JP2020175798A - Vehicle control device - Google Patents

Abstract

To effectively avoid a collision between an own vehicle and an oncoming vehicle, by causing the own vehicle to automatically brake on the basis of a virtual wall according to the oncoming vehicle, when the own vehicle crosses an opposite lane.SOLUTION: A vehicle control device 100 includes a controller 10 which executes control of the own vehicle 1 to automatically brake so as to avoid a collision between the own vehicle 1 and an oncoming vehicle 81, when the own vehicle 1 crosses an opposite lane 92. The controller 10 sets a virtual wall W moving in accompany with advancing of the oncoming vehicle 81, and extending in an advancing direction of the oncoming vehicle 81, between the own vehicle 1 and the oncoming vehicle 81, and executes control of the own vehicle 1 to automatically brake if determined that the virtual wall W and the own vehicle 1 will collide. If a predetermined condition is satisfied under which crossing of the opposite lane 92 by the own vehicle 1 is urged, the controller 10 makes it difficult to execute control of the own vehicle 1 to automatically brake compared to when the predetermined condition is not established.SELECTED DRAWING: Figure 2

Description

The present invention relates to a vehicle control device that supports the traveling of a vehicle.

Conventionally, the automatic braking for automatically braking the own vehicle so as to avoid the collision between the own vehicle and a predetermined object (oncoming vehicle, preceding vehicle, pedestrian, obstacle, etc.) around the own vehicle has been related. Technology has been proposed. For example, Patent Document 1 discloses a technique for obtaining an intersection position between a traveling locus of an own vehicle and a traveling locus of an oncoming vehicle and controlling automatic braking according to the time until the own vehicle reaches this intersection position. ing. Further, for example, Patent Document 2 discloses a technique of setting a virtual stop line on map data based on a plurality of vehicle pause positions and controlling automatic braking so as to suspend the vehicle at the virtual stop line. ing.

JP-A-2018-95097 JP-A-2018-197964

In the conventional technique, when the own vehicle crosses the oncoming lane, there is basically a possibility that the own vehicle directly collides with the oncoming vehicle in order to avoid a collision between the own vehicle and the oncoming vehicle (typically). The automatic braking was controlled based on the collision margin time (TTC: Time to Collision) when the own vehicle collides with the oncoming vehicle. However, in the conventional technology, there is a device that sets a virtual object according to an oncoming vehicle when crossing an oncoming lane and controls automatic braking based on this virtual object instead of the oncoming vehicle. I didn't. That is, there has been no technique for avoiding a collision between the own vehicle and an oncoming vehicle by controlling the automatic braking so that the own vehicle does not come into contact with a virtual object. By controlling the automatic braking based on a virtual object corresponding to the oncoming vehicle in this way, it is considered that the collision between the own vehicle and the oncoming vehicle can be effectively avoided when the own vehicle crosses the oncoming lane.

The technique described in Patent Document 2 sets a virtual stop line (virtual stop line), but this technique defines a specific stop position at which the own vehicle should be temporarily stopped on the map data. The purpose is to avoid a collision with an oncoming vehicle when the own vehicle crosses the oncoming lane.

The present invention has been made to solve the above-mentioned problems, and when the own vehicle crosses the oncoming lane, the own vehicle is automatically braked based on a virtual wall corresponding to the oncoming vehicle. An object of the present invention is to provide a vehicle control device capable of effectively avoiding a collision between a vehicle and an oncoming vehicle.

In order to achieve the above-mentioned object, the present invention is a vehicle control device for supporting the traveling of a vehicle, which is an oncoming vehicle detection sensor configured to detect an oncoming vehicle in the oncoming lane, and the own vehicle determines the oncoming lane. A controller having a controller configured to automatically brake the own vehicle so as to avoid a collision between the own vehicle and an oncoming vehicle detected by an oncoming vehicle detection sensor when crossing. Sets a virtual wall that moves with the progress of the oncoming vehicle and extends in the traveling direction of the oncoming vehicle between the own vehicle and the oncoming vehicle, and determines whether or not the virtual wall and the own vehicle collide with each other. , When it is determined that the virtual wall and the own vehicle collide, the control to automatically brake the own vehicle is executed, and when the predetermined condition is satisfied, compared with the case where the predetermined condition is not satisfied, It is characterized in that it is configured so that it is difficult to execute control for automatically braking the own vehicle.

According to this configuration, the controller sets a virtual wall when the own vehicle crosses the oncoming lane. The virtual wall is set to avoid a collision between the own vehicle and an oncoming vehicle, and is subject to the control of automatically braking the own vehicle.

Specifically, the controller sets a virtual wall that moves with the progress of the oncoming vehicle and extends in the traveling direction of the oncoming vehicle between the own vehicle and the oncoming vehicle. That is, the virtual wall is not set to block the front of the own vehicle, but is set to the side of the own vehicle. In addition, the virtual wall extends along the traveling lane and the oncoming lane of the own vehicle. Then, when it is determined that the virtual wall and the own vehicle collide with each other, the controller automatically brakes the own vehicle. As a result, in order to avoid a collision between the own vehicle and the oncoming vehicle, the own vehicle can be stopped at a position relatively distant from the oncoming vehicle.

By the way, a collision between the own vehicle and an oncoming vehicle is not always a concern. Automatically braking the own vehicle until there is no concern about a collision may hinder the smooth running of the own vehicle or cause the driver to feel annoyed.

Therefore, when a predetermined condition for prompting the crossing of the oncoming lane of the own vehicle is satisfied, it is difficult for the controller to execute control for automatically braking the own vehicle as compared with the case where the predetermined condition is not satisfied. It is configured. As a result, it is possible to avoid a collision between the own vehicle and the oncoming vehicle while suppressing the automatic braking of the own vehicle.

In the present invention, preferably, the vehicle control device has a travel information detection sensor that detects travel information regarding future travel of an oncoming vehicle, and the controller travels when the travel information detection sensor detects travel information. Compared to the case where the information detection sensor does not detect the driving information, it is configured so that it is difficult to execute the control for automatically braking the own vehicle.
According to this configuration, the future traveling of the oncoming vehicle is grasped based on the traveling information, and the own vehicle is automatically braked when it can be determined from the traveling that the own vehicle is less likely to collide with the oncoming vehicle. It is possible to make it difficult to execute the control to make it. As a result, it is possible to avoid a collision between the own vehicle and the oncoming vehicle while suppressing the automatic braking of the own vehicle.

In the present invention, preferably, the travel information detection sensor detects a stop signal emitted by a traffic light existing in the traveling direction of the oncoming vehicle, and the controller detects travel information when the travel information detection sensor detects the stop signal. Compared to the case where the sensor does not detect the stop signal, it is configured so that it is difficult to execute the control for automatically braking the own vehicle.
When a traffic light existing in the traveling direction of the oncoming vehicle emits a stop signal, the oncoming vehicle is expected to stop based on the stop signal thereafter. In this case, the possibility that the own vehicle collides with the oncoming vehicle is relatively low.
According to the above-described configuration, the controller is configured so that it is difficult to execute control for automatically braking the own vehicle when the possibility that the own vehicle actually collides with the oncoming vehicle is low. As a result, it is possible to avoid a collision between the own vehicle and the oncoming vehicle while suppressing the automatic braking of the own vehicle.

In the present invention, preferably, the traveling information detection sensor detects the blinking of the direction indicator of the oncoming vehicle, and the controller determines that the traveling information detection sensor detects the blinking of the direction indicator when the traveling information detection sensor detects the blinking of the direction indicator. Compared to the case where the blinking of the direction indicator is not detected, it is configured so that it is difficult to execute the control for automatically braking the own vehicle.
If the oncoming vehicle is blinking the turn signal, then the oncoming vehicle is expected to turn left or right. In this case, the possibility that the own vehicle collides with the oncoming vehicle is relatively low.
According to the above-described configuration, the controller is configured so that it is difficult to execute control for automatically braking the own vehicle when the possibility that the own vehicle actually collides with the oncoming vehicle is low. As a result, it is possible to avoid a collision between the own vehicle and the oncoming vehicle while suppressing the automatic braking of the own vehicle.

In the present invention, preferably, the traveling information detection sensor detects the blinking of the headlights of the oncoming vehicle, and the controller determines that the traveling information detection sensor detects the blinking of the headlights when the traveling information detection sensor detects the blinking of the headlights. Compared to the case where the blinking of the headlight is not detected, it is configured so that it is difficult to execute the control for automatically braking the own vehicle.
For example, when an oncoming vehicle blinks a headlight to send a signal (so-called passing) to urge the own vehicle to cross the oncoming lane, then the oncoming vehicle finishes crossing the oncoming lane. It is considered that the vehicle does not travel to the vicinity of the own vehicle. In this case, the possibility that the own vehicle collides with the oncoming vehicle is relatively low.
According to the above-described configuration, the controller is configured so that it is difficult to execute control for automatically braking the own vehicle when the possibility that the own vehicle actually collides with the oncoming vehicle is low. As a result, it is possible to avoid a collision between the own vehicle and the oncoming vehicle while suppressing the automatic braking of the own vehicle.

In the present invention, preferably, the acceleration request detection sensor for detecting the acceleration request for the own vehicle from the driver of the own vehicle is provided, and the controller is the acceleration request detection sensor when the acceleration request detection sensor detects the acceleration request. Compared to the case where the acceleration request is not detected, it is configured so that it is difficult to execute the control for automatically braking the own vehicle.
If the driver of the own vehicle requires the own vehicle to accelerate, it is considered that the driver wants to finish crossing the oncoming lane before the oncoming vehicle reaches the vicinity of the own vehicle. In this case, the possibility that the own vehicle collides with the oncoming vehicle is relatively low.
According to the above-described configuration, the controller is configured so that it is difficult to execute control for automatically braking the own vehicle when the possibility that the own vehicle actually collides with the oncoming vehicle is low. As a result, it is possible to avoid a collision between the own vehicle and the oncoming vehicle while suppressing the automatic braking of the own vehicle.

In the present invention, preferably, the controller does not set the virtual wall when the predetermined condition is satisfied, or the length of the virtual wall in the traveling direction of the oncoming vehicle as compared with the case where the predetermined condition is not satisfied. Is configured to be short.
According to this configuration, the controller can make it difficult to execute the control for automatically braking the own vehicle by shortening the length of the virtual wall. As a result, it is possible to avoid a collision between the own vehicle and the oncoming vehicle while suppressing the automatic braking of the own vehicle.

In the present invention, preferably, the controller calculates the collision margin time of the own vehicle with respect to the virtual wall, executes the control to automatically brake the own vehicle when the collision margin time is smaller than the threshold value, and the predetermined condition is satisfied. In this case, the threshold value is set to be smaller than that in the case where the predetermined condition is not satisfied.
According to this configuration, the controller can make it difficult to execute the control for automatically braking the own vehicle by reducing the threshold value. As a result, it is possible to avoid a collision between the own vehicle and the oncoming vehicle while suppressing the automatic braking of the own vehicle.

According to the vehicle control device of the present invention, when the own vehicle crosses the oncoming lane, the own vehicle is automatically braked based on the virtual wall corresponding to the oncoming vehicle, thereby effectively colliding the own vehicle with the oncoming vehicle. Can be avoided.

It is a block diagram which shows the schematic structure of the vehicle control device which concerns on embodiment. It is explanatory drawing of the automatic brake control which concerns on 1st Embodiment. It is explanatory drawing of the automatic brake control which concerns on 1st Embodiment. It is explanatory drawing of the automatic brake control which concerns on 1st Embodiment. It is explanatory drawing of the automatic brake control which concerns on 1st Embodiment. It is a flowchart which shows the process which the controller which concerns on 1st Embodiment executes. It is a flowchart which shows the process which the controller which concerns on 2nd Embodiment executes. It is a flowchart which shows the process which the controller which concerns on 3rd Embodiment executes.

Hereinafter, the vehicle control device according to the embodiment will be described with reference to the accompanying drawings.

<Vehicle control device configuration>
First, the configuration of the vehicle control device 100 according to the embodiment will be described with reference to FIG. FIG. 1 is a block diagram showing a schematic configuration of a vehicle control device 100 according to an embodiment.

As shown in FIG. 1, the vehicle control device 100 mainly includes a controller 10 such as an ECU (Electronic Control Unit), a plurality of sensors and switches, and a plurality of control devices. The vehicle control device 100 is mounted on a vehicle and executes various controls so as to support the traveling of the vehicle.

The plurality of sensors and switches include a camera 21, a radar 22, a plurality of behavior sensors (vehicle speed sensor 23, acceleration sensor 24, yaw rate sensor 25) for detecting the behavior of the vehicle, and a plurality of behavior switches (steering angle sensor 26, accelerator sensor). 27, a brake sensor 28), a positioning device 29, a navigation device 30, a communication device 31, and an operation device 32. Further, the plurality of control devices include an engine control device 51, a brake control device 52, a steering control device 53, and an alarm control device 54.

The controller 10 is composed of a processor 11, a memory 12 for storing various programs executed by the processor 11, a computer device including an input / output device, and the like. The controller 10 has an engine device, a brake device, and a steering device for the engine control device 51, the brake control device 52, the steering control device 53, and the alarm control device 54, respectively, based on the signals received from the plurality of sensors and switches described above. , It is configured to be able to output a control signal for appropriately operating the alarm device. In particular, in the present embodiment, the controller 10 causes a collision between the own vehicle on which the controller 10 is mounted and a predetermined object (for example, an oncoming vehicle, a preceding vehicle, a pedestrian, an obstacle, etc.) around the own vehicle. By controlling the brake device via the brake control device 52 so as to avoid it, the own vehicle is automatically braked, that is, the automatic brake is activated.

The camera 21 photographs the surroundings of the vehicle and outputs image data. The controller 10 identifies various objects based on the image data received from the camera 21. For example, the controller 10 may include preceding vehicles, oncoming vehicles, parked vehicles, pedestrians, driving paths, lane markings (center line, lane boundary line, white line, yellow line), traffic signals, traffic signs, stop lines, intersections, obstacles. And so on. Further, the controller 10 identifies that the turn signal and the headlight of the oncoming vehicle are blinking.

The radar 22 measures the position and speed of various objects present around the vehicle. For example, the radar 22 measures the position and speed of a preceding vehicle, an oncoming vehicle, a parked vehicle, a pedestrian, a falling object on a traveling path, and the like. As the radar 22, for example, a millimeter wave radar can be used. The radar 22 transmits radio waves in the traveling direction of the vehicle, and receives the reflected waves generated by reflecting the transmitted waves by the object. Then, the radar 22 measures the distance between the vehicle and the object (for example, the inter-vehicle distance) and the relative speed of the object with respect to the vehicle based on the transmitted wave and the received wave.
As the radar 22, a laser radar may be used instead of the millimeter wave radar, or an ultrasonic sensor or the like may be used instead of the radar 22. Further, a plurality of sensors may be used in combination to measure the position and speed of the object.

The vehicle speed sensor 23 detects the speed of the vehicle (vehicle speed), the acceleration sensor 24 detects the acceleration of the vehicle, the yaw rate sensor 25 detects the yaw rate generated in the vehicle, and the steering angle sensor 26 detects the steering of the vehicle. The rotation angle (steering angle) of the wheel is detected, the accelerator sensor 27 detects the depression of the accelerator pedal (that is, the acceleration request to the vehicle), and the brake sensor 28 detects the depression amount of the brake pedal. The controller 10 can calculate the speed of the object based on the speed of the vehicle detected by the vehicle speed sensor 23 and the relative speed of the object detected by the radar 22.

The positioning device 29 includes a GPS receiver and / or a gyro sensor, and detects the position of the vehicle (current vehicle position information). The navigation device 30 stores the map information inside, and can provide the map information to the controller 10. The controller 10 identifies roads, intersections, traffic signals, buildings, and the like existing around the vehicle (particularly in the direction of travel) based on the map information and the current vehicle position information. The map information may be stored in the controller 10. In addition, the map information may include information on lane traffic zones and traffic classifications.

The communication device 31 performs vehicle-to-vehicle communication with other vehicles around the own vehicle, and also performs road-to-vehicle communication with a roadside communication device installed around the own vehicle. The communication device 31 acquires communication data from other vehicles and traffic data (traffic congestion information, speed limit information, traffic signal information, etc.) from other vehicles by such vehicle-to-vehicle communication and road-to-vehicle communication. Data is output to the controller 10.

The operation device 32 is an input device provided in the vehicle interior and operated by a driver to make various settings related to the vehicle. The operation device 32 is, for example, an instrument panel, a dash panel, a switch or button provided on the center console, a touch panel provided on the display device, or the like, and outputs an operation signal corresponding to the operation of the driver to the controller 10. .. In the present embodiment, the operating device 32 is configured to be able to switch on / off the control that supports the running of the vehicle and adjust the control content that supports the running of the vehicle. For example, when the driver operates the operating device 32, the automatic braking is switched on / off to avoid a collision between the own vehicle and the object, various settings related to the virtual wall applied during the automatic braking, and the self. It has become possible to set the alarm timing to avoid a collision between the vehicle and the object, and to switch on / off the control that vibrates the steering wheel to avoid the collision between the own vehicle and the object. There is.

At least one of the camera 21, radar 22, and communication device 31 is an example of the "oncoming vehicle detection sensor" according to the present invention. Further, at least one of the camera 21 and the communication device 31 is an example of the "travel information detection sensor" according to the present invention. Further, the accelerator sensor 27 is an example of the "acceleration request detection sensor" according to the present invention.

The engine control device 51 controls the engine of the vehicle. The engine control device 51 is a component whose engine output (driving force) can be adjusted. For example, a spark plug, a fuel injection valve, a throttle valve, a variable valve mechanism for changing the opening / closing timing of an intake / exhaust valve, and the like. including. The controller 10 transmits a control signal to the engine control device 51 in order to change the engine output when it is necessary to accelerate or decelerate the vehicle.

The brake control device 52 controls the brake device of the vehicle. The brake control device 52 is a component capable of adjusting the braking force of the brake device, and includes, for example, a brake actuator such as a hydraulic pump or a valve unit. When it is necessary to decelerate the vehicle, the controller 10 transmits a control signal to the brake control device 52 to generate a braking force.

The steering control device 53 controls the steering device of the vehicle. The steering control device 53 is a component that can adjust the steering angle of the vehicle, and includes, for example, an electric motor of an electric power steering system. When it is necessary to change the traveling direction of the vehicle, the controller 10 transmits a control signal to the steering control device 53 to change the steering direction.

The alarm control device 54 controls an alarm device capable of issuing a predetermined alarm to the driver. This alarm device is a display device, a speaker, or the like provided in the vehicle. For example, the controller 10 transmits a control signal to the alarm control device 54 so that an alarm is issued from the alarm device when the possibility that the own vehicle collides with the object becomes high. In this example, the controller 10 displays an image on the display device for notifying that there is a high possibility of collision with the object, and a speaker for notifying that there is a high possibility of collision with the object. It is output from.

<Automatic brake control>
Next, the automatic brake control according to the embodiment will be described. In the present embodiment, the controller 10 avoids a collision between the own vehicle and an oncoming vehicle traveling in the oncoming lane when the own vehicle crosses the oncoming lane (meaning the lane opposite to the own lane). , Performs control to activate the automatic brake. Hereinafter, various embodiments relating to automatic brake control will be described.

(First Embodiment)
First, the automatic brake control according to the first embodiment will be described. FIG. 2 is an explanatory diagram of the automatic brake control according to the first embodiment.

In the example shown in FIG. 2, the own vehicle 1 is traveling in the own lane 91, and the oncoming vehicle 81 is traveling in the oncoming lane 92. The own lane 91 and the oncoming lane 92 intersect with the other lane 94 at the intersection 93. The own vehicle 1 is about to cross the oncoming lane 92 and enter the other lane 94.

In such a situation, the controller 10 controls the automatic braking so as to avoid a collision between the own vehicle 1 and the oncoming vehicle 81. In particular, the controller 10 sets the virtual wall W between the own vehicle 1 and the oncoming vehicle 81, and controls the automatic braking so that the own vehicle 1 does not collide with the virtual wall W. That is, the controller 10 controls the automatic braking so that the own vehicle 1 does not collide with the virtual wall W, and as a result, the own vehicle 1 and the oncoming vehicle 81 are prevented from colliding. As a result, collision avoidance between the own vehicle 1 and the oncoming vehicle 81 can be effectively realized.

The virtual wall W is a virtual object to which the automatic brake control is applied, which is set to avoid a collision between the own vehicle 1 and the oncoming vehicle 81. The virtual wall W moves with the progress of the oncoming vehicle 81 (in other words, travels toward the own vehicle 1 together with the oncoming vehicle 81) and extends in the traveling direction of the oncoming vehicle 81. Further, the virtual wall W has at least a length defined by a front end Wa on the own vehicle 1 side and a rear end Wb on the oncoming vehicle 81 side (that is, a length from the front end Wa to the rear end Wb). Further, the virtual wall W may be defined with a certain width (a constant width or a width that can be changed depending on the situation) in addition to such a length.

Further, the controller 10 sets a virtual wall W along the center line of the road on which the own vehicle 1 and the oncoming vehicle 81 travel. Specifically, the controller 10 sets the virtual wall W so as to extend parallel to the center line and be located on the center line. As a result, it is possible to prevent the own vehicle 1 from straddling the center line and protruding into the oncoming lane 92, that is, preventing a part of the own vehicle 1 from blocking the oncoming lane 92.

Here, since the center line is not generally provided in the intersection in general, the controller 10 causes the own vehicle 1 to cross the oncoming lane 92 at the intersection 93 in which the center line is not provided. In that case, the extension line L3 is set and the virtual wall W is set. Specifically, the controller 10 travels on the road on which the own vehicle 1 and the oncoming vehicle 81 travel, the central line L1 on the road on the side of the own vehicle 1 with the intersection 93 in between, and the own vehicle 1 and the oncoming vehicle 81. An extension line L3 is set by connecting the center line L2 on the road on the oncoming vehicle 81 side across the intersection 93 on the road. More specifically, the controller 10 sets the extension line L3 by connecting the end point of the center line L1 and the end point of the center line L2 with a straight line. As a result, when the own vehicle 1 crosses the oncoming lane 92 at an intersection 93 where the center line is not provided, the center line used for setting the virtual wall W described above can be appropriately defined.

Even when the own vehicle 1 crosses the oncoming lane 92 at an intersection 93 where the center line is not provided, when the oncoming vehicle 81 is far away from the own vehicle 1, that is, the oncoming vehicle 81 is from the intersection 93. When the distance is large, the virtual wall W may be set using the center line L2 on the oncoming vehicle 81 side. Further, when the oncoming vehicle 81 is considerably close to the own vehicle 1 (for example, when the oncoming vehicle 81 is passing through the intersection 93), the virtual wall W can be set by using the center line L1 on the own vehicle 1 side. Good.

Further, the controller 10 sets the front end Wa of the virtual wall W on the own vehicle 1 side at a position separated from the front end 81a of the oncoming vehicle 81 by a distance X1 according to the relative speed between the own vehicle 1 and the oncoming vehicle 81. To do. Specifically, first, the controller 10 calculates the time required for the own vehicle 1 to finish crossing the oncoming lane 92 (hereinafter referred to as "t2"). More specifically, the controller 10 specifies a point P2 where the traveling locus when the own vehicle 1 crosses the oncoming lane 92 and the side end (indicated by the broken line L4) of the oncoming lane 92 on the opposite side of the center line intersect. Then, the time (arrival time) until the rear end of the own vehicle 1 reaches the point P2 is calculated as the time t2 required for the own vehicle 1 to finish crossing the oncoming lane 92.

Then, the controller 10 sets the front end Wa of the virtual wall W at a position separated from the front end 81a of the oncoming vehicle 81 by a distance X1 obtained by multiplying the arrival time t2 by the relative speed between the own vehicle 1 and the oncoming vehicle 81. To do. When the speed (absolute value) of the own vehicle 1 is described as "V1" and the speed (absolute value) of the oncoming vehicle 81 is described as "V2", the distance X1 is represented by "X1 = (V1 + V2) x t2". .. By defining the front end Wa of the virtual wall W in this way, it is possible to appropriately prevent the own vehicle 1 from colliding with the oncoming vehicle 81 until the own vehicle 1 finishes crossing the oncoming lane 92. In particular, the collision between the rear end of the own vehicle 1 and the front end 81a of the oncoming vehicle 81 can be appropriately suppressed.

Further, the controller 10 sets the rear end Wb of the virtual wall W on the oncoming vehicle 81 side at a position separated from the rear end 81b of the oncoming vehicle 81 by a distance X2 according to the speed V2 of the oncoming vehicle 81. Specifically, first, the controller 10 calculates the time until the own vehicle 1 reaches the extension line L3 (hereinafter, referred to as “t1”). More specifically, the controller 10 identifies a point P1 at which the traveling locus when the own vehicle 1 crosses the oncoming lane 92 and the extension line L3 intersect, and the time until the front end of the own vehicle 1 reaches the point P1 ( (Arrival time) is calculated as the time t1 until the own vehicle 1 reaches the extension line L3.

Then, the controller 10 separates the rear end Wb of the virtual wall W from the rear end 81b of the oncoming vehicle 81 by a distance X2 obtained by multiplying the calculated arrival time t1 by the speed V2 (absolute value) of the oncoming vehicle 81. Set to the correct position. This distance X2 is represented by "X2 = V2 x t1". By defining the rear end Wb of the virtual wall W in this way, when the own vehicle 1 starts to cross the oncoming lane 92 (that is, when the own vehicle 1 enters the oncoming lane 92), the own vehicle 1 faces the opposite lane. Collision with the vehicle 81 can be suppressed. In particular, it is possible to suppress a collision between the front end of the own vehicle 1 and the rear end 81b of the oncoming vehicle 81. When the speed V2 of the oncoming vehicle 81 is 0, that is, when the oncoming vehicle 81 is stopped, the distance X2 becomes 0. In this case, the controller 10 sets the rear end Wb of the virtual wall W at the position of the rear end 81b of the oncoming vehicle 81.

In the following description, "X1 = (V1 + V2) x t2" and "X2 = V2 x t1" are referred to as "first equation".

By the way, the collision between the own vehicle 1 and the oncoming vehicle is not always a concern. Performing automatic braking control unnecessarily may hinder smooth driving or make the driver feel annoyed. Hereinafter, three cases in which the automatic brake control may become ineffective will be described with reference to FIGS. 3 to 5. 3 to 5 are explanatory views of the automatic brake control according to the first embodiment.

[1. Case where the traffic light emits a stop signal]
In the case shown in FIG. 3, the traffic light 95 is provided in the traveling direction of the own vehicle 1 traveling in the own lane 91. Further, a traffic light 96 is provided in the traveling direction of the oncoming vehicle 82 traveling in the oncoming lane 92. The traffic light 95 lights the lamp 95a and emits a signal permitting the own vehicle 1 to turn right. Based on the signal, the own vehicle 1 is about to cross the oncoming lane 92 and enter the other lane 94. On the other hand, the traffic light 96 lights the lamp 96a and emits a stop signal (so-called "red light") to the own vehicle 1.

In such a situation, the oncoming vehicle 82 is then expected to stop based on the stop signal. Specifically, the oncoming vehicle 82 is expected to stop at the stop line 93a provided in front of the intersection 93. That is, the stop signal emitted by the traffic light 96 is travel information regarding the future stop of the oncoming vehicle 82. In this case, the possibility that the own vehicle 1 collides with the oncoming vehicle 82 is relatively low.

[2. Case where the oncoming vehicle is blinking the turn signal]
In the case shown in FIG. 4, the oncoming vehicle 83 traveling in the oncoming lane 92 and approaching the intersection 93 blinks the left turn signal 83a.

Even in such a situation, it is expected that the oncoming vehicle 83 will not go straight through the intersection 93 thereafter. In other words, the oncoming vehicle 83 is expected to turn left at the intersection 93 and enter the other lane 94, as indicated by the blinking turn signal 83a indicating the intention to change the traveling direction. That is, the blinking of the direction indicator 83a is travel information regarding the future traveling direction of the oncoming vehicle 83. Even in this case, the possibility that the own vehicle 1 collides with the oncoming vehicle 83 is relatively low.

[3. Case where the oncoming vehicle is blinking the headlights]
In the case shown in FIG. 5, the oncoming vehicle 84 traveling in the oncoming lane 92 and approaching the intersection 93 blinks the headlight 84a (so-called passing).

In such a situation, it is considered that the driver of the oncoming vehicle 84 sends a signal to the driver of the own vehicle 1. Therefore, after that, it is considered that the oncoming vehicle 84 does not advance to the vicinity of the own vehicle 1 until the own vehicle 1 finishes crossing the oncoming lane 92. That is, the blinking of the headlight 84a is travel information regarding the future travel of the oncoming vehicle 84. Even in this case, the possibility that the own vehicle 1 collides with the oncoming vehicle 84 is relatively low.

[4. Case where the driver of the own vehicle requests acceleration for the own vehicle]
In such a situation, it is considered that the driver of the own vehicle 1 wants to finish crossing the oncoming lane 92 before the oncoming vehicle reaches the vicinity of the own vehicle 1. In this case, the possibility that the own vehicle 1 collides with the oncoming vehicle is relatively low.

In the four cases described above, if the control for automatically braking the own vehicle 1 is executed, the smooth running of the own vehicle 1 may be hindered or the driver may feel annoyed. Therefore, the controller 10 is configured so that when the predetermined condition is satisfied, it is difficult to execute the control for automatically braking the own vehicle 1 as compared with the case where the predetermined condition is not satisfied.

Specifically, the controller 10 does not set a virtual wall in the above four cases. That is, since there is no application target of the automatic brake control, it is not determined that the virtual wall collides with the own vehicle. As a result, in the above three cases, the controller 10 does not perform automatic braking control.

Next, the process executed by the controller 10 will be described with reference to FIG. FIG. 6 is a flowchart showing a process executed by the controller 10 according to the first embodiment. The controller 10 repeatedly executes the process related to the flowchart at a predetermined cycle (for example, every 100 ms).

First, in step S101, the controller 10 acquires various information from the plurality of sensors and switches described above. Specifically, the controller 10 includes a camera 21, a radar 22, a vehicle speed sensor 23, an acceleration sensor 24, a yaw rate sensor 25, a steering angle sensor 26, an accelerator sensor 27, a brake sensor 28, a positioning device 29, a navigation device 30, and a communication device. 31. Acquire the signal input from the operating device 32.

Next, in step S102, the controller 10 determines whether or not the own vehicle 1 is about to cross the oncoming lane 92. In particular, the controller 10 determines whether or not the own vehicle 1 is about to turn right at an intersection and cross the oncoming lane 92. For example, in the controller 10, the steering wheel is turned clockwise when the driver of the own vehicle 1 operates the turn signal for a right turn or when the speed of the own vehicle 1 drops below a predetermined speed. It is determined that the own vehicle 1 is about to turn right at the intersection and cross the oncoming lane 92 when the vehicle is operated or when the guidance route set by the navigation device 30 includes a route for turning right at the next intersection. In this case (step S102: Yes), the controller 10 proceeds to step S103. On the other hand, when it is not determined that the own vehicle 1 is turning right at the intersection and trying to cross the oncoming lane 92 (step S102: No), the controller 10 exits the series of routines shown in this flowchart.

Next, in step S103, the controller 10 determines whether or not there is an oncoming vehicle approaching the own vehicle 1. Specifically, the controller 10 uses a signal input from the camera 21 (corresponding to image data), a signal input from the radar 22, and a signal input from the communication device 31 (a signal corresponding to vehicle-to-vehicle communication). ) And the like, the process for detecting the oncoming vehicle approaching the own vehicle 1 is executed. As a result, when an oncoming vehicle approaching the own vehicle 1 is detected, the controller 10 determines that the oncoming vehicle exists (step S103: Yes), and proceeds to step S104. On the other hand, when the oncoming vehicle approaching the own vehicle 1 is not detected, the controller 10 determines that the oncoming vehicle does not exist (step S103: No), and exits the series of routines shown in this flowchart.

Next, in step S104, the controller 10 determines whether or not the traffic light existing in the traveling direction of the oncoming vehicle emits a stop signal. Specifically, the controller 10 advances an oncoming vehicle based on a signal input from the camera 21 (corresponding to image data), a signal input from the communication device 31 (a signal corresponding to inter-vehicle communication), and the like. The process for detecting the stop signal emitted by the traffic light existing in the direction is executed. As a result, when the stop signal is detected, the controller 10 determines that the traffic light is emitting the stop signal (step S104: Yes), and proceeds to step S105. On the other hand, when the stop signal is not detected, the controller 10 determines that the signal does not emit a stop signal (step S104: No), and exits the series of routines shown in this flowchart.

Next, in step S105, the controller 10 determines whether or not the oncoming vehicle's turn signal is blinking. Specifically, the controller 10 is a direction indicator based on a signal input from the camera 21 (corresponding to image data), a signal input from the communication device 31 (a signal corresponding to inter-vehicle communication), and the like. Execute the process to detect blinking. As a result, when the blinking of the direction indicator is detected, the controller 10 determines that the direction indicator of the oncoming vehicle is blinking (step S105: Yes), and proceeds to step S106. On the other hand, when the blinking of the direction indicator is not detected, the controller 10 determines that the direction indicator of the oncoming vehicle is not blinking (step S105: No), and performs a series of routines shown in this flowchart. Exit.

Next, in step S106, the controller 10 determines whether or not the headlights of the oncoming vehicle are blinking. Specifically, the controller 10 uses the headlights based on a signal input from the camera 21 (corresponding to image data), a signal input from the communication device 31 (a signal corresponding to inter-vehicle communication), and the like. Execute the process to detect blinking. As a result, when the blinking of the headlight is detected, the controller 10 determines that the headlight of the oncoming vehicle is blinking (step S106: Yes), and proceeds to step S107. On the other hand, when the blinking of the headlight is not detected, the controller 10 determines that the headlight of the oncoming vehicle is not blinking (step S106: No), and performs a series of routines shown in this flowchart. Exit.

Next, in step S107, the controller 10 determines whether or not there is an acceleration request for the own vehicle 1 from the driver of the own vehicle 1. Specifically, the controller 10 executes a process for detecting an acceleration request based on a signal (corresponding to the amount of depression of the accelerator pedal) input from the accelerator sensor 27. As a result, when the acceleration request is detected, the controller 10 determines that the driver of the own vehicle 1 has an acceleration request for the own vehicle 1 (step S107: Yes), and proceeds to step S108. On the other hand, when the acceleration request is not detected, the controller 10 determines that there is no acceleration request for the own vehicle 1 from the driver of the own vehicle 1 (step S107: No), and performs a series of routines shown in this flowchart. Exit.

Then, in step S108, the controller 10 sets the extension line L3 in the intersection. Specifically, the controller 10 first determines an intersection on the road on which the own vehicle 1 and the oncoming vehicle travel, based on the signal input from the camera 21, that is, based on the image in front of the own vehicle 1 taken by the camera 21. The lane marking on the road on the side of the own vehicle 1 and the lane marking on the road on the side of the oncoming vehicle across the intersection are specified. In particular, the controller 10 identifies the endpoints of both marking lines. Then, the controller 10 uses the line segment connecting these end points as the extension line L3.

Next, in step S109, the controller 10 calculates the time t1 until the own vehicle 1 reaches the point P1 on the extension line L3. Specifically, the controller 10 first travels when the own vehicle 1 crosses the oncoming lane 92 based on the speed V1 of the own vehicle 1, the steering angle of the steering wheel, the map data of the intersection (particularly the road shape), and the like. The locus is obtained, and the point P1 at which the traveling locus and the extension line L3 intersect is specified. Then, the controller 10 calculates the time (arrival time) t1 until the front end of the current own vehicle 1 reaches the point P1 based on the speed V1 of the own vehicle 1 or the like.

Next, in step S110, the controller 10 calculates the time t2 until the own vehicle 1 reaches the point P2, that is, the time t2 required for the own vehicle 1 to finish crossing the oncoming lane 92. Specifically, in the controller 10, first, the traveling locus when the own vehicle 1 obtained as described above crosses the oncoming lane 92 and the side end L4 of the oncoming lane 92 on the opposite side of the center line are obtained. Identify the intersection point P2. Then, the controller 10 calculates the time (arrival time) t2 until the rear end of the current own vehicle 1 reaches the point P2 based on the speed V1 of the own vehicle 1 or the like.

Next, in step S111, the controller 10 sets the virtual wall W based on the above-mentioned first equation. Specifically, the controller 10 first multiplies the front end Wa of the virtual wall W by the arrival time t2 from the front end of the oncoming vehicle to the relative speed between the own vehicle 1 and the oncoming vehicle X1 (X1 = (X1 = ( Set at a position separated by V1 + V2) × t2). Further, the controller 10 positions the rear end Wb of the virtual wall W at a position separated from the rear end of the oncoming vehicle by a distance X2 (X2 = V2 × t1) obtained by multiplying the speed V2 of the oncoming vehicle by the arrival time t1. Set. Then, the controller 10 arranges the virtual wall W having such a front end Wa and a rear end Wb so as to extend in parallel with the extension line L3 and to be located on the extension line L3.

Next, in step S112, the controller 10 determines whether or not the point P1 exists on the virtual wall W. In other words, the controller 10 determines whether or not the virtual wall W (particularly the front end Wa of the virtual wall W) has reached the point P1 due to the progress of the oncoming vehicle. Specifically, the controller 10 determines step S112 based on the position of the point P1 obtained as described above and the position of the front end Wa of the virtual wall W. As a result, when it is determined that the point P1 exists on the virtual wall W (step S112: Yes), the controller 10 proceeds to step S113.

On the other hand, if it is not determined in step S112 that the point P1 exists on the virtual wall (step S112: No), the controller 10 exits the series of routines shown in this flowchart. When the point P1 does not exist on the virtual wall W in this way, the oncoming vehicle is sufficiently distant from the own vehicle 1, that is, even if the own vehicle 1 crosses the oncoming lane 92, it collides with the oncoming vehicle. Therefore, the controller 10 does not execute the automatic braking control based on the virtual wall W.

Next, in step S113, the controller 10 calculates the collision margin time / collision prediction time (TTC: Time to Collision) at which the own vehicle 1 collides with the virtual wall W. Specifically, the controller 10 first matches the speed V1 of the own vehicle 1 and the speed of the virtual wall W (matching the speed V2 of the oncoming vehicle) based on the signals input from the vehicle speed sensor 23, the camera 21, the radar 22, and the like. ), And the distance between the own vehicle 1 and the virtual wall W is calculated. Then, the controller 10 divides the distance between the own vehicle 1 and the virtual wall W by the relative speed between the own vehicle 1 and the virtual wall W (that is, the relative speed between the own vehicle 1 and the oncoming vehicle (V1 + V2)). , TTC is calculated.

Then, in step S114, the controller 10 determines whether or not the TTC calculated as described above is less than the time TTC1. This time TTC 1 is a threshold value that defines the timing at which the operation of the automatic brake should be started so that the own vehicle 1 stops in front of the virtual wall W, and is, for example, 2 seconds.

If, as a result of step S114, it is determined that the TTC is less than the time TTC 1 (step S114: Yes), the controller 10 proceeds to step S115. In step S115, the controller 10 controls the brake device via the brake control device 52 so as to operate the automatic brake, that is, to automatically brake the own vehicle 1. As a result, the own vehicle 1 is decelerated by applying a braking force to the own vehicle 1 so that the own vehicle 1 is stopped by the trouble of the virtual wall W.

The controller 10 may control the alarm control device 54 so that an alarm is issued from the alarm device when the automatic brake is activated in this way. That is, the controller 10 may output an image and / or a sound for notifying that there is a high possibility of collision with an oncoming vehicle by the display device and / or the speaker together with the operation of the automatic brake. For example, it is advisable to issue an alarm from the alarm device before activating the automatic brake.

On the other hand, when it is not determined that the TTC is less than the time TTC1 as a result of step S114 (step S114: No), that is, when the TTC is the time TTC1 or more, the controller 10 performs a series of routines shown in this flowchart. Exit. In this case, the controller 10 does not activate the automatic brake.

Next, the action and effect according to the first embodiment will be described.

The controller 10 sets a virtual wall W that moves with the progress of the oncoming vehicle 81 and extends in the traveling direction of the oncoming vehicle 81 between the own vehicle 1 and the oncoming vehicle 81. Then, when the controller 10 determines that the virtual wall W and the own vehicle 1 collide with each other, the controller 10 automatically brakes the own vehicle 1. As a result, in order to avoid a collision between the own vehicle and the oncoming vehicle, the own vehicle can be stopped at a position relatively distant from the oncoming vehicle.

Further, the controller 10 controls to automatically brake the own vehicle 1 when a predetermined condition for prompting the crossing of the oncoming lane 92 of the own vehicle 1 is satisfied, as compared with the case where the predetermined condition is not satisfied. It is configured to be difficult to execute. As a result, it is possible to avoid a collision between the own vehicle 1 and the oncoming vehicle while suppressing the automatic braking of the own vehicle 1.

Further, at least one of the camera 21 and the communication device 31 detects a stop signal (see FIG. 3) emitted by the traffic light 96 existing in the traveling direction of the oncoming vehicle 82. When at least one of the camera 21 and the communication device 31 detects the stop signal, the controller 10 makes it difficult to execute the control for automatically braking the own vehicle 1 as compared with the case where the stop signal is not detected. It is configured. That is, the controller 10 is configured so that it is difficult to execute control for automatically braking the own vehicle 1 when the possibility that the own vehicle 1 actually collides with the oncoming vehicle 82 is low. As a result, it is possible to avoid a collision between the own vehicle 1 and the oncoming vehicle 81 (see FIG. 2) while suppressing the automatic braking of the own vehicle 1.

Further, at least one of the camera 21 and the communication device 31 detects the blinking of the direction indicator 83a of the oncoming vehicle 83 (see FIG. 4). When at least one of the camera 21 and the communication device 31 detects the blinking of the direction indicator 83a, the controller 10 automatically sets the own vehicle 1 as compared with the case where the blinking of the direction indicator 83a is not detected. It is configured so that it is difficult to perform braking control. That is, the controller is configured so that it is difficult to execute the control for automatically braking the own vehicle 1 when the possibility that the own vehicle 1 actually collides with the oncoming vehicle 83 is low. As a result, it is possible to avoid a collision between the own vehicle 1 and the oncoming vehicle 81 (see FIG. 2) while suppressing the automatic braking of the own vehicle 1.

Further, at least one of the camera 21 and the communication device 31 detects the blinking of the headlight 84a of the oncoming vehicle 84 (see FIG. 5). When at least one of the camera 21 and the communication device 31 detects the blinking of the headlight 84a, the controller 10 automatically sets the own vehicle 1 as compared with the case where the blinking of the headlight 84a is not detected. It is configured so that it is difficult to perform braking control. That is, the controller 10 is configured so that it is difficult to execute control for automatically braking the own vehicle 1 when the possibility that the own vehicle 1 actually collides with the oncoming vehicle 84 is low. As a result, it is possible to avoid a collision between the own vehicle 1 and the oncoming vehicle 81 (see FIG. 2) while suppressing the automatic braking of the own vehicle 1.

Further, when the accelerator sensor 27 detects the acceleration request, the controller 10 is less likely to execute the control for automatically braking the own vehicle 1 as compared with the case where the accelerator sensor 27 does not detect the acceleration request. It is configured. That is, the controller 10 is configured so that it is difficult to execute the control for automatically braking the own vehicle 1 when the possibility that the own vehicle 1 actually collides with the oncoming vehicle is low. As a result, it is possible to avoid a collision between the own vehicle 1 and the oncoming vehicle 81 (see FIG. 2) while suppressing the automatic braking of the own vehicle 1.

Further, the controller 10 does not set the virtual wall W when a predetermined condition for prompting the crossing of the oncoming lane 92 of the own vehicle 1 is satisfied. This makes it difficult for the controller 10 to execute the control for automatically braking the own vehicle 1. As a result, it is possible to avoid a collision between the own vehicle 1 and the oncoming vehicle 81 (see FIG. 2) while suppressing the automatic braking of the own vehicle 1.

(Second Embodiment)
Next, the automatic brake control according to the second embodiment will be described. In the following, the controls, actions and effects different from those of the first embodiment will be mainly described, and the description of the same controls, actions and effects as those of the first embodiment will be omitted as appropriate.

The second embodiment is different from the first embodiment in that a virtual wall is set even in the above four cases. However, the length of the virtual wall set at that time is shorter than the length of the virtual wall of the first embodiment.

Specifically, the controller 10 according to the second embodiment sets the distance X1 (see FIG. 2) from the front end of the oncoming vehicle to the front end of the virtual wall as “X1 = 0.5 × (((see FIG. 2)) in the above four cases. “V1 + V2) × t2)” is set, and the distance X2 (see FIG. 2) from the rear end of the oncoming vehicle to the rear end of the virtual wall is set as “X2 = V2 × t1”. That is, the length of the virtual wall set by the controller 10 according to the second embodiment in the above four cases is half the length of the virtual wall set based on the first equation in the other cases.

In the following description, "X1 = 0.5 × ((V1 + V2) × t2)" and "X2 = V2 × t1" are referred to as "the second equation".

FIG. 7 is a flowchart showing a process executed by the controller 10 according to the second embodiment. The process related to the flowchart is also repeatedly executed by the controller 10 at a predetermined cycle (for example, every 100 ms).

The processes of steps S201 to S203 according to the second embodiment are the same as the processes of steps S101 to S103 (see FIG. 6) according to the first embodiment, respectively.

When the controller 10 according to the second embodiment determines in step S203 that an oncoming vehicle exists (step S203: Yes), the controller 10 sets a virtual wall. Therefore, the controller 10 first executes the processes of steps S204 to S206. The processes of steps S204 to S206 are the same as the processes of steps S108 to S110 (see FIG. 6) according to the first embodiment, respectively.

Also in the second embodiment, the controller 10 determines whether or not the traffic light existing in the traveling direction of the oncoming vehicle emits a stop signal (step S207) and whether or not the direction indicator of the oncoming vehicle is blinking (step S208). ), Whether or not the headlights of the oncoming vehicle are blinking (step S209), and whether or not the driver of the own vehicle 1 requests acceleration for the own vehicle 1 (S210). The processes of steps S207 to S210 are the same as the processes of steps S104 to S107 (see FIG. 6) according to the first embodiment, respectively.

When the determination result of "No" is reached in all of steps S207 to S210, the controller 10 proceeds to step S211. In this case, the controller 10 sets the virtual wall in step S211 based on the first equation described above.

On the other hand, when the determination result of "No" is reached in at least one of steps S207 to S210, the controller 10 proceeds to step S216. In this case, the controller 10 sets the virtual wall in step S216 based on the above-mentioned second equation. The length of the virtual wall set in step S216 is half the length of the virtual wall set in step S211.

The controller 10 that has completed the process of step S211 or step S216 proceeds to step S212. In step S212, the controller 10 determines whether or not the point P1 (see FIG. 2) exists on the virtual wall. When the virtual wall is set based on the second equation (step S216), the length of the virtual wall is shorter than when the virtual wall is set based on the first equation (step S211). .. Therefore, when the virtual wall is set based on the second equation (step S216), the point P1 is virtual as compared with the case where the virtual wall is set based on the first equation (step S211). It is difficult to determine that it exists on the wall.

The processes of steps S213 to S215 according to the second embodiment are the same as the processes of steps S113 to S115 (see FIG. 6) according to the first embodiment, respectively.

According to the second embodiment described above, the controller 10 can make it difficult to execute the control for automatically braking the own vehicle 1 by shortening the length of the virtual wall. As a result, it is possible to avoid a collision between the own vehicle 1 and the oncoming vehicle while suppressing the automatic braking of the own vehicle 1.

(Third Embodiment)
Next, the automatic brake control according to the third embodiment will be described. In the following, the controls, actions and effects different from those of the first embodiment and the second embodiment will be mainly described, and the same controls, actions and effects as those of the first embodiment and the second embodiment will be omitted as appropriate. ..

The third embodiment is different from the first embodiment in that a virtual wall is set even in the above four cases. However, the threshold value used for comparison with TTC at that time is smaller than the threshold value of the first embodiment.

Specifically, the controller 10 according to the third embodiment sets the threshold value used for comparison with the TTC as the time TTC2 in the above four cases. The time TTC2 is about half of the time TTC1 described above, for example, 1 second.

FIG. 8 is a flowchart showing a process executed by the controller 10 according to the third embodiment. The process related to the flowchart is also repeatedly executed by the controller 10 at a predetermined cycle (for example, every 100 ms).

The processes of steps S301 to S309 according to the third embodiment are the same as the processes of steps S201 to S206 and S211 to S213 (see FIG. 6) according to the second embodiment, respectively.

Also in the third embodiment, the controller 10 determines whether or not the traffic light existing in the traveling direction of the oncoming vehicle emits a stop signal (step S310), and whether or not the direction indicator of the oncoming vehicle is blinking (step S311). ), Whether or not the headlights of the oncoming vehicle are blinking (step S312), and whether or not the driver of the own vehicle 1 requests acceleration for the own vehicle 1 (S313). The processes of steps S310 to S313 are the same as the processes of steps S207 to S210 (see FIG. 6) according to the second embodiment, respectively.

When the determination result of "No" is reached in all of steps S310 to S313, the controller 10 proceeds to step S314. In this case, the controller 10 determines in step S314 whether or not the TTC calculated as described above is less than the time TTC1.

On the other hand, when the determination result of "No" is reached in at least one of steps S310 to S313, the controller 10 proceeds to step S316. In this case, the controller 10 determines in step S316 whether the TTC is less than the time TTC2.

If it is determined in step S316 that the TTC is less than the time TTC2 (step S316: Yes), the controller 10 proceeds to step S315. In step S315, the controller 10 controls the brake device via the brake control device 52 so as to operate the automatic brake, that is, to automatically brake the own vehicle 1.

On the other hand, if it is not determined in step S316 that the TTC is less than the time TTC2 (step S316: No), that is, if the TTC is the time TTC2 or more, the controller 10 exits the series of routines shown in this flowchart. In this case, the controller 10 does not activate the automatic brake.

According to the third embodiment described above, the controller 10 can make it difficult to execute the control for automatically braking the own vehicle 1 by reducing the threshold value. As a result, it is possible to avoid a collision between the own vehicle 1 and the oncoming vehicle while suppressing the automatic braking of the own vehicle 1.

1 Own vehicle 10 Controller 21 Camera 22 Radar 52 Brake control device 81-84 Oncoming vehicle 83a Direction indicator 84a Headlight 92 Oncoming lane 96 Signal 100 Vehicle control device W Virtual wall

Claims (8)

A vehicle control device that supports the running of a vehicle.
An oncoming vehicle detection sensor configured to detect an oncoming vehicle in the oncoming lane,
When the own vehicle crosses the oncoming lane, the control for automatically braking the own vehicle is executed so as to avoid a collision between the own vehicle and the oncoming vehicle detected by the oncoming vehicle detection sensor. With a configured controller,
The controller
Whether or not a virtual wall that moves with the progress of the oncoming vehicle and extends in the traveling direction of the oncoming vehicle is set between the own vehicle and the oncoming vehicle, and the virtual wall and the own vehicle collide with each other. If it is determined that the virtual wall and the own vehicle collide with each other, the control for automatically braking the own vehicle is executed.
When a predetermined condition for prompting the crossing of the oncoming lane of the own vehicle is satisfied, it is difficult to execute control for automatically braking the own vehicle as compared with the case where the predetermined condition is not satisfied. A vehicle control device characterized by being. It has a driving information detection sensor that detects driving information regarding the future driving of the oncoming vehicle.
When the travel information detection sensor detects the travel information, the controller automatically brakes the own vehicle as compared with the case where the travel information detection sensor does not detect the travel information. The vehicle control device according to claim 1, which is configured to be difficult to execute. The traveling information detection sensor detects a stop signal emitted by a traffic light existing in the traveling direction of the oncoming vehicle, and detects the stop signal.
When the traveling information detection sensor detects the stop signal, the controller automatically brakes the own vehicle as compared with the case where the traveling information detection sensor does not detect the stop signal. The vehicle control device according to claim 2, which is configured to be difficult to execute. The traveling information detection sensor detects the blinking of the direction indicator of the oncoming vehicle and detects it.
When the traveling information detection sensor detects the blinking of the direction indicator, the controller uses the own vehicle as compared with the case where the traveling information detection sensor does not detect the blinking of the direction indicator. The vehicle control device according to claim 2, which is configured so as to make it difficult to execute control for automatically braking. The traveling information detection sensor detects the blinking of the headlights of the oncoming vehicle,
When the traveling information detection sensor detects the blinking of the headlights, the controller uses the own vehicle as compared with the case where the traveling information detection sensor does not detect the blinking of the headlights. The vehicle control device according to claim 2, which is configured so as to make it difficult to execute control for automatically braking. It has an acceleration request detection sensor that detects an acceleration request for the own vehicle from the driver of the own vehicle.
When the acceleration request detection sensor detects the acceleration request, the controller automatically brakes the own vehicle as compared with the case where the acceleration request detection sensor does not detect the acceleration request. The vehicle control device according to claim 1, which is configured to be difficult to execute. When the predetermined condition is satisfied, the controller does not set the virtual wall, or sets the length of the virtual wall in the traveling direction of the oncoming vehicle as compared with the case where the predetermined condition is not satisfied. The vehicle control device according to any one of claims 1 to 6, which is configured to be shortened. The controller
The collision margin time of the own vehicle with respect to the virtual wall is calculated, and when the collision margin time is smaller than the threshold value, the control for automatically braking the own vehicle is executed.
The vehicle control device according to any one of claims 1 to 6, wherein when the predetermined condition is satisfied, the threshold value is made smaller than that when the predetermined condition is not satisfied. ..

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