JP2012001063A - Collision avoidance support apparatus - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a collision avoidance support apparatus capable of achieving proper collision avoidance support in response to collision avoidance behavior of a driver.SOLUTION: The collision avoidance support apparatus includes: a vehicle velocity sensor 1 detecting an own-vehicle velocity V; a laser radar 4, a camera 5, and image processing device 6 detecting an obstacle moving state (moving velocity Vp) that is a motion in an X direction of the obstacle (direction crossing the own-vehicle traveling direction); and a weighting setting part 11a setting weighting of brake avoidance control and steering avoidance control on the basis of the own-vehicle velocity V and the obstacle moving state (moving velocity Vp).

Description

  The present invention relates to a collision avoidance assistance device.

  In the collision avoidance assistance device described in Patent Document 1, the possibility of collision with the obstacle is predicted based on the vehicle speed and the distance between the obstacle, and when the collision possibility is high, collision avoidance assistance by braking control is performed. Is running.

JP 2005-53384 A

However, the above prior art does not consider the movement of the obstacle in the direction crossing the traveling direction of the vehicle, and is a collision avoidance support only for braking control. For obstacles such as a driver, there is a problem that it is not possible to realize appropriate collision avoidance support according to the driver's collision avoidance behavior.
The objective of this invention is providing the collision avoidance assistance apparatus which can implement | achieve appropriate collision avoidance assistance according to a driver | operator's collision avoidance action.

  The present invention weights the braking avoidance control for providing collision avoidance support by braking control to the obstacle ahead of the own vehicle and the steering avoidance control for providing collision avoidance support by steering control. It sets based on the movement to the direction which crosses with respect to.

  In the present invention, since the weighting of the braking avoidance control and the weighting of the steering avoidance control can be optimized according to the own vehicle speed and the movement of the obstacle, appropriate collision avoidance support according to the driver's collision avoidance behavior can be realized.

1 is a system configuration diagram of a collision avoidance assistance device according to a first embodiment. 3 is a flowchart illustrating a flow of collision avoidance assistance control processing according to the first embodiment. 12 is a flowchart illustrating a flow of collision avoidance assistance control processing according to the second embodiment. 12 is a flowchart illustrating a flow of a collision avoidance assistance control process according to a third embodiment. 12 is a flowchart illustrating a flow of a collision avoidance assistance control process according to a fourth embodiment. It is explanatory drawing which shows the collision avoidance assistance control effect | action of Example 4. FIG. 12 is a flowchart illustrating a flow of a collision avoidance assistance control process according to a fifth embodiment. 16 is a flowchart illustrating a flow of a collision avoidance assistance control process according to a sixth embodiment. (A) control gain G _B set map corresponding to the vehicle speed V, Example 6, a control gain G _theta setting corresponding to (b) the moving speed Vp. (A) Control intervention threshold B1 setting map according to own vehicle speed V, (b) Control intervention threshold θ1 setting map according to own vehicle speed V of the sixth embodiment. (A) A control intervention threshold B1 setting map according to the moving speed Vp, and (b) a control intervention threshold θ1 setting map according to the moving speed Vp according to the sixth embodiment.

  EMBODIMENT OF THE INVENTION Below, the form for implementing the collision avoidance assistance apparatus of this invention is demonstrated based on each Example shown on drawing.

[Example 1]
[System configuration]
FIG. 1 is a system configuration diagram of the collision avoidance assistance device according to the first embodiment.
The collision avoidance assistance device of Example 1 includes a vehicle speed sensor (vehicle speed detection means) 1, a steering angle sensor 2, a brake pedal sensor 3, a laser radar 4, a camera 5, an image processing device 6, an illuminance sensor (illuminance detection means) 7, A remote control key (driver age detection means) 8, a steering actuator 9, a brake actuator 10, and a vehicle control controller 11 are provided.

The vehicle speed sensor 1 detects the traveling speed of the own vehicle (own vehicle speed). The steering angle sensor 2 detects the steering angle of the steering wheel. The brake pedal sensor 3 detects the brake pedal operation amount of the driver. The laser radar 4, the camera 5, and the image processing device 6 detect an obstacle existing within a predetermined range in front of the host vehicle, and the state of the obstacle (in the direction of travel of the host vehicle and the direction crossing the host vehicle traveling direction). Relative position, relative speed, etc.) are detected and calculated. The laser radar 4, the camera 5, and the image processing device 6 correspond to obstacle moving state detecting means for detecting an obstacle moving state that is a movement of the obstacle in a direction crossing the traveling direction of the host vehicle. Hereinafter, the traveling direction of the host vehicle is also referred to as the Y direction, and the direction crossing the traveling direction of the host vehicle (for example, the direction orthogonal to the Y direction) is also referred to as the X direction.
The illuminance sensor 7 detects the brightness (illuminance) around the vehicle. The remote control key 8 is a remote control switch that also serves as a steering key and can be remotely operated to lock and release the door, start the engine, and the like from the outside of the vehicle.

The steering actuator 9 outputs steering torque to the steering mechanism that steers the front wheels, and steers the front wheels.
The brake actuator 10 adjusts the braking force applied to each wheel independently of the driver's brake operation.
The vehicle control controller 11 includes, for example, a CPU and CPU peripheral components such as a ROM and a RAM. The vehicle controller 11 inputs the vehicle speed, steering angle, brake pedal operation amount, obstacle state, and illuminance from each sensor. Further, the age of the driver included in the ID information stored in the remote control key 8 in advance is read.

  The vehicle control controller 11 controls the amount of brake pedal operation or the steering angle of the driver when the predicted collision time (inter-vehicle time) of the own vehicle with respect to an obstacle existing in front of the own vehicle is less than a first predetermined value. When the intervention threshold is exceeded, it is determined that the driver has started a collision avoidance action for the obstacle, and the collision avoidance action of the driver is determined by outputting a collision avoidance control command to the brake actuator 10 or the steering actuator 9. Support. Specifically, when the brake pedal operation amount exceeds the control intervention threshold, the brake actuator 10 is driven so that a braking force larger than the braking force generated according to the brake pedal operation amount is generated (brake assist). control). Further, when the steering angle of the steering wheel exceeds the control intervention threshold, the steering actuator 9 is driven so as to obtain a turning angle larger than the turning angle of the front wheels corresponding to the steering angle (steering assist control).

Further, when the driver does not start the collision avoidance action after the predicted collision time falls below the first predetermined value, the vehicle controller 11 determines that the predicted collision time is the second predetermined value (<first predetermined value). When the value falls below, a collision avoidance control command is output to the brake actuator 10 or the steering actuator 9, thereby avoiding a collision with an obstacle (automatic brake control, automatic steering control). Brake assist and automatic braking are braking avoidances that provide collision avoidance assistance by braking control. Steering assist and automatic are steering avoidance controls that provide collision avoidance assistance by steering control.
The vehicle controller 11 according to the first embodiment aims to realize appropriate collision avoidance support according to the driver's collision avoidance action with respect to an obstacle (particularly an obstacle moving in a direction transverse to the traveling direction of the host vehicle). A setting unit (weight setting unit) 11a, a control intervention adjustment unit (control intervention adjustment unit) 11b, and a turning direction selection unit (turning direction selection unit) 11c are provided, and collision avoidance support control as shown below is executed. .

[Collision avoidance support control processing]
FIG. 2 is a flowchart illustrating the flow of the collision avoidance support control process according to the first embodiment, and each step will be described below. This process is continuously executed at a predetermined calculation cycle, for example, every 33 msec.

In step S1, based on the own vehicle speed V from the vehicle speed sensor 1 and the relative distance L between the own vehicle and the obstacle in the Y direction from the laser radar 4, an estimated collision time for the obstacle using the following equation (1) ( Inter-vehicle time) T _TTC is calculated.
T _TTC = L / V… (1)
In step S2, it is determined whether or not the predicted collision time T _TTC is smaller than a predetermined value T1 (for example, 2 seconds). If YES, the process proceeds to step S3. If NO, the process returns to step S1.
In step S3, the weight setting unit 11a determines whether or not the host vehicle speed V is smaller than a predetermined value V1 (for example, 60 km / h). If YES, the process proceeds to step S4. If NO, step S4 is performed. Proceed to S5.
In step S4, the weight setting unit 11a selects brake (braking avoidance control) as collision avoidance control. That is, the weighting of the braking avoidance control is made larger than the weighting of the steering avoidance control.

In step S5, in the weighting setting unit 11a, the moving speed in the X direction of the obstacle from the image processing device 6 (obstacle moving state) Vp is a predetermined value Vp1 (for example, a speed equivalent to a pedestrian's running, 2m / s), the process proceeds to step S6 if YES, or to step S4 if NO.
In step S6, the turning direction selection unit 11c determines whether or not the obstacle is moving from the right to the left based on the lateral position change of the obstacle from the image processing device 6. If YES, Proceeding to step S7, in the case of NO (moving from left to right, rear passage, face-to-face passage, stopping), the routine proceeds to step S8.
In step S7, the weight setting unit 11a selects left steering (steering avoidance control) as the collision avoidance control. That is, the steering avoidance control weight is set larger than the braking avoidance control weight.
In step S8, the weight setting unit 11a selects right steering (steering avoidance control) as collision avoidance control. That is, the steering avoidance control weight is set larger than the braking avoidance control weight.

  In step S9, the control intervention adjustment unit 11b adjusts the control intervention threshold values B1 and θ1 for the collision avoidance control selected in any of steps S4, S7, or S8. When the collision avoidance by brake is selected from step S3 to step S4, the control intervention threshold B1 of the brake pedal operation amount B is the initial control intervention threshold when the collision avoidance control by left steering or right steering is selected Make it smaller than the value B0. When the collision avoidance by left steering is selected from step S6 to the left steering, the control intervention threshold θ1 of the steering angle θ in the left steering is the control intervention threshold when the collision avoidance control by braking or right steering is selected. When collision avoidance by right steering is selected by making it smaller than the initial value θ0 and proceeding from step S6 to step S8, the control intervention threshold value θ1 of the steering angle θ in right steering is selected as collision avoidance control by braking or left steering. It is made smaller than the initial value θ0 which is the control intervention threshold at that time.

In step S10, the brake pedal operation amount B from the brake pedal sensor 3 and the steering angle θ from the steering angle sensor 2 are read.
In step S11, it is determined whether or not the brake pedal operation amount B has exceeded the control intervention threshold value B1, or whether or not the steering angle θ has exceeded the control intervention threshold value θ1, and if YES, the process proceeds to step S12. If so, go to Step S13.
In step S12, with respect to the collision avoidance control in which the driver's operation amount exceeds the control intervention threshold in step S11, the steering actuator 9 or the brake actuator 10 used for the control depends on the driver's operation amount (B, θ). A collision avoidance control command for obtaining a controlled amount is output, and steering assist or brake assist is performed. Here, the control amount of the collision avoidance control according to the operation amount (B, θ) of the driver is a predetermined value with respect to the turning angle and deceleration of the front wheel according to the operation amount (B, θ) of the driver. The steering angle and deceleration of the front wheels are multiplied by the control gains G _B and G _θ (G _B > 1, G _θ > 1).
In step S13, it is determined whether or not the predicted collision time T _TTC is smaller than a predetermined value T2 (for example, 0.6 sec). If YES, the process proceeds to step S13, and if NO, the process returns to step S10.
In step S14, for the collision avoidance control selected in any one of steps S4, S7, or S8, a control amount capable of avoiding a collision with an obstacle is obtained for the steering actuator 9 or the brake actuator 10 used for the control. A collision avoidance control command is output and automatic steering or automatic braking is executed. Here, the control amount capable of avoiding collision with the obstacle is the relative position and relative velocity in the X and Y directions with respect to the obstacle obtained by the laser radar 4, the camera 5, and the image processing device 6, the size of the obstacle, etc. Set based on.

Next, the operation will be described.
When a driver encounters an obstacle such as a pedestrian or bicycle crossing the front of the vehicle, the driver tends to perform either a braking operation or a steering operation as a collision avoidance action in order to avoid a collision with the obstacle. Is strong. Here, the collision avoidance behavior of the driver depends on the own vehicle speed V when the obstacle is encountered and the moving speed Vp of the obstacle in the X direction.
Therefore, in the collision avoidance assistance device according to the first embodiment, when the predicted collision time T _TTC for the obstacle ahead of the host vehicle falls below the predetermined value T1, that is, when there is a possibility of collision with the obstacle, the host vehicle speed V And the moving speed Vp, the braking avoidance control and the steering avoidance control are weighted, and the control intervention threshold (B1 or θ1) of the collision avoidance control having a large weight is reduced. In other words, the driver's braking avoidance behavior is predicted by predicting the driver's collision avoidance behavior based on the vehicle speed V and the moving speed Vp, and performing the collision avoidance control corresponding to the predicted collision avoidance behavior at an early stage. Appropriate collision avoidance support according to the situation can be realized.
At this time, with respect to collision avoidance control with a small weight, that is, collision avoidance control that is unlikely to be performed by the driver, the control intervention threshold (B1 or θ1) is not changed, so that it does not match the driver's braking avoidance behavior. Early execution of collision avoidance control can be suppressed. For this reason, it is possible to suppress an unexpected behavior change in the vehicle due to the execution of the collision avoidance control not intended by the driver, and to prevent the driver from feeling uncomfortable.

Hereinafter, the specific movement of the collision avoidance assistance control process shown in FIG. 2 will be described.
When it is determined in step S2 that the predicted collision time T _TTC is smaller than the predetermined value T1, first, in step S3, the host vehicle speed V is compared with the predetermined value V1, and if the host vehicle speed V is lower than the predetermined value V1, In step S4, braking avoidance control is selected, and in step S9, the control intervention threshold B1 of the brake pedal operation amount B is made smaller than the control intervention threshold (initial value B0) when the steering avoidance control is selected. When the vehicle speed V is low for a pedestrian crossing the front of the vehicle, the driver tends to select a braking operation as a collision avoidance action. Therefore, when the vehicle speed V is low, by reducing the control intervention threshold B1 of the braking avoidance control, when the driver starts to depress the brake pedal, the collision avoidance support by the brake actuator 10 can be started at an earlier stage. . Therefore, it is possible to realize a collision avoidance support without a sense of incongruity that matches the tendency of the driver's collision avoidance behavior in the low vehicle speed range.

  If the vehicle speed V is greater than or equal to the predetermined value V1 in step S3, the moving speed Vp of the obstacle in the X direction is compared with the predetermined value Vp1 in step S5. If Vp is less than or equal to Vp1, braking avoidance control is performed in step S4. In step S9, the control intervention threshold B1 of the brake pedal operation amount B is made smaller than the control intervention threshold (initial value B0) when the steering avoidance control is selected. The driver tends to select the braking operation as a collision avoidance action when the moving speed Vp of the obstacle in the X direction is low even when the vehicle speed V is low for a pedestrian crossing the front of the vehicle. . Therefore, when the obstacle movement speed is low, the control intervention threshold B1 of the brake avoidance control is reduced, so that the collision avoidance support by the brake actuator 10 is provided at an earlier stage when the driver starts to depress the brake pedal. You can start. Therefore, it is possible to realize the collision avoidance support without a sense of incongruity that matches the tendency of the driver's collision avoidance behavior when the obstacle moving speed Vp is low.

  If the vehicle speed V is greater than or equal to the predetermined value V1 in step S3 and the moving speed Vp of the obstacle in the X direction is greater than the predetermined value Vp1 in step S5, is the obstacle moving from right to left in step S6? Determine whether or not. If it is determined that the obstacle is moving from right to left, the steering avoidance control by left steering is selected in step S7, and the control intervention threshold θ1 of the steering angle θ during left steering is braked in step S9. The control intervention threshold value (initial value θ0) when avoidance control or steering avoidance control by right steering is selected is made smaller. On the other hand, if it is determined in step S6 that the obstacle has not moved from right to left, steering avoidance control by right steering is selected in step S8, and control of the steering angle θ during right steering is performed in subsequent step S9. The intervention threshold θ1 is made smaller than the control intervention threshold (initial value θ0) when the braking avoidance control or the steering avoidance control by left steering is selected. When the moving speed Vp of the obstacle in the X direction is high, the driver tends to select the steering operation as the collision avoidance action. Therefore, when the obstacle moving speed Vp is high, the control intervention threshold value θ1 of the steering avoidance control is reduced, and when the driver starts the steering operation, the collision avoidance support by the steering actuator 9 is started at an earlier stage. it can. Therefore, it is possible to realize a collision avoidance support without a sense of incongruity that matches the tendency of the driver's collision avoidance behavior when the obstacle moving speed Vp is high in the high vehicle speed range.

  Here, the driver tends to perform left steering as a collision avoidance action when the obstacle is moving from right to left, and in other cases (moving from left to right, back traffic, face-to-face traffic, When stopped, there is a tendency to steer right. Therefore, when the obstacle is moving from right to left, the steering avoidance control by the left steering is selected. In other cases, the steering avoidance control by the right steering is selected. It is possible to realize collision avoidance support that matches the tendency of the driver's collision avoidance behavior and does not feel uncomfortable.

In the first embodiment, the brake pedal operation amount B or the steering angle θ of the driver does not exceed the control intervention threshold B1 or θ1 until the collision predicted time T _TTC falls below the predetermined value T1 and then falls below the predetermined value T2. In this case, that is, when the driver does not perform the collision avoidance action even when the possibility of collision with the obstacle becomes high, automatic steering by the steering actuator 9 or automatic braking by the brake actuator 10 is executed in step S14. Thereby, even if it is a case where a driver | operator's collision avoidance action is overdue, the collision with an obstruction can be avoided.

  At this time, the selection of the automatic steering or the automatic brake and the selection of the steering direction of the automatic steering in step S14 uses the one selected in step S4, S7 or S8. In other words, when the host vehicle speed V is low, and when the moving speed of the obstacle in the X direction is low, collision avoidance assistance by automatic braking is executed, and the own vehicle speed V is high and the moving speed of the obstacle in the X direction is high. When the obstacle is moving from right to left, left automatic steering is executed. When the obstacle is not moving from right to left, right automatic steering is executed. In other words, as with steering assist or brake assist, by selecting automatic steering or automatic braking in consideration of the vehicle speed V and the moving speed Vp of the obstacle, the behavior change of the vehicle caused by the collision avoidance assistance is It is possible to approach a change in vehicle behavior that occurs when the driver performs a collision avoidance action. Thereby, generation | occurrence | production of a driver | operator's unexpected vehicle behavior change can be suppressed and the discomfort given to a driver | operator can be reduced.

Next, the effect will be described.
The collision avoidance assistance device according to the first embodiment has the following effects.
(1) A vehicle speed sensor 1 for detecting the own vehicle speed V, and a laser radar 4 for detecting an obstacle moving state (moving speed Vp) that is an obstacle moving in the X direction (a direction crossing the traveling direction of the own vehicle), The camera 5 and the image processing device 6, and a weight setting unit 11a for setting weights for the brake avoidance control and the steering avoidance control based on the own vehicle speed V and the obstacle moving state (movement speed Vp) are provided. Thereby, appropriate collision avoidance support according to the driver's collision avoidance behavior can be realized.
(2) The weight setting unit 11a increases the weighting of the braking avoidance control when the host vehicle speed V is lower than the predetermined value V1, and steers when the host vehicle speed V is equal to or higher than the predetermined value V1. Since the weighting of the avoidance control is made larger than the weighting of the braking avoidance control, it is possible to realize collision avoidance support that matches the tendency of the driver's collision avoidance behavior that changes according to the vehicle speed V.

(3) The laser radar 4, the camera 5, and the image processing device 6 detect the moving speed Vp of the obstacle in the X direction, and the weighting setting unit 11a weights the braking avoidance control when the moving speed Vp is equal to or less than the predetermined value Vp1. Is made larger than the weight for steering avoidance control, and when the moving speed Vp is larger than the predetermined value Vp1, the weight for steering avoidance control is made larger than the weight for braking avoidance control. As a result, it is possible to realize collision avoidance support that matches the tendency of the driver's collision avoidance behavior that changes according to the moving speed Vp of the obstacle.
(4) The laser radar 4, the camera 5, and the image processing device 6 detect the moving direction in the X direction of the obstacle, and based on the moving direction, select the turning direction selection that selects the collision avoidance direction of the own vehicle in the steering avoidance control. Part 11c was provided. As a result, it is possible to realize collision avoidance support that matches the tendency of the steering direction of the collision avoidance steering of the driver that changes according to the moving direction of the obstacle.
(5) Since the control intervention adjustment unit 11b is provided to make the control intervention start timing of the collision avoidance control earlier when the weighting is large than when the weighting is small, depending on the vehicle speed V and the state of the obstacle (moving speed Vp) The collision avoidance support can be started at an appropriate timing.

[Example 2]
The second embodiment is an example in which braking avoidance control and steering avoidance control are selected based on the brightness of the traveling environment of the host vehicle.
[Collision avoidance support control processing]
FIG. 3 is a flowchart showing the flow of the collision avoidance assistance control process according to the second embodiment, and only different parts from the first embodiment shown in FIG. 2 will be described.
In step S15, the weight setting unit 11a determines whether or not the illuminance from the illuminance sensor 7 is smaller than the predetermined illuminance. If YES, the process proceeds to step S4, and if NO, the process proceeds to step S6. That is, when the illuminance is smaller than the predetermined illuminance, the weighting of the braking avoidance control is made larger than the weighting of the steering avoidance control, and when the illuminance is higher than the predetermined illuminance, the weighting of the steering avoidance control is more than the weighting of the braking avoidance control. Also make it bigger. The predetermined illuminance is such that the surroundings of the vehicle are sufficiently bright and the headlamp does not need to be turned on. Here, instead of the illuminance sensor 7, a headlamp ON / OFF signal may be input, and when the headlamp is ON, the process proceeds to step S4, and when it is OFF, the process proceeds to step S6. Further, an ON / OFF signal of a wiper switch may be input instead of the illuminance sensor 7, and the process may proceed to step S4 when the wiper is on and proceed to step S6 when the wiper is off.

Next, the operation will be described.
In the second embodiment, the illuminance around the vehicle is compared with the predetermined illuminance in step S15. If the illuminance is smaller than the predetermined illuminance, the braking avoidance control is selected in step S4. In step S7 or S8, steering avoidance control is selected. A driver tends to select a steering operation as a collision avoidance action when the surroundings of the own vehicle are bright with respect to a pedestrian crossing the front of the own vehicle. On the other hand, when the surroundings of the own vehicle are dark, there is a tendency to select a braking operation. Therefore, when the surroundings of the host vehicle are bright, the control intervention threshold value θ1 of the steering avoidance control is reduced, and when the surroundings are dark, the control intervention threshold value B1 of the braking avoidance control is reduced to change according to the brightness of the driving environment. It is possible to provide collision avoidance support without a sense of incongruity that matches the tendency of the driver to avoid collision.

Next, the effect will be described.
In addition to the effects (1) to (5) of the first embodiment, the collision avoidance assistance device of the second embodiment has the following effects.
(6) The illuminance sensor 7 for detecting the brightness of the traveling environment of the host vehicle is provided, and the weight setting unit 11a is weighted for braking avoidance control when the illuminance around the host vehicle obtained from the illuminance sensor 7 is smaller than the predetermined illuminance Is made larger than the weight for steering avoidance control, and when the illuminance is equal to or greater than the predetermined illuminance, the weight for steering avoidance control is made larger than the weight for braking avoidance control. As a result, it is possible to realize collision avoidance support without a sense of incongruity that matches the tendency of the driver's collision avoidance behavior that changes according to the driving environment conditions (day and night, weather, etc.).

Example 3
The third embodiment is an example in which braking avoidance control and steering avoidance control are selected based on the age of the driver.
[Collision avoidance support control processing]
FIG. 4 is a flowchart showing the flow of the collision avoidance support control process according to the third embodiment, and only different parts from the first embodiment shown in FIG. 2 will be described.
In step S16, it is determined whether or not the age of the driver included in the ID information stored in the remote control key 8 is higher than a predetermined age (for example, 65 years). If YES, the process proceeds to step S4, and NO In this case, the process proceeds to step S6. In other words, when the driver's age exceeds the predetermined age, the braking avoidance control is weighted more than the steering avoidance control. When the driver's age is equal to or lower than the predetermined age, the steering avoidance control is weighted. It is larger than the control weight.

Next, the operation will be described.
In the third embodiment, the weight setting unit 11a compares the driver age with a predetermined age at step S16. If the driver age is higher than the predetermined age, the brake avoidance control is selected at step S4. When is less than the predetermined age, steering avoidance control is selected in step S7 or step S8. For a pedestrian crossing the front of the host vehicle, the older the driver is, the more likely it is to select the brake as the collision avoidance behavior, and if the driver is not old, the steering operation tends to be selected. Therefore, the control intervention threshold value B1 for braking avoidance control is reduced for elderly drivers, and the control intervention threshold value θ1 for steering avoidance control is reduced for non-aged drivers. It is possible to provide collision avoidance support without a sense of incongruity that matches the tendency of the driver to avoid collision.

Next, the effect will be described.
In addition to the effects (1) to (5) of the first embodiment, the collision avoidance assistance device of the third embodiment has the following effects.
(7) The remote control key 8 for detecting the driver's age is provided, and the weight setting unit 11a makes the weighting of the braking avoidance control larger than the weight of the steering avoidance control when the driver's age exceeds 65, and 65 When the vehicle is under the age, the weighting of the steering avoidance control is made larger than the weighting of the braking avoidance control. As a result, it is possible to realize collision avoidance support that does not have a sense of incongruity that matches the tendency of the driver's collision avoidance behavior that changes according to the age of the driver.

Example 4
The fourth embodiment is an example in which the steering direction of the steering avoidance control is selected based on the position of the obstacle in the X direction.
[Collision avoidance support control processing]
FIG. 5 is a flowchart showing the flow of the collision avoidance assistance control process according to the fourth embodiment, and only different parts from the first embodiment shown in FIG. 2 will be described.
In step S17, the turning direction selection unit 11c determines whether the X coordinate (relative position in the X direction) of the obstacle obtained by the laser radar 4, the camera 5, and the image processing device 6 is greater than zero, YES If NO, the process proceeds to step S7. If NO, the process proceeds to step S8. Here, the X coordinate is zero on the straight line extending in the Y direction with respect to the left and right center position of the own vehicle, and the right side of the vehicle is positive (+) and the left side is negative (-) from the straight line.

Next, the operation will be described.
In the fourth embodiment, the X coordinate of the obstacle is compared with zero in step S17. If the X coordinate is larger than zero, the left steering avoidance control is selected in step S7, and the X coordinate is less than zero. Selects right steering avoidance control in step S8.
As shown in FIG. 6 (a), when the obstacle is moving from right to left, the driver tends to perform the collision avoidance action by right steering when the obstacle is located on the left side of the own vehicle. is there. On the other hand, as shown in FIG. 6B, when the obstacle is located on the right side of the host vehicle, the collision avoidance action by the left steering tends to be performed. Therefore, the left steering avoidance control is selected when the obstacle is located on the right side of the host vehicle, and the right steering avoidance control is selected when the obstacle is located on the left side of the subject vehicle. It is possible to perform collision avoidance assistance without a sense of incongruity that matches the tendency of the steering direction of the driver that changes according to the position in the direction.

Next, the effect will be described.
In addition to the effects (1) to (5) of the first embodiment, the collision avoidance support control apparatus of the fourth embodiment has the following effects.
(8) The turning direction selection unit 11c selects the right steering avoidance control when the obstacle is located on the left side of the host vehicle, and selects the left avoidance steering when located on the right side. As a result, it is possible to realize collision avoidance assistance that does not cause a sense of incongruity that matches the tendency of the steering direction of the driver that changes according to the position of the obstacle in the X direction.

Example 5
The fifth embodiment is an example in which the control gains G _B and G _θ are changed based on the own vehicle speed V and the obstacle moving state (moving speed Vp).
[Collision avoidance support control processing]
FIG. 7 is a flowchart showing the flow of the collision avoidance support control process according to the fifth embodiment, and only different parts from the first embodiment shown in FIG. 2 will be described.
In step S18, the control intervention adjusting unit 11b adjusts the control gains G _B and G _θ for the collision avoidance control selected in any of steps S4, S7, or S8. When the collision avoidance by braking is selected from step S3 to step S4, the control gain G _B of the braking avoidance control is the initial value G _B0 that is the control gain when the collision avoidance control by left steering or right steering is selected. Larger than. Proceeds from step S6 to step S7 when a collision avoidance by the left steering is selected, the initial value G which is the control gain when the collision avoidance control by braking or rightward steering control gain G _theta left steering avoidance control is selected _{When the} collision avoidance by right steering is selected when the steering _angle is larger than _θ0 and the process proceeds from step S6 to step S8, the control gain G _θ of the right steering avoidance control is controlled when the collision avoidance control by braking or left steering is selected. The initial value G _θ0 that is a gain is set larger.
In the fifth embodiment, the control intervention threshold values B1 and θ1 are constant.

Next, the operation will be described.
In the fifth embodiment, when the brake avoidance control is selected in step S4, the control gain G _B of the brake avoidance control is set to be larger than the control gain (initial value G _B0 ) when the steering avoidance control is selected in the subsequent step S18. . When the vehicle speed V is low for a pedestrian crossing the front of the vehicle, the driver tends to select a braking operation as a collision avoidance action. Therefore, by when vehicle speed V is low to increase the control gain G _B of the braking avoidance control, can be generated a greater braking force to the brake pedal operation amount B of the driver, the obstacle Collisions can be avoided more reliably. In addition, it is possible to realize collision avoidance support that does not have a sense of incongruity that matches the tendency of the driver to avoid collision in a low vehicle speed range.

If the vehicle speed V is greater than or equal to the predetermined value V1 in step S3, the moving speed Vp of the obstacle in the X direction is compared with the predetermined value Vp1 in step S5. If Vp is less than or equal to Vp1, braking avoidance control is performed in step S4. In step S18, the control gain G _B of the braking avoidance control is made larger than the control gain (initial value G _B0 ) when the steering avoidance control is selected. The driver tends to select the braking operation as a collision avoidance action when the moving speed Vp of the obstacle in the X direction is low even when the vehicle speed V is low for a pedestrian crossing the front of the vehicle. . Therefore, when the obstacle moving speed is low, by increasing the control gain G _B of the braking avoidance control, it is possible to generate a larger braking force with respect to the driver's brake pedal operation amount B. Can be avoided more reliably. In addition, it is possible to realize collision avoidance assistance that does not feel uncomfortable and matches the tendency of the driver to avoid collision when the obstacle moving speed Vp is low.

If the vehicle speed V is greater than or equal to the predetermined value V1 in step S3 and the moving speed Vp of the obstacle in the X direction is greater than the predetermined value Vp1 in step S5, is the obstacle moving from right to left in step S6? Determine whether or not. If the obstacle is determined to be moving from right to left, and select the steering avoidance control by the left steering in step S7, followed by step S18 braking prevention control or the control gain G _theta left steering avoidance control It is set to be larger than the control gain _Gθ0 when the steering avoidance control by the right steering is selected. On the other hand, if it is determined in step S6 that the obstacle has not moved from right to left, the steering avoidance control by the right steering is selected in step S8, and the control gain G _θ of the right steering avoidance control is subsequently selected in step S18. Is made larger than the control gain _Gθ0 when the brake avoidance control or the left steering avoidance control is selected. When the moving speed Vp of the obstacle in the X direction is high, the driver tends to select the steering operation as the collision avoidance action. Therefore, when the moving speed Vp of the obstacle is high by increasing the control gain G _theta steering avoidance control, it is possible to generate a more turning angle of the large steerable wheel with respect to the steering angle theta, disorders Collisions with objects can be avoided more reliably. In addition, it is possible to realize collision avoidance support without a sense of incongruity that matches the tendency of the driver's collision avoidance behavior when the moving speed Vp of the obstacle is high.

Next, the effect will be described.
In addition to the effects (1) to (4) of the first embodiment, the collision avoidance assistance device of the fifth embodiment has the following effects.
(9) Since the control intervention adjustment unit 11b that increases the control gain of the support avoidance control when the weighting is large is provided compared with the case where the weighting is small, an appropriate control amount according to the vehicle speed V and the moving speed Vp of the obstacle Can provide collision avoidance assistance.

Example 6
In the sixth embodiment, the control intervention threshold values B and θ for the braking avoidance control and the steering avoidance control and the control gains G _B and G _θ are both based on the own vehicle speed V and the obstacle moving state (moving speed Vp in the X direction). This is an example of adjustment.
[Collision avoidance support control processing]
FIG. 8 is a flowchart showing the flow of the collision avoidance support control process according to the sixth embodiment, and only different parts from the first embodiment shown in FIG. 2 will be described.
In step S19, the control intervention adjusting unit 11b adjusts the control intervention threshold values B1, θ1 and the control gains G _B , G _θ for the collision avoidance control based on the own vehicle speed V and the moving speed Vp of the obstacle in the X direction. The adjustment methods are listed below.
The control gain G _B of the braking avoidance control is adjusted in accordance with the vehicle speed V (Fig. 9 (a)). The control gain G _B is increased as the host vehicle speed V increases with the initial value G _B as the lower limit.
Steering avoidance control gain G _theta control, adjusted according to the moving speed Vp in the X direction of the obstacle (Fig 9 (b)). The control gain G _theta, an initial value G _.theta.0 the lower limit value, to increase as the moving speed Vp becomes higher.

The control intervention threshold B1 of the braking avoidance control is adjusted according to the host vehicle speed V (FIG. 10 (a)). The control intervention threshold B1 has an initial value B0 as an upper limit, and decreases as the host vehicle speed V decreases.
The control intervention threshold θ1 of the steering avoidance control is adjusted according to the host vehicle speed V (FIG. 10 (b)). The control intervention threshold θ1 has an initial value θ0 as an upper limit value, and decreases as the host vehicle speed V increases.
That is, the lower the vehicle speed V, the greater the weighting of the braking avoidance control than the weighting of the steering avoidance control, and the higher the own vehicle speed V, the greater the weighting of the steering avoidance control than the weighting of the braking avoidance control.

Here, the control intervention threshold values B1 and θ1 may be adjusted according to the moving speed Vp of the obstacle in the X direction instead of the own vehicle speed V (FIGS. 11A and 11B). As in the case of the host vehicle speed V, the adjustment method is such that B1 decreases as the moving speed Vp decreases, and θ1 decreases as the moving speed Vp increases.
That is, the lower the moving speed Vp, the greater the weighting of the braking avoidance control than the weighting of the steering avoidance control, and the higher the moving speed Vp, the greater the weighting of the steering avoidance control than the weighting of the braking avoidance control.
The value obtained by multiplying the control intervention threshold B1 obtained from FIG. 10 (a) by the control intervention threshold B1 obtained from FIG. 11 (a) is defined as the final control intervention threshold B1 and obtained from FIG. 10 (b). A value obtained by multiplying the control intervention threshold θ1 by the control intervention threshold θ1 obtained from FIG. 11B may be used as the final control intervention threshold θ1.

Next, the operation will be described.
In Example 6, as the vehicle speed V is high, to increase the control gain G _B of the braking avoidance control, whereas it is necessary to large deceleration to vehicle speed V to avoid higher obstacles, self The optimal braking force corresponding to the vehicle speed V can be generated.
Further, as the moving speed Vp of the obstacle is high, to increase the control gain G _theta steering avoidance control, to big turning amount is required to the moving speed Vp to avoid higher obstacles, moving An optimal turning amount according to the speed Vp can be generated.

  In the sixth embodiment, the control intervention threshold B1 is decreased and the control intervention threshold θ1 is increased as the host vehicle speed V is lower, and the control intervention threshold B1 is increased and the control intervention threshold θ1 is decreased as the host vehicle speed V is higher. . Therefore, the driver tends to select the braking operation as the collision avoidance action as the own vehicle speed V is lower, but the braking avoidance control can be performed at an appropriate timing according to the own vehicle speed V. On the other hand, the higher the host vehicle speed V, the higher the tendency of the driver to select the steering operation. On the other hand, the steering avoidance control can be performed at an appropriate timing according to the host vehicle speed V.

In the sixth embodiment, the control intervention threshold B1 is decreased and the control intervention threshold θ1 is increased as the obstacle moving speed Vp is lower, and the control intervention threshold B1 is increased and the control intervention threshold θ1 is increased as the movement speed Vp is increased. Make it smaller. Therefore, the driver is more likely to select the braking operation as the collision avoidance action as the moving speed Vp is lower, but the braking avoidance control can be performed at an appropriate timing according to the moving speed Vp. On the other hand, the higher the obstacle moving speed Vp, the higher the tendency of the driver to select the steering operation as the collision avoidance action, whereas the steering avoidance control can be performed at an appropriate timing according to the moving speed Vp.
Therefore, in the collision avoidance assistance device of the sixth embodiment, the effects (1) to (5) of the first embodiment and the effect (6) of the fifth embodiment can be obtained.

(Other examples)
As mentioned above, although the form for implementing this invention was demonstrated based on each Example, the concrete structure of this invention is not limited to each Example, and is the range which does not deviate from the summary of invention. Any design changes are included in the present invention.
In the embodiment, an example in which the control intervention start timing and the control gain of the brake assist and the steering assist are changed based on the vehicle speed V and the moving speed Vp of the obstacle is shown, but the automatic operation is performed based on the vehicle speed V and the moving speed Vp. You may change the control intervention start timing and control gain of a brake and automatic steering.
In the sixth embodiment, the weighting of the steering avoidance control is larger than the weighting of the braking avoidance control as the driving environment of the host vehicle is brighter, and the weighting of the braking avoidance control is larger than the weighting of the steering avoidance control as the driving environment is darker. It is good.
In the sixth embodiment, the weight of the braking avoidance control is larger than the weight of the steering avoidance control as the driver's age is higher, and the weight of the steering avoidance control is larger than the weight of the brake avoidance control as the driver's age is lower. It is good also as a structure.
It is good also as a structure which combined two or more Examples of Examples 2-5.

1 Vehicle speed sensor (vehicle speed detection means)
4 Laser radar (obstacle moving state detection means)
5 Camera (obstacle moving state detection means)
6 Image processing device (obstacle movement state detection means)
7 Illuminance sensor (illuminance detection means)
8 Remote control key (Driver age detection means)
11a Weight setting section (weight setting means)
11b Control intervention adjustment unit (control intervention adjustment means)
11c Turning direction selector (turning direction selection means)

Claims (8)

In a collision avoidance support apparatus capable of executing braking avoidance control for performing collision avoidance support by braking control and steering avoidance control for performing collision avoidance support by steering control for an obstacle ahead of the host vehicle,
Vehicle speed detecting means for detecting the own vehicle speed;
Obstacle moving state detecting means for detecting an obstacle moving state that is a movement in a direction crossing the traveling direction of the obstacle;
Weight setting means for setting weights for the braking avoidance control and the steering avoidance control based on the host vehicle speed and the obstacle moving state;
A collision avoidance assistance device comprising: The collision avoidance assistance device according to claim 1,
The weighting setting means sets the weighting of the braking avoidance control greater than the weighting of the steering avoidance control when the host vehicle speed is low, and sets the weighting of the steering avoidance control when the host vehicle speed is high. A collision avoidance assistance device characterized by being larger than the weighting. In the collision avoidance assistance device according to claim 1 or 2,
The obstacle movement state detection means detects the movement speed of the obstacle in a direction crossing the traveling direction of the vehicle,
The weighting setting means sets the weighting of the braking avoidance control larger than the weighting of the steering avoidance control when the moving speed is low, and sets the weighting of the steering avoidance control when the moving speed is high. A collision avoidance assistance device characterized by being larger than the weighting. In the collision avoidance assistance device according to any one of claims 1 to 3,
The obstacle movement state detection means detects a movement direction of the obstacle in a direction crossing the own vehicle traveling direction,
A collision avoidance assisting device comprising a turning direction selection means for selecting a collision avoidance direction of the host vehicle in the steering avoidance control based on the moving direction. The collision avoidance assistance device according to any one of claims 1 to 4,
With illuminance detection means for detecting the brightness of the driving environment of the vehicle,
The weighting setting means sets the weighting of the braking avoidance control larger than the weighting of the steering avoidance control when the driving environment is dark, and sets the weighting of the steering avoidance control when the driving environment is bright. A collision avoidance assistance device characterized by being larger than the weighting. In the collision avoidance assistance device according to any one of claims 1 to 5,
Driver age detection means for detecting the age of the driver is provided,
The weight setting means sets the weight of the brake avoidance control greater than the weight of the steering avoidance control when the driver's age is high, and sets the weight of the steering avoidance control when the driver's age is low. A collision avoidance assistance device characterized in that it is larger than the weighting of braking avoidance control. The collision avoidance assistance device according to any one of claims 1 to 6,
A collision avoidance assistance device comprising a control intervention adjustment means for increasing the control intervention start timing of the assistance avoidance control when the weighting is large compared to when the weighting is small. In the collision avoidance assistance device according to any one of claims 1 to 7,
A collision avoidance assisting device provided with a control intervention adjusting means for increasing the control gain of the assist avoidance control when the weighting is large is smaller than when the weighting is small.

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