other than that, when the TTC is less than the threshold, the target deceleration is calculated based on a map using the vehicle speed as a parameter, and the vehicle is decelerated to the target deceleration. Output a control signal. Note that the information indicating the moving state of the obstacle may be information indicating whether or not the obstacle is a target for avoidance support.
The vehicle longitudinal motion control means M4 controls the operation of the electronically controlled negative pressure booster 2 and the hydraulic control device 4 on the basis of the signal from the target deceleration calculation means M3, and automatically brakes the four wheels. Avoid rear-end collisions. Thus, by performing deceleration by automatic braking when the host vehicle approaches the obstacle, a steering operation that avoids contact with the obstacle can be facilitated.
When the vehicle speed decreases due to automatic braking, the braking force of automatic braking decreases as the vehicle speed decreases.If the driver subsequently avoids rear-end collision by steering operation, the generation of a sudden yaw rate is suppressed and the vehicle behavior Disturbance can be prevented.

In addition to the above-described contents, the braking control in the vehicle longitudinal motion control means M4 determines the risk of a rear-end collision from the distance between vehicles, etc., and prompts the driver to recognize and avoid the operation by an alarm sound or a bodily sensation alarm. Brake "function. Furthermore, it is possible to provide a brake assist that compensates for a driver's insufficient pedaling force and a seat belt control that increases the occupant restraining force.
By executing these braking controls in combination, the speed is reduced before the rear-end collision, and the damage caused by the rear-end collision is reduced.

  For ease of explanation, in this embodiment, an example in which only braking control is performed as avoidance assistance has been described. However, a combination of steering control that assists the steering torque of the vehicle and changes the steering amount is combined. It can also be set as a vehicle operation support device. In this case, whether or not the steering control is necessary is determined together with the braking control in accordance with the determination result of the moving state of the obstacle in the avoidance support target determination unit M2 described later.

[Decision logic in avoidance support target determination means]
Next, the determination logic of the avoidance support target determination unit M2 will be described. As examples of the determination logic of the avoidance support target determination unit M2, the following three patterns are conceivable.

Determination logic 1 (see FIG. 4); This determination logic 1 corresponds to claims 3 and 6, and is detected at a distance, for example, and then the positional relationship with the own vehicle changes only by movement of the own vehicle. The obstacle to be determined is a far stop obstacle and is excluded from the avoidance support target. These obstacles are, for example, a far road side structure or a far stop vehicle, and are not targeted for avoidance in order to prevent excessive brake control contrary to the driver's intention.

Determination logic 2 (see FIG. 6); This determination logic 2 corresponds to claim 7, and the forward movable obstacle in which the distance to the collision with the own vehicle is rapidly shortened due to, for example, sudden braking of the preceding vehicle. The object is determined to be a sudden approach obstacle, and is set as an avoidance support target. This is because, for example, in the case of a forward following vehicle, these obstacles may cause a rear-end collision due to a driver's obscure, inadvertent, operational habit, or the like.

Determination logic 3 (see FIG. 8); This determination logic 3 also corresponds to claim 7, for example, an obstacle that appears suddenly in front of the own vehicle and is already close to the own vehicle at the time of detection. Judge as an encounter obstacle such as an encounter vehicle and make it a target for avoidance support. This is because these obstacles have a high risk of collision and need to be surely determined as an avoidance support target.

  Hereinafter, each determination logic will be described in detail. Note that the following determination logic can be used separately or applied to the same obstacle as will be described later. In the following description, an example in which an obstacle appears alone is shown. However, when a plurality of obstacles are detected by the obstacle detection means M1, the identification number assigned to each obstacle by the obstacle detection means M1. The following determination logic is executed for each obstacle.

(Judgment logic 1)
FIG. 4 is a diagram for explaining an outline of the determination logic 1 for determining a distantly stopped obstacle such as a roadside structure or a stopped vehicle detected in a distant state as a specific movement state and excluding it from the avoidance support target. ) Shows the positional relationship between the host vehicle and the stopped vehicle, (b) shows a time chart of relative speed, and (c) shows a time chart of TTC. The determination logic 1 (corresponding to claims 3 and 6) will be described in detail with reference to FIG. 4 (refer to FIGS. 1 to 3 as appropriate).

As described above, the obstacle detection means M1 to which the output signal of the radar apparatus Sa using the millimeter wave radar is input can detect an obstacle about 100 m away.
The obstacle detection unit M1 sends information such as the relative distance and relative speed of the detected obstacle to the subsequent avoidance support target determination unit M2.
In addition, it cannot be overemphasized that the technique of this invention is not what restricted the detection range of an obstruction to about 100 m, and may be implemented in another detection range. The same applies to the angle of the detection range.

  The avoidance support target determination unit M2 obtains information on the relative distance and the relative speed from the obstacle detection unit M1, and calculates the TTC by dividing the relative distance by the relative speed before executing the determination logic 1. Further, the host vehicle speed is calculated from the output signal of the wheel speed sensor Sb. In addition, you may acquire the own vehicle speed directly from the outside.

Here, as shown in FIG. 4A, for example, when a vehicle or the like (obstacle) is stopped on the road ahead on the left side in the traveling direction of the own vehicle, if the vehicle speed is substantially constant, As shown in FIG. 4B, the relationship between the relative speed Vre of the viewed vehicle and the time is approximately equal to the relative speed from the time of detection of the stopped vehicle. FIG. 4C shows the relationship between TTC and time, and it can be seen that TTC decreases at a constant rate from the time of obstacle detection. The TTC value at the time of obstacle detection is equal to a value obtained by dividing the detection distance of 100 m by the own vehicle speed. For example, if the own vehicle speed is 30 km / h, the TTC is 12 seconds.
By the way, when it is determined whether or not an obstacle is in a specific movement state based on the temporal change of TTC, the TTC value until the obstacle is detected, that is, the TTC in the non-detection state is theoretically infinite. Become. Therefore, until an obstacle is detected, for example, TTC = 30 (seconds) is always output, and a TTC having a large value not related to control is output. In this way, it is more convenient than handling a value of infinity, for example, in calculations. In addition, providing an upper limit is advantageous in that the storage capacity can be reduced, for example, when data is stored continuously (from moment to moment).

  Hereinafter, the determination logic operation of the avoidance support target determination unit M2 will be described. Here, FIG. 5 is a flowchart for explaining the operation procedure of the avoidance support target determination means M2 in the determination logic 1. Note that the avoidance support target determination unit M2 executes the following procedure each time information on an obstacle is acquired from the obstacle detection unit M1 (for example, every several milliseconds).

  Referring to FIG. 5, first, avoidance support target determination means M2 acquires relative distance, relative speed, etc., from the obstacle detection means M1, and acquires the vehicle speed from the wheel speed sensor Sb (S101). ), It is determined whether or not the relative speed is substantially equal to the vehicle speed (S102).

  When the relative speed is substantially equal to the own vehicle speed and the relative speed is equal to the own vehicle speed (S102 → Yes), it is determined whether or not there is a margin before the collision when the TTC is equal to or greater than a predetermined value (predetermined time) (S103). ). When the TTC is equal to or greater than a predetermined value (predetermined time) (S103 → Yes), the avoidance assistance target determination unit M2 determines that the detected obstacle is a far stop obstacle (specific movement state) (S104). That is, the obstacle is stopped because S102 is Yes, and there is a margin until the collision with the obstacle because S103 is Yes. Incidentally, the predetermined value (predetermined time) in S103 is TTC = 10 (seconds) as an example, but is not limited to this value as long as TTC has a margin before the collision.

On the other hand, in S102, when the relative speed is not equal to the own vehicle speed (S102 → No), since the obstacle is moving, it is determined that the obstacle is not a far stop obstacle (specific movement state) ( S105). Similarly, in S103, when the TTC is less than a predetermined value (predetermined time) (S103 → No), the obstacle is not far away, so the obstacle is not a far stop obstacle (specific movement state). Determination is made (S105).
Incidentally, the determination result is identified by appropriately setting a flag.

When the determination result of S104 or S105 is obtained, the avoidance support target determination unit M2 delivers the relative speed, the relative distance, the own vehicle speed, the determination result (that is, the determination result of S104 or S105), etc. to the target deceleration calculation unit M3. (S106), the process ends.
Thereafter, the target deceleration calculation means M3 and the vehicle longitudinal movement control means M4 respond to the determination result of the avoidance support target determination means M2, that is, the determination result of excluding the far stop obstacle in a specific movement state from the avoidance target. Then, a target deceleration is calculated for an obstacle that is an avoidance support target, and a predetermined avoidance support operation is executed.

According to the determination logic 1, since the far road side structure and the far stop vehicle are not targeted for avoidance support, excessive (unnecessary) brake control can be prevented.
Here, the execution order of the determination in S102 and the determination in S103 is not limited. Only when it is determined in S103 that the obstacle is far away, it may be determined in S102 whether the relative speed and the vehicle speed are substantially equal, or vice versa.

  Incidentally, if the radar device Sa and the obstacle detection means M1 detect only the relative distance, the avoidance support target determination means M2 determines the relative speed from the change in the relative distance for each minute time obtained from the obstacle detection means M1. May be calculated.

  Also, if the amount of change in relative distance per unit time obtained from the change in relative distance is compared with the distance traveled by the vehicle per unit time obtained from the vehicle speed, whether or not the obstacle is stopped Can be determined. If the obstacle is stopped, the amount of change in the relative distance per unit time is equal to the movement distance of the vehicle per unit time.

  The flowchart of FIG. 5 showing this determination logic 1 corresponds to “when the collision allowance time is longer than the predetermined time” in claim 6, and whether or not TTC is equal to or greater than a predetermined value (predetermined time). In response to “when the relative distance is larger than a predetermined distance set based on at least one of the relative speed and the own vehicle speed”. Then, it may be determined whether or not the target of the avoidance support is based on whether the distance from the obstacle is equal to or greater than a predetermined distance. In this case, S103 of FIG. 5 is “relative distance greater than or equal to a predetermined distance?”. The “predetermined distance (first predetermined distance)” is set based on at least one of the relative speed and the own vehicle speed. For example, if the relative speed value (the own vehicle speed value) increases, The predetermined distance becomes large (for example, the avoidance support target determination unit M2 sets “predetermined distance”). The predetermined distance may be a value that changes stepwise based on at least one of the relative speed and the own vehicle speed, or may be a fixed value.

  Here, according to the determination logic 1, even if the obstacle is stopped, if the TTC becomes less than a predetermined value (predetermined time) (S103 → No) (or if the relative distance becomes less than a predetermined distance). Therefore, it is determined that the obstacle is not a far stop obstacle (S105), and is regarded as an application target of the avoidance support operation.

(Judgment logic 2)
FIG. 6 is a diagram for explaining the outline of determination logic 2 that determines that a sudden approaching obstacle such as a preceding vehicle that approaches rapidly is a specific movement state and is an avoidance support target. The positional relationship with a running vehicle is shown, (b) shows the time chart of relative speed, (c) shows the time chart of TTC. The determination logic 2 (corresponding to claim 7) will be described in detail with reference to FIG. 6 (see FIGS. 1 to 3 as appropriate).

  The obstacle detection means M1 sends information on the detected relative distance and relative speed of the obstacle to the subsequent avoidance support target determination means M2. The avoidance support target determination unit M2 receives information on the relative distance and relative speed from the obstacle detection unit M1, and divides the relative distance by the relative speed to calculate TTC. Further, the host vehicle speed is calculated from the output signal of the wheel speed sensor Sb. The own vehicle speed may be obtained from the outside.

Here, as shown in FIG. 6A, on the road ahead of the traveling direction of the own vehicle, there is a preceding vehicle that initially travels at the same speed as the own vehicle, and this preceding vehicle suddenly stops for some reason. Assume that In this case, as shown in the graph of FIG. 6B, the relationship between the relative speed Vre and time is such that the relative speed Vre is 0 while the preceding vehicle is traveling at the same speed as the own vehicle. As the preceding vehicle decelerates, the relative speed Vre increases. When the preceding vehicle finally stops, the relative speed and the own vehicle speed become equal. Further, the graph of FIG. 6C shows the relationship between TTC and time at this time. While the preceding vehicle is traveling at the same speed as the host vehicle, TTC _max is the upper limit value of TTC. However, when the preceding vehicle decelerates, the TTC decreases, and when the preceding vehicle stops finally, the TTC decreases at a constant rate.

Hereinafter, the operation of the avoidance support target determination unit M2 that determines that a rapidly approaching obstacle such as a preceding vehicle that approaches rapidly will be determined as a specific movement state and is an avoidance support target will be described. Here, FIG. 7 is a flowchart for explaining the operation procedure of the avoidance support target determination means M2 in the determination logic 2.
Referring to FIG. 7, first, avoidance support target determination means M2 acquires relative speed, relative distance, and the like from obstacle detection means M1, and acquires the vehicle speed from wheel speed sensor Sb (S201). Here, it is assumed that the vehicle speed is substantially constant (see FIG. 6B).
Then, TTC is calculated, and it is determined whether or not the decrease amount (ΔTTC) per unit time of TTC is equal to or greater than a predetermined value α (predetermined decrease amount) (S202). This determination looks at whether or not TTC is rapidly decreasing, and the amount of decrease in ΔTTC indicates the slope of the graphs of (b) and (c) in FIG. Note that the amount of decrease in ΔTTC can be obtained from the difference between the current calculated value of TTC and the previous calculated value. Incidentally, the predetermined value α (predetermined decrease amount) is appropriately set to a value that can be considered that the amount of change in ΔTTC is due to sudden deceleration of the preceding vehicle or the like.

  If the amount of decrease in ΔTTC is equal to or greater than a predetermined value α (predetermined amount of decrease) (S202 → Yes), it can be considered that an obstacle such as a preceding vehicle is approaching rapidly due to sudden braking. It is determined that the object is a sudden approaching obstacle (specific movement state) (S203). Further, when the amount of decrease in ΔTTC is less than the predetermined value α (predetermined amount of decrease) in the determination of S202 (S202 → No), it is determined that the driver has room to avoid the obstacle and the sudden approaching obstacle (specific (S204).

Then, the avoidance support target determination unit M2 passes the relative speed, the relative distance, the host vehicle speed, the determination result (that is, the determination result of S203 or S204) to the target deceleration calculation unit M3 (S205), and ends the process.
Thereafter, the target deceleration calculation means M3 executes the avoidance support operation by changing the timing and the deceleration, for example, even if the obstacle is the same avoidance support target, depending on whether it is a sudden approaching obstacle or not. .

According to the determination logic 2 described above, it is possible to execute an optimum avoidance support operation corresponding to the moving state of the obstacle such as the preceding vehicle suddenly approaching.
In addition to the determination in S202, the determination in S102 (see FIG. 5) in the determination logic 1 may be added. That is, it may be determined whether or not the detected obstacle is a preceding vehicle by making a determination of “relative speed≈own vehicle speed”. By the way, when the detected obstacle is a preceding vehicle, the relative speed is smaller than the own vehicle speed.
Further, in the determination logic 2, if it is a condition that the vehicle speed is substantially constant, the sudden deceleration of the preceding vehicle can be determined more appropriately.

(Judgment logic 3)
Next, FIG. 8 is a diagram for explaining the outline of the determination logic 3 for determining an encounter obstacle such as an encounter vehicle as a specific movement state and making it an avoidance support target, and (a) shows the own vehicle and the encounter vehicle. (B) shows a time chart of relative speed, and (c) shows a time chart of TTC. The determination logic 3 (corresponding to claim 7) will be described in detail with reference to FIG. 8 (see FIGS. 1 to 3 as appropriate).

  In the position a shown in FIG. 8, the vehicle that has not detected another vehicle (obstacle) in the detection range of the radar device Sa of the own vehicle is, for example, that the heading vehicle is 20 meters ahead of the own vehicle at the position b. Assume a sudden appearance. Here, as shown in FIG. 8 (a), the meeting vehicle is in a direction orthogonal to the traveling direction of the own vehicle when entering the course of the own vehicle, and has a speed component with respect to the traveling direction of the own vehicle. I don't have it.

  In this case, as shown in the graph of FIG. 8B, the relationship between the relative speed Vre and the time can be considered that the meeting vehicle is stopped with respect to the traveling direction of the own vehicle when the meeting vehicle is detected. The relative speed Vre is equal to the vehicle speed. Further, the graph of FIG. 8C shows the relationship between TTC and time at this time. For example, when an encounter vehicle is detected from a large value in a state where no obstacle of TTC = 30 is detected, TTC is detected. TTC decreases to a small value such as = 2, and after that, it can be considered that the encounter vehicle is stopped with respect to the traveling direction of the own vehicle, so that TTC decreases at a constant rate. .

  In the electronic control unit U, the obstacle detection means M1 sends information on the detected relative distance and relative speed of the obstacle to the subsequent avoidance support target determination means M2.

Hereinafter, the operation of the avoidance support target determination unit M2 will be described. Here, FIG. 9 is a flowchart for explaining the operation procedure of the avoidance support target determination means M2 in the determination logic 3.
Referring to FIG. 9, first, avoidance support target determination means M2 obtains the relative speed and relative distance of the obstacle at the time of obstacle detection from obstacle detection means M1, and the vehicle speed from wheel speed sensor Sb. Is acquired (S301). Here, it is assumed that the vehicle speed is substantially constant (see FIG. 8B).
Then, TTC is calculated, and it is determined whether or not the decrease amount (ΔTTC) per unit time of TTC is equal to or greater than a predetermined value β (predetermined decrease amount) (S302). This determination looks at whether or not TTC is rapidly decreasing, and the amount of decrease in ΔTTC indicates the slope of the graphs of (b) and (c) in FIG. Incidentally, the predetermined value β (predetermined decrease amount) is appropriately set as the amount of change in ΔTTC when it can be regarded as a sudden obstacle (meeting vehicle) detection from the TTC value in a state where no obstacle is detected. . For example, the TTC value (30) in the state where no obstacle is detected is decreased by 28 in steps (that is, ΔTTC = 28 = predetermined value β) and becomes TTC = 2. Note that the value of the predetermined value β (predetermined decrease amount) is set as appropriate. Supplementally, both the predetermined value α and the predetermined value β are predetermined reduction amounts of the TTC, but the predetermined value β for determining the encounter obstacle is larger than the predetermined value α for determining the rapid deceleration of the forward obstacle. Value is set.

  In S302, if the value of ΔTTC is 28 or more, that is, if the amount of change (decrease amount) in ΔTTC is greater than or equal to a predetermined value β (predetermined decrease amount) (S302 → Yes), the detected obstacle is moved to a specific movement. It is determined that the encounter obstacle is in a state (S303). This is because the TTC has greatly changed in a step shape which is not normal.

  On the other hand, if the amount of decrease in ΔTTC is less than the predetermined value β (predetermined amount of decrease) in S302 (S302 → No), it is determined that the obstacle is not an encounter obstacle (S304).

Then, the avoidance support target determination unit M2 passes the relative speed, the relative distance, the host vehicle speed, the determination result (determination result of S303 or S304), etc. to the target deceleration calculation unit M3 (S305), and ends the process.
Thereafter, the target deceleration calculation means M3 activates the rear-end collision reduction brake as soon as the determination result is acquired, even if the obstacle is the same avoidance support target, for example, if it is an encounter obstacle with a specific movement state For example, the avoidance support operation according to the moving state of the obstacle is executed.
In addition to the determination in S302, the determination in S102 (see FIG. 5) in the determination logic 1 may be added. That is, it may be determined whether or not the detected obstacle is stopped by making a determination of “relative speed≈own vehicle speed”. By the way, when the detected obstacle is stopped, the relative speed ≒ own vehicle speed.

Moreover, in addition to the TTC changing in a stepped manner (in addition to S302), on the condition that the distance from the obstacle is less than the predetermined distance, the encounter obstacle in which the detected obstacle is in a specific movement state It may be determined whether or not. Note that the predetermined distance here is set to a small distance suitable for determining an encounter obstacle.
According to the modification of the determination logic 3, when an obstacle suddenly appears (that is, when TTC suddenly decreases), if the relative distance is less than a predetermined distance, the obstacle is encountered as a head obstacle. Since the determination is made, an avoidance operation according to the moving state of the obstacle is executed.

(Example 1 combining judgment logic)
Next, an execution procedure in the avoidance support target determination unit M2 when the electronic control unit U having the configuration shown in FIG. 3 is executed in combination with the determination logic 1 to the determination logic 3 will be described. Here, FIG. 10 is a flowchart illustrating an operation procedure of the avoidance support target determination unit M2 when the determination logics 1 to 3 are combined.

  As shown in FIG. 10, in S100, the avoidance support target determination unit M2 executes determination logic 1 for determining whether or not the detected obstacle is a distant stop obstacle that is in a specific movement state. The determination logic 1 here corresponds to S101 to S106 in the flowchart of FIG. In the next S150, the process is assigned depending on whether or not the determination in S100 is a far stop obstacle. If it is not a far stop obstacle (S150 → No), the process proceeds to S200.

  In S200, the avoidance support target determination unit M2 executes determination logic 2 for determining whether or not the detected obstacle is a sudden approaching obstacle in a specific movement state. The determination logic 2 here corresponds to S201 to S205 in the flowchart of FIG. In the next S250, the process is assigned depending on whether or not the determination in S200 is a sudden approaching obstacle, and if it is not a determination of a sudden approaching obstacle (S250 → No), the process proceeds to S300.

  In S300, the avoidance support target determination unit M2 executes determination logic 3 for determining whether the detected obstacle is an encounter obstacle in a specific movement state. The determination logic 2 here corresponds to S301 to S305 in the flowchart of FIG. In the next S350, the process is assigned depending on whether or not the determination in S300 is a sudden approaching obstacle, and if it is not a determination of a sudden approaching obstacle (S350 → No), the process proceeds to S400.

In S400, the avoidance support target determination unit M2 determines that the detected obstacle is not in the specific movement state. As a result, the target deceleration calculation means M3 and the vehicle longitudinal motion control means M4 perform the avoidance support operation based on the determination result that the specific movement state is not established.
In addition, when the detected obstacle is determined as a distant stop obstacle at S100 (S150 → Yes), when it is determined as an abrupt approach obstacle at S200 (S250 → Yes), or at the encounter obstacle at S300 Is determined (S350 → Yes), that is, when it is determined that the vehicle is in a specific movement state, the target deceleration calculation means M3 and the vehicle longitudinal motion control means M4 are determined to be in this specific movement state. An avoidance support operation is performed based on the result. For example, when the determination result is a distant stop obstacle, the obstacle according to the determination result is excluded from the avoidance support target, and an unnecessary avoidance operation is not performed. Further, if the determination result is an encounter obstacle, the rear-end collision reduction brake is immediately activated.
Note that the order of S100, S200, S300, and the like can be replaced as appropriate.

(Example 2 combining judgment logic)
Next, an execution procedure in the avoidance support target determination unit M2 when the electronic control unit U having the configuration shown in FIG. 3 is executed in combination with the determination logic 1 to the determination logic 3 will be described. Here, FIG. 11 is a flowchart illustrating an operation procedure different from that of FIG. 10 of the avoidance support target determination unit M2 when the determination logics 1 to 3 are combined.
In the following procedure, when the obstacle detection means M1 detects a new obstacle, it determines the moving state of the obstacle (a far stop obstacle, an encounter obstacle, etc.). Further, the avoidance support target determination unit M2 here calculates the obstacle identification number, the relative speed, and the avoidance support target determination unit M2 acquired from the obstacle detection unit M1 in a procedure different from the determination procedure described below. The TTC with the obstacle is transferred to the target deceleration calculation means M3.

In FIG. 11, the avoidance support target determination unit M2 acquires the relative distance and relative speed with the obstacle from the obstacle detection unit M1, and acquires the vehicle speed from the wheel speed sensor Sb. Further, the avoidance support target determination unit M2 calculates a TTC with the obstacle.
And the avoidance assistance object determination means M2 determines whether the new obstacle was detected, and when it is not a new obstacle (S401-> No), it waits until a new obstacle is detected. This determination is made based on whether or not information indicating the movement state of the obstacle described later is given in association with the identification number assigned to each obstacle detected by the obstacle detection means M1, or obstacle detection. It is determined by means such as whether or not an obstacle with a new identification number is detected by means M1.

  Next, when it is determined in S401 that a new obstacle has been detected (S401 → Yes), it is determined whether or not the obstacle has stopped (S402). This determination can be made based on whether or not the relative speed and the own vehicle speed are equal (substantially equal) (see claims 3 and 6). Here, when the obstacle is stopped (S402 → Yes), the TTC with the obstacle is 2 seconds or less, 10 seconds or more, or less than 10 seconds and more than 2 seconds. Is determined (S403).

In step S403, if TTC is greater than 10 seconds (TTC> 10 in S403), this indicates that the relative distance between the vehicle and the obstacle is far away (see FIG. 4), and the obstacle stops and is far away. Therefore, it is determined that the obstacle is a far stop obstacle (see S404, claim 6 (claim 3)). And the information which shows that it is a distant stop obstruction is transmitted to the obstruction detection means M1, and a process is complete | finished.
In step S403, when TTC is smaller than 2 seconds, that is, when an obstacle is detected in S401 and TTC is smaller than 2 seconds (in other words, when the amount of decrease in ΔTTC is equal to or larger than the predetermined value β), Since it is a stop just before the collision that suddenly appeared (see FIG. 8), it is determined that the obstacle is an encounter obstacle (predetermined movement state) (S405, see claim 7). And the information which shows that it is an encounter obstacle is transmitted to the obstacle detection means M1, and a process is complete | finished.
In step S403, when TTC is smaller than 10 seconds and larger than 2 seconds (2 <TTC <10 in S403), it is determined as a normal obstacle (S406). And the information which shows that it is a normal obstacle is transmitted to the obstacle detection means M1, and a process is complete | finished.

  Next, when it is determined in S402 that the obstacle has not stopped (that is, the obstacle is moving) (S402 → No), the amount of decrease in the TTC minute time in consideration of the case of FIG. It is determined whether (decrease amount of ΔTTC) is equal to or greater than a determination threshold (predetermined value α) (S407). If the amount of decrease in ΔTTC is equal to or greater than the determination threshold, it indicates that the risk of collision is increased. If the amount of decrease in ΔTTC is less than the determination threshold, even if an obstacle is approaching the driver, Indicates that there is room for avoidance.

Therefore, if the amount of decrease in ΔTTC is less than the determination threshold value in S407 (S407 → No), it is determined as a normal obstacle (S406), and information indicating that it is a normal obstacle is transmitted to the obstacle detection means M1. To finish the process.
On the other hand, when the amount of decrease in ΔTTC is equal to or greater than the determination threshold (S407 → Yes), the obstacle is approaching the host vehicle rapidly, and thus the obstacle is determined as a sudden approach obstacle (specific movement state) ( S408, claim 7), information indicating that the obstacle is a sudden approach obstacle is transmitted to the obstacle detection means M1, and the process is terminated.

Thereafter, the obstacle detection means M1 that has acquired the information indicating the moving state of the obstacle (far stop, encounter, sudden approach, normal) stores this information in correspondence with the obstacle identification number, and Each time an object is detected, it is passed along with the relative speed and relative distance of the obstacle to the avoidance support target determination means M2, and the avoidance support target determination means M2 performs the determination procedure shown in FIG. Together with the information indicating the relative distance of the obstacle, the relative speed, and the movement state of the obstacle, the TTC and the own vehicle speed are transferred to the target deceleration calculation means M3.
Then, the target deceleration calculation means M3 and the vehicle longitudinal motion control means M4 execute an avoidance support operation according to the moving state of the obstacle.

(Example 3 combining judgment logic)
Next, an execution procedure in the avoidance support target determination unit M2 when the electronic control unit U having the configuration shown in FIG. 3 is executed in combination with the determination logic 1 to the determination logic 3 will be described. Here, FIG. 12 is a flowchart for explaining an operation procedure different from that in FIGS. 10 and 11 of the avoidance support target determination means M2 when the determination logics 1 to 3 are combined.

In FIG. 12, the avoidance support target determination unit M2 acquires the relative distance and relative speed with the obstacle from the obstacle detection unit M1, and acquires the vehicle speed from the wheel speed sensor Sb. Further, the avoidance support target determination unit M2 calculates a TTC with the obstacle.
And the avoidance assistance object determination means M2 determines whether the new obstacle was detected, and when it is not a new obstacle (S501-> No), it waits until a new obstacle is detected. This determination is made based on whether or not information indicating the movement state of the obstacle described later is given in association with the identification number assigned to each obstacle detected by the obstacle detection means M1, or obstacle detection. It is determined by means such as whether or not an obstacle with a new identification number is detected by means M1.

  Next, when it is determined in S501 that a new obstacle has been detected (S501 → Yes), it is determined whether or not the TTC with the newly detected obstacle exceeds a predetermined value (S502). If TTC is equal to or greater than a predetermined value (S502 → Yes), it is determined whether the relative speed and the vehicle speed are substantially equal (S503). When the relative speed is substantially equal to the own vehicle speed (S503 → Yes), it is determined as a far stop obstacle (S504). Since this corresponds to the sixth aspect of “when the relative speed is substantially equal to the own vehicle speed and the collision margin time is longer than the predetermined time”, the process is terminated.

  If the TTC is less than the predetermined value in S502, it is determined as an encounter obstacle (S505), and avoidance support control is performed (S511). Incidentally, a new obstacle is detected (S501 → Yes), and immediately after that TTC is determined to be less than the predetermined value (S502 → No), the “decrease of the collision allowance time per unit time” is described in claim 7. It can be said that “when the amount is equal to or greater than a predetermined reduction amount”. At this time, if the vehicle speed is substantially constant, it corresponds to the “specific movement state” in claim 7 (an encounter obstacle).

In S503, if the relative speed and the own vehicle speed are not substantially equal (S503 → No), that is, if the obstacle (the vehicle ahead) is moving, is the amount of decrease in ΔTTC greater than or equal to a predetermined value α (predetermined amount of decrease)? Whether or not (S506), if it is equal to or greater than the predetermined value α (S506 → Yes), it is determined that the obstacle is a sudden approach (S507), and waits for TTC to be 4 seconds or less (S508), and avoidance support control (S511). Incidentally, avoidance support control is not performed when TTC is not less than 4 seconds. In this case, for example, due to a timeout process, a loop that is repeated when S508 is No is exited.
In addition, when S506 is Yes, it can be said that it corresponds to the “when the reduction amount per unit time of the collision margin time is equal to or larger than the predetermined reduction amount” in claim 7. At this time, if the vehicle speed is substantially constant, it corresponds to the “specific movement state” of claim 7 (rapid approach obstacle).

  In S506, when the amount of decrease in ΔTTC is less than the predetermined value α (predetermined amount of decrease) (S506 → No), it is determined as another obstacle (S509) and waits for TTC to become 2 seconds or less (S510). Then, avoidance support control is performed (S511). Incidentally, avoidance support control is not performed when TTC is not less than 2 seconds. In this case, for example, by the timeout process similar to S508, the loop repeated when S510 is No is exited.

The preferred embodiments of the present invention have been described above, but the present invention is not limited to the above-described embodiments, and various modifications can be made.
For example, the order and the combination in the determination logic can be appropriately changed according to the state of the obstacle to be excluded. In addition, other components (for example, a steering assist function) can be added to the electronic control unit U in order to perform avoidance support. In this case as well, avoidance is performed according to the determination result of the avoidance support target determination unit M2. Support operation can be performed.
Further, for example, in the present embodiment, even if the determination logic 1 once determines that the obstacle is a far stop obstacle, if the TTC is less than a predetermined value or the relative distance is less than a predetermined distance, the obstacle is not a far stop obstacle. Judgment is made and it is regarded as an application target of the avoidance support operation (see FIG. 5). However, even in such a case, the determination that the obstacle is a far stop obstacle may be maintained. Even if the stop obstacle is approaching (it is simply called a stop obstacle because it is no longer far away), the passenger is already aware of the stop obstacle. This is because the occupant should be able to avoid the stopping obstacle by himself. In this way, it is possible to prevent the passenger from feeling uncomfortable without performing excessive avoidance support. In addition, as this stop obstacle, stop structures, such as a utility pole and a guardrail, a parked vehicle, etc. are mentioned, for example.
However, even if the determination is maintained in this way, it is difficult for the occupant to avoid the stop obstacle by himself if the stop obstacle approaches too much. In such a case, there is a high possibility that the occupant does not recognize the stop obstacle due to accidents such as inadvertently or falling asleep. Therefore, if the stop obstacle gets too close, it is judged that the risk of collision is high, and when it collides with the stop obstacle, it assists to reduce the damage or notices the approaching obstacle The assistance of the occupant for emergency evasion can improve the safety of the occupant. Note that the determination of “too close” means, for example, a determination that TTC is less than a predetermined value, or that the relative distance is less than a predetermined distance (second predetermined distance (smaller than the first distance)). To do. And as a 2nd predetermined distance, it is good to set it as 40 m, for example. This is the distance at which the TTC is about 2 seconds when the vehicle is traveling at about 60 km / h. Moreover, the predetermined value of TTC used as the determination may be, for example, 2 seconds.
In the present embodiment, for example, in the determination logic 1, when the relative speed is not equal to the own vehicle speed, it is determined that the obstacle is not a far stop obstacle (see FIG. 5). In this case, if the relative speed is higher than the own vehicle speed, the obstacle may not be a target for avoidance support. This is because if the relative speed is so high, the obstacle can be determined as a moving object moving in the opposite direction to the vehicle traveling direction, such as an oncoming vehicle. In this way, it is possible to prevent the passenger from feeling uncomfortable without performing excessive avoidance support.
Further, for example, in the present embodiment, the determination by the avoidance support target determination unit M2 is performed based on at least the own vehicle speed, the relative speed, and the relative distance. In this case, the determination may be performed based on the offset amount (distance) between the obstacle and the vehicle. For example, the obstacle detection means M1 detects the offset amount in the vehicle width direction between the host vehicle and the obstacle, and the avoidance support target determination means M2 detects that the offset amount detected by the obstacle detection means M1 is a third predetermined amount. When the relative distance is smaller than the first predetermined distance or when the collision margin time is smaller than the predetermined time, the obstacle is determined as a target for avoidance support or a target for collision reduction support. . When the amount of offset is small and the vehicle is close to the obstacle (even if it is determined that the vehicle is a far stop obstacle before approaching and is not determined to be a target for avoidance), the risk of collision is high judge. Then, when the vehicle collides with the obstacle, the assistance of reducing the damage or the assistance of the driver avoiding the approaching obstacle can improve the safety of the occupant. The third predetermined distance is, for example, L = (W + w) / 2 where W is the vehicle width, w is the length of the obstacle in the vehicle width direction, and L is the third predetermined distance. And
In addition, specific configurations such as hardware, software, and flowcharts, selection of materials, design of the structure, and the like can be appropriately changed without departing from the spirit of the present invention.

It is drawing which shows the whole structure of the vehicle carrying a vehicle operation assistance apparatus. It is a block diagram which shows the structure of a braking device. It is a block diagram of an electronic control unit. It is drawing explaining the outline | summary of the determination logic 1 which determines a far stop obstacle as a specific movement state, and excludes it from an avoidance assistance object, (a) shows the positional relationship of the own vehicle and a stop vehicle, (b) Shows a time chart of relative speed, and (c) shows a time chart of TTC. It is a flowchart explaining the operation | movement procedure of the avoidance assistance object determination means in the determination logic 1 which determines a far stop obstacle as a specific movement state, and excludes from an avoidance assistance object. It is drawing explaining the outline | summary of the decision logic 2 which makes a sudden approaching obstacle, such as a preceding vehicle approaching suddenly, be a specific movement state, and makes it an avoidance support object, (a) is a self-vehicle and a preceding vehicle. The positional relationship is shown, (b) shows a time chart of relative speed, and (c) shows a time chart of TTC. It is a flowchart explaining the operation | movement procedure of the avoidance assistance object determination means in the determination logic 2 which determines the sudden approach obstacle, such as the preceding vehicle which approaches rapidly, as a specific movement state, and makes it an avoidance assistance object. It is drawing explaining the outline | summary of the determination logic 3 which determines an encounter obstacle, such as an encounter vehicle, as a specific movement state, and is an avoidance assistance object, (a) shows the positional relationship of the own vehicle and an encounter vehicle, ( b) shows a time chart of relative speed, and (c) shows a time chart of TTC. It is a flowchart explaining the operation | movement procedure of the avoidance assistance object determination means in the determination logic 3 which determines an encounter obstacle, such as an encounter vehicle, as a specific movement state, and makes it an avoidance assistance object. It is a flowchart explaining the operation | movement procedure of the avoidance assistance object determination means at the time of combining the determination logics 1-3. It is a flowchart explaining the operation | movement procedure different from FIG. 10 of the avoidance assistance object determination means at the time of combining the determination logics 1-3. 12 is a flowchart for explaining an operation procedure different from that shown in FIGS. 10 and 11 of the avoidance support target determination unit when the determination logics 1 to 3 are combined.

Explanation of symbols

M1 Obstacle detection means M2 Avoidance support target judgment means M3 Target deceleration calculation means M4 Vehicle longitudinal motion control means Sa Radar device Sb Wheel speed sensor U Electronic control unit

Claims (10)

An obstacle detecting means for detecting an obstacle to the own vehicle and detecting at least a relative speed and a relative distance between the obstacle and the own vehicle using the detection result;
In the vehicle operation support device that performs avoidance support for the obstacle based on the detection result,
An avoidance support target determination means for determining whether the obstacle is a target for avoidance support based on the host vehicle speed, the relative speed, and the relative distance;
The avoidance support target determination means includes
The vehicle operation support apparatus according to claim 1, wherein when the obstacle detecting unit detects an obstacle with respect to the own vehicle, the moving speed of the obstacle is determined by comparing the own vehicle speed with the relative speed. The avoidance support target determination means includes
2. The vehicle operation support device according to claim 1, wherein when the relative speed is substantially equal to the own vehicle speed, the obstacle is determined to be a stop obstacle that has not moved in at least the vehicle traveling direction. . The avoidance support target determination means includes
The obstacle is when the relative speed is substantially equal to the own vehicle speed, and the relative distance is larger than a first predetermined distance set based on at least one of the relative speed and the own vehicle speed. The vehicle operation support device according to claim 1, wherein an object is not determined as an object of avoidance support. The avoidance support target determination means includes
If the obstacle is not determined to be an object of avoidance support, the obstacle is not determined to be an object of avoidance support even if the vehicle continues to travel and approaches the obstacle within the first predetermined distance. The vehicle operation support device according to claim 3. The avoidance support target determination means includes
When it is not determined that the obstacle is a target for avoidance assistance, and the vehicle approaches the obstacle for a second predetermined distance that is smaller than the first distance, the obstacle is a target for avoidance support. Alternatively, the vehicle operation support device according to claim 3, wherein the vehicle operation support device is determined as a target for collision reduction support. The avoidance support target determination means includes
A collision allowance time, which is a time required for the own vehicle to collide with an obstacle, is calculated based on the relative speed and the relative distance,
2. The obstacle according to claim 1, wherein the relative speed is substantially equal to the own vehicle speed, and the obstacle is not determined to be an object of avoidance support when the collision margin time is longer than a predetermined time. Vehicle operation support device. The avoidance support target determination means includes
When the host vehicle speed is substantially constant and the amount of decrease in the collision margin time per unit time is equal to or greater than a predetermined amount of decrease, the obstacle is determined to be in a specific movement state and is a target for avoidance support. The vehicle operation support apparatus according to claim 6, wherein the determination is made. The avoidance support target determination means includes
When the relative speed is larger than the own vehicle speed, the obstacle is determined to be a moving object moving at least in a direction opposite to the vehicle traveling direction, and the obstacle is not determined as a target for avoidance support. The vehicle operation support device according to claim 1, wherein the vehicle operation support device is a vehicle operation support device. The obstacle detection means detects an offset amount in the vehicle width direction between the own vehicle and the obstacle,
The avoidance support target determination means includes
In the case where the offset amount detected by the obstacle detection means is less than a third predetermined distance, and the relative distance is smaller than the first predetermined distance, The vehicle operation support device according to claim 8, wherein the vehicle operation support device is determined as a collision reduction support target. The obstacle detection means detects an offset amount in the vehicle width direction between the own vehicle and the obstacle,
The avoidance support target determination means includes
When the offset amount detected by the obstacle detection means is less than a third predetermined distance and the margin for collision is smaller than the predetermined time, the obstacle is a target for avoidance assistance or collision reduction. The vehicle operation support device according to claim 8, wherein the vehicle operation support device is cited as a support target.

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