JP2013082382A - Risk avoidance support apparatus for vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a risk avoidance support apparatus for a vehicle, early detecting a sudden brake operation of another vehicle ahead of the own-vehicle to support a risk avoidance operation by a driver of the vehicle.SOLUTION: A risk avoidance support apparatus includes: an other-vehicle information detection means 14 for detecting information on the other vehicle 2 including position information of the other vehicle 2 and brake operation information of the other vehicle 2; and risk avoidance support means 18, 19 for supporting a risk avoidance operation by a driver of a vehicle 1. The risk avoidance support apparatus further includes a risk avoidance support control means for supporting the risk avoidance operation by the risk avoidance support means 18, 19 if a risk avoidance support condition including the effect that a sudden brake operation is performed at least in the other vehicle 2 is established, in such a case that the other vehicle 2 present ahead of the vehicle 1 is detected on the basis of the information from an own-vehicle position information detection means 13 and the other-vehicle information detection means 14.

Description

  The present invention relates to a risk avoidance support device that supports a risk avoidance operation by a driver of a vehicle.

  2. Description of the Related Art In recent years, various techniques for preventing accidents have been developed using information on other vehicles acquired by sensors and communication devices installed in automobiles (hereinafter also referred to as vehicles). An example of such a technique is the technique disclosed in Patent Document 1.

  The technology of Patent Document 1 captures a preceding vehicle equipped with an ESS (Emergency Stop Lamp System) that blinks a stop lamp at the time of a sudden braking operation with a camera of the host vehicle, and performs a sudden braking operation on the preceding vehicle based on this imaging information. Detecting the sudden braking operation of the preceding vehicle based on the distance between the preceding vehicle and the own vehicle detected by the vehicle-to-vehicle communication, and driving the own vehicle when the preceding vehicle performs the sudden braking operation. Assistance for danger avoidance operation by the person As a support for this danger avoidance operation, a brake assist operation threshold value change and a power steering torque change are performed, thereby assisting braking and turning operations of the host vehicle.

JP 2009-190686 A

  By the way, although the technique of patent document 1 tries to avoid the rear-end collision to a preceding vehicle, even when an oncoming vehicle slips or rolls over in front of the own vehicle, the own vehicle and the oncoming vehicle may collide. is there. Therefore, when not only the preceding vehicle but also the oncoming vehicle, a sudden braking operation is performed on these vehicles (hereinafter referred to as other vehicles including the oncoming vehicle and the preceding vehicle), and the other vehicle is likely to roll over or slip. Therefore, it is desirable to prevent the collision of the own vehicle with these other vehicles. In particular, in order to prevent a collision with the oncoming vehicle, it is necessary to grasp the situation in which the oncoming vehicle generates a slip or the like as early as possible considering that the relative speed between the host vehicle and the oncoming vehicle is high. Of course, if the risk of slipping or the like can be grasped at an early stage with respect to the preceding vehicle, a collision can be prevented more reliably. For this reason, it is desired to detect the brake operation in the other vehicle of the preceding vehicle or the oncoming vehicle at an early stage.

  In the technique of Patent Document 1, the inter-vehicle distance between the host vehicle and the other vehicle is acquired by inter-vehicle communication, the inter-vehicle distance that is rapidly narrowed as a result of the brake operation in the other vehicle is detected, and the sudden brake operation is performed in the other vehicle. Therefore, the sudden braking operation cannot be detected at an early stage. In addition, since the flashing of the ESS is confirmed based on the image information obtained by imaging the ESS that is operated as a result of the brake operation and it is determined that the sudden brake operation is being performed in another vehicle, the sudden brake operation can be detected early. If the other vehicle is not equipped with an ESS, the sudden braking operation in the other vehicle cannot be detected.

  The present invention has been invented in view of such a problem, and has made it possible to detect a sudden braking operation in another vehicle ahead of the host vehicle at an early stage and to assist the driver of the vehicle with a risk avoidance operation. An object of the present invention is to provide a danger avoidance assistance device for a vehicle.

  (1) In order to achieve the above-described object, the danger avoidance assistance device for a vehicle according to the present invention communicates own vehicle position information detection means for detecting position information of the vehicle and information on other vehicles around the vehicle by communication. Other vehicle information detection means for detecting, and risk avoidance support means for assisting (assisting) a risk avoidance operation by the driver of the vehicle, and the information on the other vehicle detected by the other vehicle information detection means The position information of the other vehicle and the brake operation information of the other vehicle are included, and the other vehicle is placed in front of the vehicle based on information from the own vehicle position information detecting means and the other vehicle information detecting means. When a risk avoidance support condition including at least a sudden braking operation in the other vehicle is satisfied, the risk avoidance operation is supported by the risk avoidance support means. It is characterized in that it comprises a danger avoidance assistance control means.

  (2) Further, the vehicle includes a surrounding road information detecting unit that detects road information around the vehicle, the surrounding road information detecting unit detects a curved road ahead of the vehicle, and the risk avoidance support condition is: It is preferable that the other vehicle is on a curved road ahead of the vehicle.

(3) Moreover, it is preferable that the danger avoidance support means includes a brake assist means for assisting a brake operation by a driver of the vehicle.
(4) Moreover, it is preferable that the said brake assistance means correct | amends the assist amount of the brake operation by the driver | operator of the said vehicle according to the weight of the said vehicle, or the distance between the said vehicles, and the said other vehicle.

  (5) Moreover, it is preferable that the danger avoidance support means includes a steering assist means for assisting a steering operation by a driver of the vehicle.

  (1) The danger avoidance assistance device for a vehicle according to the present invention acquires brake operation information of another vehicle through communication by other vehicle information detection means, and detects that there is another vehicle ahead of the vehicle by the other vehicle information detection means. If the risk avoidance support condition including at least the sudden braking operation in the other vehicle is satisfied, the risk avoidance support control means for supporting the risk avoidance operation by the risk avoidance support means is provided. A sudden braking operation in another vehicle can be detected, and a danger avoidance operation by the driver of the vehicle can be supported. Moreover, although a rollover or slip of another vehicle may occur after the sudden braking operation, the sudden braking operation can be detected at an early stage, so that it is possible to suppress the danger of a vehicle collision.

  (2) Further, if the danger avoidance support condition is configured to include that the other vehicle is on a curved road ahead of the vehicle, the other vehicle that is performing a sudden braking operation on the curved road is detected. Therefore, it is possible to reliably identify that the other vehicle has a high probability of rollover or slip, and it is possible to support the risk avoidance operation by the driver of the vehicle under an appropriate situation according to the traveling situation of the other vehicle.

(3) Further, if the risk avoidance support means is configured to include a brake assist means for assisting a brake operation by the driver of the vehicle, the brake operation is performed when the vehicle driver performs the brake operation as the risk avoidance operation. In order to assist, even if the amount of brake operation by the driver is insufficient, the vehicle can be braked appropriately.
(4) Further, if the brake assist means is configured to correct the assist amount of the brake operation according to the weight of the vehicle or the distance between the vehicles, the brake assist means can appropriately brake the vehicle according to the weight of the vehicle and the running situation. it can.

  (5) Further, if the risk avoidance support means includes a steering assist means for assisting the steering operation by the vehicle driver, the steering operation is performed when the vehicle driver performs the steering operation as the risk avoidance operation. Since it assists, a vehicle can be steered appropriately.

It is a block diagram which shows the danger avoidance assistance apparatus of the vehicle concerning one Embodiment of this invention. It is a figure which illustrates the positional relationship of the own vehicle and other vehicle concerning one Embodiment of this invention. It is a flowchart which shows the acquisition routine of the information using the vehicle communication applied to the danger avoidance assistance apparatus of the vehicle concerning one Embodiment of this invention. It is a flowchart which shows determination of the other vehicle by the danger avoidance assistance apparatus of the vehicle concerning one Embodiment of this invention. It is a flowchart which shows the 1st danger avoidance assistance control which is a subroutine of FIG. It is a flowchart which shows the 2nd danger avoidance assistance control which is a subroutine of FIG.

Hereinafter, embodiments of the present invention will be described with reference to the drawings.
<One Embodiment>
[Constitution]
First, a system configuration of a vehicle danger avoidance support apparatus according to an embodiment will be described. The vehicle according to the present embodiment is a so-called large or medium-sized automobile such as a truck or a bus.

As shown in FIG. 1, a vehicle (hereinafter also referred to as a host vehicle) 1 detects a vehicle speed sensor 10, an HMI (Human Machine Interface) 11 that is an interface between a driver and vehicle equipment, and a preceding vehicle of the vehicle 1. Inter-vehicle communication device connected to an antenna 14a and detecting information of other vehicles in the vicinity of the vehicle 1 by communication. (Other vehicle information detection means) 14, a risk avoidance assistance control ECU (danger avoidance assistance control means) 15 that performs control related to danger avoidance assistance, and a brake ECU (brake assist) connected to a brake mechanism and a brake pedal (not shown) Means, danger avoidance support means) 18 and a steering ECU (steering assist means, connected to a steering mechanism not shown) And an insurance avoidance assist means) 19.
The ECUs 15, 18, and 19 are electronic control devices configured as LSI devices or embedded electronic devices in which, for example, a microprocessor, ROM, RAM, or the like is integrated.
Moreover, the arrow which connects between each component in FIG. 1 shows the transmission direction of main information.

The vehicle speed sensor 10 detects the vehicle speed of the vehicle 1. As the vehicle speed sensor 10, a sensor that detects the rotational speed of the driven wheel or a sensor that detects the rotational speed of the crankshaft of the engine can be applied.
Information on the vehicle speed detected by the vehicle speed sensor 10 is transmitted to the danger avoidance assistance control ECU 15.

Here, the HMI 11 is a device that warns the driver of the vehicle 1. As the HMI 11, a monitor, a speaker, or the like can be used.
The HMI 11 is connected to the danger avoidance assistance control ECU 15. When the risk avoidance support control is executed by the risk avoidance support control ECU 15, an alarm instruction is given to the HMI 11 from the risk avoidance support control ECU 15, and the HMI 11 warns the driver of the vehicle 1. For example, when a warning instruction is given, the HMI 11 displays a warning content on a monitor, and warns the driver of the host vehicle 1 by sounding a warning sound or a message relating to the warning content through a speaker.

The radar sensor 12 detects information on a preceding vehicle of the vehicle 1. As the radar sensor 12, a millimeter wave radar or a laser radar can be used.
Information on the preceding vehicle detected by the radar sensor 12 includes information on the presence / absence of a preceding vehicle, information on the distance between the host vehicle 1 and the preceding vehicle, information on the relative speed between the host vehicle 1 and the preceding vehicle, and the like. Can be mentioned.
The radar sensor 12 is connected to the danger avoidance assistance control ECU 15, and information on the preceding vehicle detected by the radar sensor 12 is transmitted to the danger avoidance assistance control ECU 15.

The GPS 13 detects position information of the vehicle 1. The GPS 13 detects the latitude / longitude information of the host vehicle 1 as position information of the host vehicle 1 via a GPS antenna (not shown). The latitude / longitude information is supplemented by so-called autonomous navigation that accumulates information detected by a vehicle speed sensor 10 that detects the traveling speed of the host vehicle 1, a sensor that determines the steering angle of the host vehicle 1, and the like. The position information of the vehicle 1 can be handled.
The GPS 13 is connected to the danger avoidance assistance control ECU 15 via the inter-vehicle communication device 14, and the position information of the host vehicle 1 detected by the GPS 13 is transmitted to the danger avoidance assistance control ECU 15. The GPS 13 may be directly connected to the risk avoidance support control ECU 15 and the position information of the host vehicle 1 detected by the GPS 13 may be transmitted to the risk avoidance support control ECU 15.

  The brake ECU 18 performs overall control related to the brake of the vehicle 1. The brake ECU 18 is connected to a brake pedal (not shown), and acquires information on the amount of operation of the brake pedal (brake operation information). In addition, as a brake mechanism with which this vehicle 1 is equipped, the full air type brake mechanism which act | operates and brakes by operating a wheel brake with the compressed air stored in the air tank can be used.

Examples of the brake control performed by the brake ECU 18 include an Antilock Brake System (ABS) control, an Advanced Emergency Brake System (AEBS) control, and a brake assist control.
The ABS control is control for preventing slipping due to wheel locking during a sudden braking operation or the like, and is performed by, for example, intermittently repeating braking for locking the wheel so that the wheel locking state does not continue.

  The brake ECU 18 estimates the weight of the vehicle 1 by monitoring the brake operation by the driver and the braking state of the vehicle 1. For example, if the brake operation amount is the same, the deceleration of the vehicle speed decreases and the braking distance increases as the weight of the vehicle 1 increases, and the deceleration of the vehicle speed increases as the weight of the vehicle 1 decreases. The braking distance is shortened. Using such characteristics, the brake ECU 18 reads or calculates the weight of the vehicle 1 from the database in which the brake operation by the driver of the driver and the braking situation of the vehicle 1 are associated with each other, and estimates the weight.

Next, collision damage reduction brake control and brake assist control executed by the brake ECU 18 will be described.
In the collision damage reduction brake control, when there is a possibility that the vehicle 1 may collide with an object ahead of the vehicle 1 such as a preceding vehicle or a falling object, the brake is operated to brake and decelerate the vehicle 1. This collision damage reduction brake control is performed based on the inter-vehicle distance and the time to collision (TTC), for example, the collision margin estimated based on the relative speed and the inter-vehicle distance between the host vehicle 1 and the preceding vehicle. When the time falls below the predetermined time, the vehicle 1 may collide, so the vehicle 1 is braked and decelerated. The predetermined time is set experimentally or empirically in advance as a time during which it is difficult to avoid a collision with a preceding vehicle or the like even if a brake operation or a steering operation is performed on the host vehicle 1. Thereby, the damage by the collision with the vehicle 1 and the thing ahead of it can be reduced. Note that the HMI 11 warns the driver of the vehicle 1 during the execution of the collision damage reduction brake control.

The brake ECU 18 also prepares for collision damage reduction brake control.
For example, in a vehicle 1 equipped with a full-air type brake mechanism, in order to shorten or eliminate the time lag until the pressure of compressed air in the air tank sufficiently acts on the wheel brake, the pressure is applied immediately before the braking force is applied to the wheel. To prepare for the collision damage reduction brake control. Thereby, the time lag of the rising of the braking force can be shortened or eliminated.
Alternatively, the collision damage reduction brake control is prepared by correcting the predetermined time used for determining the collision margin time to the safe side, that is, by increasing the predetermined time that is the normal operation threshold of the collision damage reduction brake. Thereby, the collision damage of the own vehicle 1 can be reduced more reliably.

  The brake assist control is to secure a sufficient braking force when the driver suddenly operates the brake. In other words, the brake assist control assists the brake operation amount to be increased when a sufficient braking force cannot be ensured by the driver's brake operation. This brake assist control is performed in a situation where a sufficient braking force should be ensured, for example, when the brake operation is continued at a high vehicle speed or when the brake pedal is depressed at a predetermined depression speed or higher. The Note that the predetermined depression speed is higher than the depression speed of the brake pedal during normal operation of the vehicle 1, and is set in advance experimentally or empirically as the speed at which the brake pedal is strongly depressed.

  A brake operation amount (also referred to as an assist amount) that is assisted in the brake assist control is corrected according to the distance between the vehicle 1 and the preceding vehicle and the weight of the vehicle 1. For example, the brake ECU 18 corrects the assist amount so that the assist amount increases as the inter-vehicle distance decreases, and the assist amount increases as the weight of the vehicle 1 increases. Thereby, it is possible to ensure a braking force equivalent to that when the vehicle 1 is not loaded with cargo or the like.

  The brake ECU 18 is connected to the danger avoidance assistance control ECU 15 via a control line, and the brake operation information of the host vehicle 1 acquired by the brake ECU 18 is transmitted to the danger avoidance assistance control ECU 15. Also, the brake ECU 18 receives the control instruction from the danger avoidance assistance control ECU 15 and performs the ABS control, the collision damage reduction brake control, and the brake assist control.

The steering ECU 19 performs control related to steering. Here, steering assist control among steering control performed by the steering ECU 19 will be described.
Steering assist control assists the steering operation by the driver. This steering assist control is performed, for example, by assisting a change in steering gear ratio or a steering operation force. If the vehicle 1 is equipped with electric power steering, the steering operation force can be assisted using PWM (Pulse Width Modulation) control.
The steering ECU 19 is connected to the danger avoidance assistance control ECU 15 via a control line.

The inter-vehicle communication device 14 communicates information with other vehicles in the vicinity of the vehicle 1 and detects information on the other vehicles in the vehicle 1 through communication. The inter-vehicle communication device 14 is connected to an antenna 14a for communicating with other vehicles in the vicinity, and is connected to the risk avoidance support control ECU 15 to transmit information on the other vehicles detected by communication.
Here, the structure of the other vehicle 2 which is the communication object by the vehicle-to-vehicle communication of the vehicle 1 is demonstrated. The other vehicle 2 can be a preceding vehicle or an oncoming vehicle of the host vehicle 1.

  As shown in FIG. 1, the other vehicle 2 includes a GPS 23 that detects position information of the other vehicle 2, an inter-vehicle communication device 24 that is connected to the antenna 24 a and communicates information with vehicles around the other vehicle 2, and A brake position sensor 25 that detects the amount of operation of the brake pedal that does not perform and a vehicle speed sensor 26 that detects the vehicle speed of the other vehicle 2 are provided.

  The GPS 23 detects position information of the other vehicle 1, and the other configuration is the same as that of the GPS 13. The GPS 23 is connected to the inter-vehicle communication device 24, and the position information of the other vehicle 1 detected by the GPS 23 is transmitted to the inter-vehicle communication device 24.

Brake position sensor 25 is for detecting an operation amount theta _BK of the brake pedal. The brake position sensor 25 is connected to the inter-vehicle communication device 24, and information on the brake pedal operation amount θ _BK detected by the brake position sensor 25 (hereinafter also referred to as brake operation information) is transmitted to the inter-vehicle communication device 24. The
The vehicle speed sensor 26 detects the vehicle speed of the other vehicle 2. The other configuration of the vehicle speed sensor 26 is the same as that of the vehicle speed sensor 10. Information on the vehicle speed detected by the vehicle speed sensor 26 is transmitted to the inter-vehicle communication device 24.
The inter-vehicle communication device 24 is connected to an antenna 24a for communicating with surrounding vehicles.

Various information transmitted to the inter-vehicle communication device 24 in the other vehicle 2 is transmitted to vehicles around the other vehicle 2 by communication. Examples of various information transmitted to the inter-vehicle communication device 24 include the position information, brake operation information, and vehicle speed information of the other vehicle 2 as described above.
The other vehicle 2 includes the inter-vehicle communication device 24, and the vehicle 1 includes the inter-vehicle communication device 14, whereby various types of information on the other vehicle 2 can be transmitted to the vehicle 1. Various types of information can be received (detected).

Hereinafter, the configuration of the vehicle 1 will be described.
Various information regarding the other vehicle 2 detected by communication by the inter-vehicle communication device 14 is transmitted to the danger avoidance assistance control ECU 15.
The danger avoidance assistance control ECU 15 includes a map information database 16 and a peripheral road information detection unit (peripheral road information detection means) 17 that detects road information around the vehicle 1.

  The map information database 16 stores road data associated with latitude / longitude information. This road data is stored in association with a curved road and its curvature. For example, a plurality of nodes such as a changing point from a straight road to a curved road, a changing point from a curved road to a straight road, and an intersection are connected by a link. The map consists of the coordinates of the start and end points of the link corresponding to the coordinates of the node, the link length indicating the length of the link corresponding to the distance between the nodes, the road type of the link (toll road, etc. ), A record of link lane information, etc. can be used.

The road data will be described using the road illustrated in FIG.
FIG. 2 shows an opposite two-lane road R in which one lane faces each other. The road R is constituted by a straight road R _s and curved road R _c.
From one straight road R _s (in FIG. 2 lower left) shows the change point of the curved road R _c as the point P _1, the change from a curved road R _c to the other straight road R _s (in Figure 2 the upper right side) It shows the point as the point P _2. These points P ₁ and P _2, the curved road R _c to one of a straight road R _s, is also the point of change from the other linear road R _s to curved road R _c.
The map information database 16, a point illustrated in a point P ₁ and P ₂ are recorded.

  The surrounding road information detection unit 17 detects road information around the vehicle 1 based on the position information of the vehicle 1 detected by the GPS 13 and the map information database 16, and detects the road on which the vehicle 1 is located and travels. Is.

  Moreover, the surrounding road information detection part 17 detects the curve road ahead of the road where the vehicle 1 drive | works. The curve path detected here detects a road having a certain curvature (curvature radius below a certain value). The curvature above a certain level is set experimentally or empirically in advance as the lower limit value of the curvature of the curved road where the vehicle rolls over or slips when a sudden braking operation is performed on this curved road. In addition, the detection of this curved road detects a thing below predetermined distance from the own vehicle 1. The predetermined forward distance is set in advance as a distance at which the host vehicle 1 can stop before reaching the curve road ahead, for example, based on the vehicle speed or weight of the host vehicle 1.

  The risk avoidance support control ECU 15 performs control related to risk avoidance support based on various information transmitted thereto and information on the curved road ahead of the host vehicle 1 detected by the surrounding road information detection unit 17. The various information transmitted to the danger avoidance support control ECU 15 includes the position information and brake operation information of the other vehicle 2, the vehicle speed information of the other vehicle 2, the position information and brake operation information of the own vehicle 1, and the radar sensor 12. This is information of the preceding vehicle (other vehicle) 2 to be detected.

  Specifically, when it is detected that the other vehicle 2 is in front of the host vehicle 1, the danger avoidance assistance control ECU 15 determines that the vehicle 1 is instructed by at least one of the brake ECU 18 and the steering ECU 19 when the danger avoidance assistance condition is satisfied. Assist driver to avoid danger.

The presence of the other vehicle 2 in front of the host vehicle 1 is detected by the inter-vehicle communication device 14. This inter-vehicle communication device 14 detects whether the other vehicle 2 is a preceding vehicle or an oncoming vehicle.
For example, the danger avoidance assistance control ECU 15 includes the position information of the vehicle 1 detected by the GPS 13, the position information of the other vehicle 2 detected by the inter-vehicle communication device 14, and the surrounding road information detected by the surrounding road information detection unit 17. Based on the above, it is possible to discriminate and detect the other vehicle 2 that is the preceding vehicle and the other vehicle 2 that is the oncoming vehicle.

The risk avoidance support condition in the risk avoidance support control by the risk avoidance support control ECU 15 includes at least the first condition. The first condition is that the sudden braking operation is performed in the other vehicle 2.
The sudden braking operation (first condition) in the other vehicle 2 is determined by the danger avoidance assistance control ECU 15 based on the brake operation information of the other vehicle 2 transmitted by the inter-vehicle communication device 14.

The danger avoidance assistance control ECU 15 acquires the brake pedal operation amount θ _BK from the brake operation information of the other vehicle 2, and the brake pedal operation amount θ _BK is greater than a preset sudden brake operation amount θ _TH (threshold). If it is larger, it is determined that the sudden braking operation is being performed in the other vehicle 2. The sudden braking operation amount θ _TH is set in advance experimentally or empirically as the amount by which the brake pedal is depressed during the sudden braking operation.

The risk avoidance support condition includes the following second condition.
The second condition is that the other vehicle 2 that is traveling is on a curved road ahead of the host vehicle 1.
The fact that the other vehicle 2 that is running is on a curved road ahead of the host vehicle 1 (second condition) is that the success or failure of the vehicle 2 is determined based on the position information of the other vehicle 2 transmitted by the inter-vehicle communication device 14. It is determined by the ECU 15. If the position of the other vehicle 2 is on a curved road ahead of the host vehicle 1, the second condition is satisfied.

The danger avoidance assist control ECU 15 performs at least one of brake assist control by the brake ECU 18, collision damage reduction brake control, and preparation of collision damage reduction brake control, or performs steering assist control by the steering ECU 19 Thus, the danger avoidance operation by the driver of the vehicle 1 is supported. Note that ABS control or the like by the brake ECU 18 may be further performed as support for this danger avoidance operation. According to this, the danger avoidance operation by the driver of the vehicle 1 can be more reliably supported.
Further, the danger avoidance assistance control ECU 15 warns the driver of the host vehicle 1 by the HMI 11 when the danger avoidance assistance condition is satisfied.

[Action / Effect]
The danger avoidance assistance device for a vehicle according to an embodiment of the present invention is configured as described above.
Hereinafter, the information acquisition routine by the risk avoidance assistance control ECU 15 will be described with reference to FIG. Note that this acquisition routine is always performed periodically during vehicle-to-vehicle communication, that is, during startup of the host vehicle 1.

In step S1, the position information of the host vehicle 1 detected by the GPS 13 is acquired. Then, the process proceeds to step S2.
In step S2, the surrounding road information of the own vehicle 1 detected by the surrounding road information detection unit 17 is acquired. Then, the process proceeds to step S3.

In step S3, various information of the other vehicle 2 detected by the inter-vehicle communication device 14 is acquired. Then return.
Note that steps S1 to S3 of this information acquisition routine may be performed in any order because the position information of the host vehicle 1, the surrounding road information, and the information of the other vehicle 2 may be acquired.

Next, the determination flow of the other vehicle 2 by the danger avoidance assistance control ECU 15 will be described with reference to FIG. This control flow is periodically performed while the host vehicle 1 is traveling.
In step S <b> 10, it is determined whether there is another vehicle 2 ahead of the host vehicle 1. If there is another vehicle 2 ahead of the host vehicle 1, the process proceeds to step S20. If there is no other vehicle 2 ahead of the host vehicle 1, this control cycle is ended (end).

In step S20, it is determined whether the other vehicle 2 is a preceding vehicle or an oncoming vehicle. If the other vehicle 2 is a preceding vehicle, the process proceeds to step S100, and if the other vehicle 2 is an oncoming vehicle, the process proceeds to step S200.
In step S100, first danger avoidance support control is performed. Then, this control cycle ends (end).
In step S200, second danger avoidance support control is performed. Then, this control cycle ends (end).

  Next, the first danger avoidance support control performed in step S100 will be described with reference to FIG. When the first danger avoidance support control is started (started), the process proceeds to step S110.

In step S110, it is determined whether or not a brake operation amount of the other vehicle 2 is prior vehicle theta _BK is larger than the sudden braking amount theta _TH. It is larger than the brake operation amount theta _BK is sudden braking amount theta _TH proceeds to step S120, the process returns if the brake operation amount theta _BK is sudden braking amount theta _TH or less.
In step S120, it is determined whether or not the brake operation is performed in the host vehicle 1. If the brake operation has been performed, the process proceeds to step S130. If the brake operation has not been performed, the process proceeds to step S150.

In step S130, brake assist control by the brake ECU 18 is performed. Then return.
In step S150, the HMI 11 warns the driver of the host vehicle 1 that there is a possibility of collision (rear collision). Then, the process proceeds to step S160.

  In step S160, a collision damage reduction brake control is prepared. The collision damage reduction brake control is performed if there is a possibility that the vehicle 1 may collide. In this step, for example, in a vehicle generally equipped with a full air brake such as a large bus or truck, the pressure of the compressed air in the air tank Since a slight time lag occurs before the wheel brake is sufficiently applied to the wheel brake, the preload is applied immediately before the braking force is applied to the wheel to eliminate the delay in the rising of the braking force. Alternatively, the collision time of the host vehicle 1 is more reliably reduced by correcting the predetermined time used for the determination of the collision margin time to the safe side, that is, by extending the predetermined time that is the normal operation threshold of the collision damage reduction brake. You may prepare for collision damage reduction brake control so that it may carry out. Then return.

Further, the second danger avoidance support control performed in step S200 will be described with reference to FIG. When the second danger avoidance support control is started (started), the process proceeds to step S210.
In step S210, it is determined whether there is a curved road ahead of the host vehicle 1. If there is a curve road ahead, the process proceeds to step S220, and if there is no curve road, the process returns.

  In step S220, it is determined whether there is another vehicle 2 as an oncoming vehicle on this curved road. If there is an oncoming vehicle on the curved road, the process proceeds to step S230, and if there is no oncoming vehicle on the curved road, the process returns.

At step S230, the determining whether the brake operation amount of the other vehicle 2 theta _BK is larger than the sudden braking amount theta _TH is oncoming vehicle. It is larger than the brake operation amount theta _BK is sudden braking amount theta _TH proceeds to step S240, the process returns if the brake operation amount theta _BK is sudden braking amount theta _TH or less.
In step S240, the HMI 11 alerts the driver of the host vehicle 1 that the other vehicle 2 that is the oncoming vehicle may roll over or slip and collide. Then, the process proceeds to step S250.

In step S250, steering assist control is performed by changing the steering gear ratio from the steering ECU 19. Then, control goes to a step S260.
In step S260, it is determined whether or not the brake operation is being performed in the host vehicle 1. If the brake operation has been performed, the process proceeds to step S270, and if the brake operation has not been performed, the process returns.
In step S270, brake assist control by the brake ECU 18 is performed. Then return.

  In the above flow, the first danger avoidance support control for the preceding vehicle is performed with priority over the oncoming vehicle. However, this means that if the oncoming vehicle rolls over or slips, the preceding vehicle also has its preceding vehicle. The vehicle may also collide with the oncoming vehicle. On the other hand, even if the preceding vehicle rolls over or slips, there is no possibility that the own vehicle and the oncoming vehicle collide. For this reason, the risk avoidance control is performed on the preceding vehicle with priority over the oncoming vehicle.

  Therefore, according to the danger avoidance assistance device for a vehicle of the present invention, the brake operation information of the other vehicle is acquired by the inter-vehicle communication device 14, and it is detected that the other vehicle 2 is in front of the vehicle 1 by the inter-vehicle communication device 14. If the risk avoidance support condition including at least the sudden braking operation in the other vehicle 2 is satisfied, the risk of assisting the driver of the vehicle 1 with the risk avoidance operation by at least one of the brake ECU 18 and the steering ECU 19 Since the avoidance support control ECU 15 is provided, it is possible to detect a sudden braking operation in the other vehicle 2 in front of the vehicle 1 at an early stage, and to assist the risk avoidance operation by the driver of the host vehicle 1. Further, although the other vehicle 2 may roll over or slip after the sudden braking operation, the sudden braking operation can be detected at an early stage, so that the risk of collision can be suppressed.

  Further, since the danger avoidance support condition includes that the other vehicle 2 is on a curved road ahead of the vehicle 1, the other vehicle 2 in front of the vehicle 1 is detected by detecting the other vehicle 2 that performs a sudden braking operation on the curved road. It is possible to reliably identify that the probability of rollover 2 or slip is high, and it is possible to support the risk avoidance operation by the driver of the vehicle 1 under an appropriate situation according to the traveling situation of the other vehicle 2.

Further, in the brake assist control by the brake assist ECU 18, the brake operation is assisted when the driver of the vehicle 1 performs the brake operation as the danger avoiding operation, so even if the amount of brake operation by the driver is insufficient. The vehicle 1 can be braked appropriately.
In addition, the brake assist ECU 18 corrects the assist amount of the brake operation according to the weight of the vehicle 1 or the distance between the vehicle 1 and the other vehicle 2, so that the vehicle 1 is appropriately set according to the weight of the vehicle 1 and the traveling situation. Can be braked.

  Further, in the steering assist control by the steering assist ECU 19, the steering operation is assisted when the driver of the vehicle 1 performs the steering operation as the danger avoiding operation, so that the vehicle can be appropriately steered.

In the example shown in FIG. 2, a vehicle 2 ′ as a preceding vehicle in front of the host vehicle 1 and another vehicle 2 ″ as an oncoming vehicle on a curved road R _c in front of the host vehicle 1 is shown. Note that the other vehicle 2 as a preceding vehicle 'Are on a straight road R _s.
When the sudden braking operation is performed in the other vehicle 2 ′, the own vehicle 1 may collide with the other vehicle 2, but the danger avoidance assist control ECU 15 assists the brake operation by the driver of the vehicle 1. Even if the amount of brake operation by the driver is insufficient, the vehicle 1 can be braked appropriately.

  When the sudden braking operation is performed in the other vehicle 2 ″, the other vehicle 2 ″ may roll over or slip and collide with the own vehicle 1. However, the danger avoidance support control ECU 15 determines that the driver of the vehicle 1 Since the steering operation is assisted and if there is a brake operation, the brake operation is assisted, the vehicle can be properly steered and the vehicle 1 can be braked appropriately.

[Others]
Although the embodiments of the present invention have been described above, the present invention is not limited to the above-described embodiments, and various modifications can be made without departing from the spirit of the present invention.

  In the above-described embodiment, when the oncoming vehicle is performing a sudden braking operation on a curved road ahead of the vehicle, the vehicle driver assists the risk avoidance operation by the vehicle driver. If the oncoming vehicle is on a road such as a straight road in front of the vehicle, a risk avoidance operation by the driver of the vehicle may be supported.

  Moreover, although what implement | achieves the 1st danger avoidance assistance control with respect to a preceding vehicle prior to an oncoming vehicle was shown, you may implement 1st danger avoidance assistance control and 2nd danger avoidance assistance control in parallel. According to this, when there is an oncoming vehicle that rolls over or slips between the host vehicle and the preceding vehicle, it is possible to support the risk avoidance operation by the driver of the host vehicle, and a collision occurs depending on various situations. Risk can be suppressed.

  In addition to the first condition and the second condition, a condition may be added as the risk avoidance control condition. For example, the vehicle speed of the other vehicle is higher than the vehicle speed at which the lane may protrude or roll over on a curved road. It is mentioned. According to this, the danger concerning a collision can be suppressed more reliably.

  Moreover, although what showed the sudden brake operation in other vehicles based on the operation amount of the brake pedal in other vehicles was shown, in addition to this or in place of this, other vehicles based on the depression speed of the brake pedal in other vehicles A sudden braking operation at may be detected. In this case, a threshold value for the depression speed of the brake pedal is set, and if the detected or calculated depression speed value exceeds this threshold value, it is determined that a sudden braking operation has been performed. The threshold value of the depression speed is larger than the depression speed of the brake pedal during normal operation, and a speed at which the brake pedal is strongly depressed can be set empirically or experimentally in advance.

  When both the brake pedal operation amount and the depressing speed are shared, it is determined that there is a sudden braking operation if either of them exceeds each threshold value, or a sudden braking operation is determined if both of them exceed each threshold value. To do. In the former case, each threshold is set higher, and in the latter case, each threshold is set lower.

  The vehicle travel control device of the present invention can be applied not only to large or medium-sized automobiles such as trucks or buses but also to small automobiles such as passenger cars.

1 own vehicle 2 other vehicle 10 vehicle speed sensor 11 HMI
12 radar sensor 13 GPS (own vehicle position information detecting means)
14 Inter-vehicle communication device (other vehicle information detection means)
15 Danger avoidance support control ECU (Danger avoidance support control means)
16 Map information database 17 Surrounding road information detection (neighboring road information detection means)
18 Brake ECU (brake assist means, danger avoidance support means)
19 Steering ECU (steering assist means, danger avoidance support means)
23 GPS
24 Inter-vehicle communication device 25 Brake position sensor 26 Vehicle speed sensor

Claims (5)

Own vehicle position information detecting means for detecting position information of the vehicle;
Other vehicle information detection means for detecting information of other vehicles around the vehicle by communication;
A risk avoidance support means for supporting a risk avoidance operation by a driver of the vehicle,
The information of the other vehicle detected by the other vehicle information detecting means includes position information of the other vehicle and brake operation information of the other vehicle,
When it is detected that the other vehicle is present in front of the vehicle based on information from the own vehicle position information detecting unit and the other vehicle information detecting unit, at least the other vehicle is suddenly braked. A risk avoidance support device for a vehicle, comprising: a risk avoidance support control means for supporting a risk avoidance operation by the risk avoidance support means when a risk avoidance support condition including the above is satisfied. Surrounding road information detecting means for detecting road information around the vehicle,
The surrounding road information detecting means detects a curve road ahead of the vehicle,
The risk avoidance support device for a vehicle according to claim 1, wherein the risk avoidance support condition includes that the other vehicle is on a curved road ahead of the vehicle. The vehicle danger avoidance support device according to claim 1 or 2, wherein the danger avoidance support means includes brake assist means for assisting a brake operation by a driver of the vehicle. The brake assist means corrects an assist amount of a brake operation by a driver of the vehicle according to a weight of the vehicle or an inter-vehicle distance between the vehicle and the other vehicle. Vehicle danger avoidance support device. The vehicle danger avoidance assistance device according to any one of claims 1 to 4, wherein the danger avoidance support means includes steering assist means for assisting a steering operation by a driver of the vehicle.

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