JP2021124830A - Collision avoidance assistance apparatus - Google Patents

Abstract

To early terminate automatic steering control when a front sensor erroneously detects a continuous obstacle.SOLUTION: When a continuous obstacle is detected, a driving support ECU, in order to deflect a vehicle itself in an extending direction of the continuous obstacle, an avoidance target trajectory for deflecting the vehicle itself up to a control end angle set according to the extending direction of the continuous obstacle is set (S13), and automatic steering control is performed so that the vehicle itself travels along the avoidance target trajectory (S15, S16). When vertical direction movement distance Dx of the vehicle itself reaches upper limit distance Dmax after the automatic steering control is started (S18: Yes), the driving support ECU terminates the automatic steering control even if the deflection angle of the vehicle itself has not reached the control end angle.SELECTED DRAWING: Figure 2

Description

The present invention relates to a collision avoidance support device that assists a driver in avoiding a collision of his / her vehicle with an obstacle.

Conventionally, when an obstacle that is likely to collide with the own vehicle is detected by a front sensor such as a camera or radar, collision avoidance is performed by performing automatic steering control to avoid the collision between the own vehicle and the obstacle. Assistance devices are known. For example, the collision avoidance support device (referred to as a conventional device) proposed in Patent Document 1 is a continuous front obstacle extending diagonally forward with respect to a front center line which is a straight line extending forward from the center of the own vehicle. When (hereinafter referred to as continuous obstacle) is detected and there is a high possibility that the own vehicle collides with the continuous obstacle, the own vehicle is automatically avoided along the direction of formation of the continuous obstacle (diagonally forward). Carry out steering control.

In this conventional device, as shown in FIG. 4, for example, a continuous obstacle X such as a guardrail is approximated to a straight line, and the own vehicle A is deflected until the own vehicle A is parallel to the straight line of the continuous obstacle X. By implementing the automatic steering control as described above, it is possible to prevent the own vehicle from colliding with a continuous obstacle. The conventional device calculates the control end angle θ * at the start of the automatic steering control, and ends the automatic steering control when the own vehicle is deflected to the control end angle θ *. The control end angle θ * is slightly equal to the angle θt of the continuous obstacle X with respect to the own vehicle A (the angle formed by the formation direction line Lt of the continuous obstacle X that approximates a straight line and the front center line La of the own vehicle A). Margin angle is added and set. In the figure, reference numeral R represents an avoidance target trajectory of the own vehicle A in automatic steering control.

Japanese Unexamined Patent Publication No. 2017-134519

However, it is conceivable that the front sensor erroneously detects a continuous obstacle. For example, as shown in FIG. 5, when the front sensor erroneously detects a continuous obstacle X'that does not actually exist, automatic steering control is executed and the own vehicle A is deflected. At this time, the control system starts automatic steering control so that the own vehicle travels along the avoidance target trajectory R'. On the other hand, the driver is expected to strongly hold the steering wheel in opposition to the automatic steering control so that the vehicle A does not deflect. Therefore, the own vehicle A travels on, for example, the track shown in the actual track R1 of FIG. In this case, the control system tries to continue the automatic steering control while the deflection angle of the own vehicle A does not reach the control end angle. Therefore, even if the own vehicle A passes a continuous obstacle X'(a continuous obstacle that is erroneously recognized) to be a collision avoidance target, unnecessary automatic steering control is continued.

As described above, in the conventional device, if the front sensor erroneously detects a continuous obstacle, there is a possibility that unnecessary automatic steering control will be performed for a long time. Therefore, the period during which the driver feels uncomfortable becomes longer.

The present invention has been made to solve the above problems, and an object of the present invention is to terminate automatic steering control at an early stage when a front sensor erroneously detects a continuous obstacle.

In order to achieve the above object, the features of the present invention are:
Obstacle detection means (11, 12) that detect obstacles in front of the own vehicle,
Provided with steering avoidance control means (10, 30) for performing automatic steering control for avoiding a collision between the own vehicle and the obstacle when the own vehicle is likely to collide with the obstacle. In the collision avoidance support device
The steering avoidance control means
When the obstacle detecting means detects a continuous obstacle extending diagonally forward with respect to the front center line which is a straight line extending forward from the center of the own vehicle, the continuous obstacle is detected. The automatic steering control is started so as to deflect the own vehicle in the extending direction, and when the deflection angle of the own vehicle reaches the control end angle set according to the extending direction of the continuous obstacle, the said Continuous obstacle steering avoidance control means (S14 to S16) that terminates automatic steering control, and
The front-rear direction of the own vehicle at the start of the automatic steering control is defined as the vertical direction, and the vertical movement amount (Dx) of the own vehicle from the start of the automatic steering control is the start of the automatic steering control. It is determined whether or not the continuous obstacle is equal to or greater than the upper limit distance (Dmax) set according to the vertical distance from the own vehicle to the point (P) farthest from the own vehicle. Vertical movement amount determination means (S18) and
When the vertical movement amount determination means determines that the vertical movement amount is equal to or greater than the upper limit distance, the continuous obstacle steering is performed even if the deflection angle of the own vehicle does not reach the control end angle. It is provided with an automatic steering control execution limiting means (S18: Yes, END) for terminating the automatic steering control executed by the avoidance control means.

The collision avoidance support device of the present invention includes obstacle detection means and steering avoidance control means. The obstacle detecting means detects an obstacle existing in front of the own vehicle. The steering avoidance control means implements automatic steering control (automatic steering control of the steering wheels) for avoiding a collision between the own vehicle and the obstacle when the own vehicle is likely to collide with an obstacle.

The steering avoidance control means includes continuous obstacle steering avoidance control means. The continuous obstacle steering avoidance control means detects a continuous obstacle extending diagonally forward with respect to the front center line, which is a straight line extending forward from the center of the own vehicle, by the obstacle detecting means. The automatic steering control is started so as to deflect the own vehicle in the direction in which the continuous obstacle extends, and the deflection angle of the own vehicle reaches the control end angle set according to the direction in which the continuous obstacle extends. Sometimes the automatic steering control is terminated. For example, if the own vehicle is deflected by an angle formed by the direction of the own vehicle and the continuous direction of forming an obstacle, the own vehicle can be driven along the obstacle to avoid a collision. Therefore, the control end angle can be set based on the angle (inclination angle) formed by the direction of the own vehicle and the continuous direction in which the obstacle extends. For example, the control end angle may be set to an angle obtained by adding the margin angle to the inclination angle.

For example, the continuous obstacle steering avoidance control means sets an avoidance target trajectory that deflects the own vehicle to the control end angle when starting automatic steering control, and automatically steers the own vehicle so as to travel along the avoidance target trajectory. It may be configured to perform control.

When the obstacle detecting means mistakenly detects a continuous obstacle extending diagonally forward with respect to the front center line which is a straight line extending forward from the center of the own vehicle, that is, the above-mentioned obstacle which does not actually exist. When a continuous obstacle is detected, unnecessary automatic steering control with the obstacle as a collision avoidance target is started. At this time, the driver is expected to strongly hold the steering wheel in opposition to the automatic steering control so that the vehicle does not deflect. In this case, the steering avoidance control means tries to continue the automatic steering control while the deflection angle of the own vehicle does not reach the control end angle. Therefore, there is a possibility that the time required for erroneous automatic steering control to be executed becomes long.

Therefore, the steering avoidance control means further includes a vertical movement amount determining means and an automatic steering control execution limiting means. The vertical movement amount determining means defines the front-rear direction of the own vehicle as the vertical direction at the start of the automatic steering control, and whether the vertical movement amount of the own vehicle from the start of the automatic steering control is equal to or greater than the upper limit distance. Judge whether or not. This upper limit distance is set according to the vertical distance from the own vehicle to the point farthest from the own vehicle of continuous obstacles at the start of automatic steering control. For example, the upper limit distance may be set to a value obtained by adding a predetermined margin distance to the vertical distance from the own vehicle to the point farthest from the own vehicle of a continuous obstacle at the start of automatic steering control. ..

When the vertical movement amount determination means determines that the vertical movement amount is equal to or greater than the upper limit distance, the automatic steering control implementation limiting means continuously fails even if the deflection angle of the own vehicle does not reach the control end angle. The automatic steering control performed by the object steering avoidance control means is terminated.

As a result, according to the present invention, when the obstacle detecting means erroneously detects a continuous obstacle, the automatic steering control can be terminated at an early stage. Therefore, it is possible to shorten the period during which the driver feels uncomfortable.

In the above description, in order to help the understanding of the invention, the reference numerals used in the embodiments are attached in parentheses to the constituent elements of the invention corresponding to the embodiment. It is not limited to the embodiment defined by.

It is a schematic system configuration diagram of the collision avoidance support device which concerns on this embodiment. It is a flowchart which shows the continuous obstacle steering avoidance control routine. It is a top view explaining the vertical movement distance and the upper limit distance of own vehicle. It is a top view which shows the avoidance target trajectory of own vehicle. It is a top view which shows the actual track and the avoidance target track of the own vehicle when a continuous obstacle is detected by mistake.

Hereinafter, the vehicle collision avoidance support device according to the embodiment of the present invention will be described with reference to the drawings.

The collision avoidance support device according to the embodiment of the present invention is applied to a vehicle (hereinafter, may be referred to as "own vehicle" to distinguish it from other vehicles). As shown in FIG. 1, the collision avoidance support device includes a driving support ECU 10, a meter ECU 20, an electric power steering ECU 30, and a brake ECU 40.

These ECUs are electronic control units (Electronic Control Units) that include a microcomputer as a main unit, and are connected to each other via a CAN (Controller Area Network) 100 so that information can be transmitted and received. As used herein, a microcomputer includes a CPU, ROM, RAM, non-volatile memory, an interface I / F, and the like. The CPU realizes various functions by executing instructions (programs, routines) stored in ROM. Some or all of these ECUs may be integrated into one ECU.

Further, a plurality of vehicle state sensors 50 for detecting the vehicle state and a plurality of driving operation state sensors 60 for detecting the driving operation state are connected to the CAN 100. The vehicle condition sensor 50 is, for example, a vehicle speed sensor that detects the traveling speed of the vehicle, a wheel speed sensor that detects the rotational speed of the wheels, a front-rear acceleration sensor that detects the acceleration in the front-rear direction of the vehicle, and a lateral acceleration sensor of the vehicle. These include a lateral acceleration sensor and a yaw rate sensor that detects the yaw rate of a vehicle.

The operation operation state sensor 60 detects an accelerator operation amount sensor that detects the operation amount of the accelerator pedal, a brake operation amount sensor that detects the operation amount of the brake pedal, a brake switch that detects the presence or absence of operation of the brake pedal, and a steering angle. These include a steering angle sensor, a steering torque sensor that detects steering torque, and a shift position sensor that detects the shift position of a transmission.

Information (referred to as sensor information) detected by the vehicle state sensor 50 and the driving operation state sensor 60 is transmitted to the CAN 100. In each ECU, the sensor information transmitted to the CAN 100 can be appropriately used. The sensor information is information on a sensor connected to a specific ECU, and may be transmitted from the specific ECU to the CAN 100. For example, the steering angle sensor may be connected to the electric power steering ECU 30. In this case, the sensor information indicating the steering angle is transmitted from the electric power steering ECU 30 to the CAN 100. The same applies to other sensors. Further, a configuration may be adopted in which sensor information is exchanged by direct communication between specific ECUs without interposing a CAN 100.

The driving support ECU 10 is a central control device that assists the driver in driving, and performs collision avoidance support control. This collision avoidance support control is one of the driving support controls, and when an obstacle is detected in front of the own vehicle, the driver is alerted and the possibility of a collision is further increased. In addition, it is a control that avoids a collision between the own vehicle and an obstacle by at least one of automatic braking and automatic steering. Since the collision avoidance support control is generally called PCS control (pre-crash safety control), the collision avoidance support control is hereinafter referred to as PCS control.

The driving support ECU 10 may be configured to perform other driving support control in addition to the PCS control. For example, the driving support ECU 10 may perform lane keeping support control for driving the own vehicle along the center position of the lane.

A camera sensor 11, a radar sensor 12, a buzzer 13, and a setting operator 14 are connected to the driving support ECU 10.

The camera sensor 11 is arranged above the front window in the vehicle interior. The camera sensor 11 includes a camera unit and an image processing unit that analyzes image data obtained by taking a picture by the camera unit. The camera sensor 11 (camera unit) is, for example, a stereo camera that captures the scenery in front of the own vehicle. The camera sensor 11 (image processing unit) recognizes the white line of the road and the three-dimensional object existing in front of the own vehicle based on the captured image, and determines the information (white line information, three-dimensional object information). It is supplied to the operation support ECU 10 in the cycle of. The white line information is information indicating the relative positional relationship (including the direction) between the own vehicle and the white line, the curvature of the white line, and the like. The three-dimensional object information is information indicating the type of the three-dimensional object detected in front of the own vehicle, the size of the three-dimensional object, and the relative positional relationship of the three-dimensional object with respect to the own vehicle.

The radar sensor 12 is provided at the center of the front of the vehicle body and detects a three-dimensional object existing in the front region of the own vehicle. The radar sensor 12 includes a radar transmission / reception unit and a signal processing unit (not shown), and the radar transmission / reception unit emits radio waves in the millimeter wave band (hereinafter, referred to as “millimeter wave”) and has a radiation range. Receives millimeter waves (ie, reflected waves) reflected by a three-dimensional object (eg, another vehicle, pedestrian, bicycle, structure, etc.) existing inside. The signal processing unit uses the own vehicle and a three-dimensional object based on the phase difference between the transmitted millimeter wave and the received reflected wave, the attenuation level of the reflected wave, the time from the transmission of the millimeter wave to the reception of the reflected wave, and the like. The distance to, the relative speed between the own vehicle and the three-dimensional object, the relative position (direction) of the three-dimensional object with respect to the own vehicle, etc. Supply to.

The driving support ECU 10 synthesizes the three-dimensional object information supplied from the camera sensor 11 and the three-dimensional object information supplied from the radar sensor 12 to acquire highly accurate three-dimensional object information.

Hereinafter, the information in front of the own vehicle obtained from the camera sensor 11 and the radar sensor 12 is collectively referred to as front information. Further, the camera sensor 11 and the radar sensor 12 are collectively referred to as a front sensor.

The buzzer 13 sounds by inputting a buzzer ringing signal output from the driving support ECU 10. The driving support ECU 10 sounds the buzzer 13 when notifying the driver of the driving support status and when calling attention to the driver.

The setting operation device 14 is an operation device for the driver to perform various settings, and is provided on the steering wheel, for example. The operation support ECU 10 inputs the setting signal of the setting operation device 14 and performs various setting processes. For example, the setting actuator 14 is used for a selection operation of individually operating / not operating each of the driving support controls such as PCS control.

The meter ECU 20 is connected to the display 21. The display 21 is, for example, a multi-information display provided in front of the driver's seat, and displays various information in addition to displaying measured values of meters such as vehicle speed. For example, when the meter ECU 20 receives a display command according to the driving support status from the driving support ECU 10, the meter ECU 20 causes the display 21 to display the screen specified by the display command. As the display 21, a head-up display (not shown) can be used instead of or in addition to the multi-information display. When a head-up display is adopted, it is preferable to provide a dedicated ECU for controlling the display of the head-up display.

The electric power steering ECU 30 is a control device for the electric power steering device. Hereinafter, the electric power steering ECU 30 will be referred to as an EPS / ECU (Electric Power Steering ECU) 30. The EPS / ECU 30 is connected to the motor driver 31. The motor driver 31 is connected to a steering motor 32 which is a steering actuator. The steering motor 32 is incorporated in a steering mechanism of a vehicle (not shown). The EPS / ECU 30 detects the steering torque input by the driver to the steering handle (not shown) by the steering torque sensor provided on the steering shaft, and controls the energization of the motor driver 31 based on the steering torque. It drives the steering motor 32. Steering torque is applied to the steering mechanism by driving the steering motor 32 to assist the driver's steering operation.

Further, when the EPS / ECU 30 receives a steering command from the driving support ECU 10 via the CAN 100, the EPS / ECU 30 drives the steering motor 32 with a control amount specified by the steering command to generate steering torque. This steering torque is different from the steering assist torque given to lighten the steering operation (steering wheel operation) of the driver described above, and the steering mechanism is given by a steering command from the driving support ECU 10 without requiring the steering operation of the driver. Represents the torque applied to.

The brake ECU 40 is connected to the brake actuator 41. The brake actuator 41 is provided in a hydraulic circuit between a master cylinder (not shown) that pressurizes hydraulic oil by the pedaling force of a brake pedal and a friction brake mechanism 42 provided on the left, right, front, and rear wheels. The friction brake mechanism 42 includes a brake disc 42a fixed to the wheel and a brake caliper 42b fixed to the vehicle body. The brake actuator 41 adjusts the hydraulic pressure supplied to the wheel cylinder built in the brake caliper 42b in response to an instruction from the brake ECU 40, and operates the wheel cylinder by the hydraulic pressure to press the brake pad against the brake disc 42a to cause friction. Generates braking force. Therefore, the brake ECU 40 can control the braking force of the own vehicle by controlling the brake actuator 41.

<PCS control>
Next, PCS control will be described. The driving support ECU 10 determines whether or not the own vehicle collides with a three-dimensional object based on the front information supplied from the front sensor and the vehicle state detected by the vehicle state sensor 50. For example, in the driving support ECU 10, when the three-dimensional object maintains the current moving state (when the three-dimensional object is a stationary object, the stopped state) and the own vehicle maintains the current running state, the own vehicle is a three-dimensional object. Judge whether or not it collides with. When the driving support ECU 10 determines that the own vehicle collides with a three-dimensional object based on the determination result, the driving support ECU 10 determines the three-dimensional object as an obstacle.

When the driving support ECU 10 detects an obstacle, the driving support ECU 10 calculates a collision prediction time TTC, which is a predicted time until the own vehicle collides with the obstacle. The collision prediction time TTC is calculated by the following equation (1) based on the distance d between the obstacle and the own vehicle and the relative speed Vr of the own vehicle with respect to the obstacle.
TTC = d / Vr ・ ・ ・ (1)

This collision prediction time TTC is used as an index showing the high possibility that the own vehicle collides with an obstacle, and the smaller the value, the higher the possibility (risk) that the own vehicle collides with the obstacle. ..

In the PCS control in the present embodiment, the level of the possibility that the own vehicle collides with an obstacle is divided into two stages based on the collision prediction time TTC, and in the initial first stage, the buzzer 13 and the display 21 are used. Give a warning to the driver. In the second stage, when the level of possibility that the own vehicle collides with an obstacle is higher than that in the first stage, collision avoidance support is provided by at least one of automatic braking control and automatic steering control.

In this case, when the collision prediction time TTC drops to the warning threshold TTCw or less, the driving support ECU 10 determines that the level of possibility that the own vehicle collides with an obstacle has reached the first stage, and predicts the collision. When the time TTC further decreases to the operating threshold TTCa (<TTCw) or less, it is determined that the level of possibility that the own vehicle collides with an obstacle has reached the second stage.

Next, the characteristic automatic steering control carried out by the driving support ECU 10 will be described. In the present embodiment, as shown in FIG. 4, a continuous structure X extending obliquely forward with respect to the front center line La, which is a straight line extending forward from the center of the own vehicle A, is detected, and this continuation When there is a high possibility that the own vehicle A collides with a specific structure (called a continuous structure X), the automatic steering that deflects the own vehicle A so that the own vehicle A travels along the continuous structure XA. Implement control. This automatic steering control is particularly called continuous obstacle steering avoidance control. The continuous structure X is, for example, a guardrail or a wall, and the surface facing the own vehicle A can be approximated to a straight line. In this example, the angle formed by the formation direction line Lt of the continuous structure X and the front center line La of the own vehicle A is θt. This θt is called an angle difference θt.

<Continuous obstacle steering avoidance control routine>
FIG. 2 represents a continuous obstacle steering avoidance control routine that specifically shows the continuous obstacle steering avoidance control process performed by the driving support ECU 10. The driving support ECU 10 executes a continuous obstacle steering avoidance control routine at a predetermined calculation cycle.

When the driving support ECU 10 starts the continuous obstacle steering avoidance control routine, whether or not the continuous structure X is detected in front of the own vehicle A based on the front information supplied from the front sensor in step S11. judge.

When the driving support ECU 10 determines that the continuous structure portion X is not detected in front of the own vehicle A (S11: No), the driving support ECU 10 temporarily ends this routine. When the continuous structure X is detected in front of the own vehicle A, the driving support ECU 10 advances the process to step S12 to determine whether or not the own vehicle A is likely to collide with the continuous structure X. judge. In this case, the driving support ECU 10 obtains a collision point estimated to collide with the continuous structure X when the own vehicle A continues the current running state, and the collision prediction time until the own vehicle A reaches the collision point. Calculate TTC. The driving support ECU 10 determines whether or not the own vehicle A is likely to collide with the continuous structure X based on whether or not the collision prediction time TTC is equal to or less than the operating threshold value TTCa.

When the collision prediction time TTC is larger than the operation threshold TTCa, the driving support ECU 10 temporarily ends this routine, and when the collision prediction time TTC is equal to or less than the operation threshold TTCa, the operation proceeds to step S13. Hereinafter, among the continuous structures X, those having a collision prediction time TTC determined to be equal to or less than the operating threshold TTCa are referred to as continuous obstacles X.

In step S13, the driving support ECU 10 calculates an avoidance target trajectory that deflects the own vehicle A in the direction in which the continuous obstacle X extends. In this case, the driving support ECU 10 approximates the continuous obstacle X to a straight line, and the angle difference θt is an angle formed by the formation direction line Lt of the continuous obstacle X and the front center line La (front-rear axis) of the own vehicle A. Is calculated, and the angle obtained by adding a slight margin angle θm to the angle difference θt is set to the control end angle θ * (= θt + θm). The margin angle θm is a value set so that the own vehicle can be deflected by at least an angle difference θt even if a control error or the like occurs in consideration of a control error or the like in automatic steering control.

The driving support ECU 10 calculates an avoidance target trajectory which is a trajectory for avoiding a collision with the continuous obstacle X by deflecting the own vehicle A to the control end angle θ *. Therefore, the avoidance target trajectory is the target trajectory of the own vehicle A from the current position to the position where the deflection angle of the own vehicle A reaches the control end angle θ *. The deflection angle of the own vehicle A represents the angle at which the own vehicle A is deflected from the present time (the start time of the automatic steering control). The avoidance target trajectory is, for example, the trajectory indicated by the arrow represented by the reference numeral R in FIG.

When the driving support ECU 10 calculates the avoidance target trajectory, the process proceeds to step S14 to start automatic steering control for driving the own vehicle A along the avoidance target trajectory.

First, in step S14, the driving support ECU 10 calculates a steering control amount (for example, a target steering angle) for driving the own vehicle A along the avoidance target trajectory based on the avoidance target trajectory.

Subsequently, in step S15, the driving support ECU 10 transmits a steering command indicating a steering control amount to the EPS / ECU 30. As a result, the EPS / ECU 30 controls the operation of the motor driver 31 so that the steering control amount can be obtained. In this way, the steering angle of the steering wheel is controlled by the automatic steering control without requiring the steering operation of the driver.

Subsequently, in step S16, the driving support ECU 10 determines whether or not the own vehicle A is deflected to the control end angle θ *. At the beginning of the automatic steering control, the own vehicle A is not deflected to the control end angle θ *. In this case, the driving support ECU 10 proceeds to the process in step S17. The deflection angle of the own vehicle A is obtained, for example, by integrating the yaw rate detected by the yaw rate sensor.

In step S17, the driving support ECU 10 determines whether or not the elapsed time t since the start of the automatic steering control has reached the time limit tmax. The driving support ECU 10 includes a timer for measuring the elapsed time t since the start of the automatic steering control, and compares the elapsed time t, which is the timer value, with the time limit tmax. This time limit tmax is the time limit for automatic steering control. This time limit tmax is set to a longer time. This is because if the time limit tmax is set short, it may end while the automatic steering control is being normally executed.

At the beginning of the automatic steering control, the elapsed time t is less than the time limit tmax (S17: No). In this case, the driving support ECU 10 proceeds to the process in step S18.

In step S18, the driving support ECU 10 determines whether or not the vertical movement distance Dx of the own vehicle A has reached the upper limit distance Dmax since the automatic steering control was started. Here, the upper limit distance will be described.

As shown in FIG. 3, the front-rear direction of the own vehicle A at the start of automatic steering control is defined as the vertical direction. The vertical movement distance Dx of the own vehicle A represents the vertical movement distance of the own vehicle A during automatic steering control. The upper limit distance Dmax is the vertical distance D1 (farthest point distance) from the front end of the own vehicle A to the point P (farthest point) farthest from the own vehicle A of the continuous obstacle X at the start of automatic steering control. It is a distance set according to (referred to as D1), and is a vertical movement distance of the own vehicle A that limits the continuation of automatic steering control. In the present embodiment, the upper limit distance Dmax is obtained by adding the margin distance Dm to the farthest point distance D1 (Dmax = D1 + Dm).

The automatic steering control for avoiding a collision with the continuous obstacle X is basically continued until the deflection angle of the own vehicle reaches the control end angle θ *. However, if the front sensor erroneously detects a continuous obstacle X'(when a continuous obstacle X'that does not actually exist), the driver automatically controls the steering so that the vehicle A does not deflect. It is expected that the steering wheel will be strongly held in opposition to. Therefore, even if the own vehicle A passes a continuous obstacle X'(a continuous obstacle that is erroneously recognized) to be a collision avoidance target, the automatic steering control is continued (see FIG. 5).

Therefore, in the present embodiment, the vertical movement distance Dx of the own vehicle A capable of continuing the automatic steering control is limited so that the automatic steering control is not continued indefinitely. The limit value of the vertical movement distance Dx is the upper limit distance Dmax.

The driving support ECU 10 calculates the vertical movement distance Dx of the own vehicle A after starting the automatic steering control in a predetermined calculation cycle, and in step S18, whether or not the vertical movement distance Dx is equal to or greater than the upper limit distance Dmax. Is determined. At the beginning of the automatic steering control, it is determined as "No". In this case, the operation support ECU 10 returns the process to step S14 and repeats the above-described process. Therefore, basically, the direction of the own vehicle A approaches the direction (formation direction) of the continuous obstacle X by the automatic steering control. However, when the driver strongly holds the steering wheel in opposition to the automatic steering control, the deflection of the own vehicle A is suppressed.

When the driving support ECU 10 detects that the own vehicle A is deflected to the control end angle θ * by executing the automatic steering control (S16: Yes), the driving support ECU 10 ends this routine. Therefore, the automatic steering control ends when the deflection angle of the own vehicle A reaches the control end angle θ *. This avoids a collision with the continuous obstacle X.

Further, when the elapsed time t reaches the time limit tmax in the middle of the automatic steering control (S17: Yes), the driving support ECU 10 ends this routine. Therefore, the automatic steering control ends when the execution time of the automatic steering control reaches the time limit tmax.

Further, when the vertical movement distance Dx of the own vehicle A reaches the upper limit distance Dmax during the automatic steering control (S18: Yes), the driving support ECU 10 ends this routine. Therefore, the automatic steering control ends even if the deflection angle of the own vehicle A does not reach the control end angle θ *. As a result, even if the front sensor erroneously detects the continuous obstacle X'and automatic steering control is performed with the detected continuous obstacle X'as the collision avoidance target, the own vehicle A passes through the continuous obstacle X'. And the automatic steering control ends.

According to the collision avoidance support device of the present embodiment described above, when the continuous obstacle X is detected, the vehicle A is deflected in the extending direction of the continuous obstacle X in the extending direction of the continuous obstacle X. An avoidance target trajectory that deflects the own vehicle A up to the control end angle θ * set accordingly is set, and automatic steering control is performed so that the own vehicle A travels along the avoidance target trajectory.

Further, when the vertical movement distance Dx of the own vehicle A reaches the upper limit distance Dmax during the automatic steering control, the automatic steering is performed even if the deflection angle of the own vehicle A does not reach the control end angle θ *. Control ends. Therefore, even if the front sensor erroneously detects the continuous obstacle X', the automatic steering control can be terminated early.

For example, the automatic steering control can be terminated by the time limit tmax, but when the automatic steering control is normally executed (when the continuous obstacle X is correctly detected), the time is in the middle of the automatic steering control. It is necessary not to end due to restrictions. Therefore, the time limit tmax cannot be set to a shorter time.

On the other hand, in the present embodiment, even if the front sensor erroneously detects the continuous obstacle X', the process of step S18 is incorporated, so that the automatic steering control is terminated early. Can be done. As a result, it is possible to shorten the period during which the driver feels uncomfortable.

Although the collision avoidance support device according to the present embodiment has been described above, the present invention is not limited to the above embodiment, and various modifications can be made without departing from the object of the present invention.

For example, continuous obstacle steering avoidance control may be performed in parallel with automatic brake control, or may be performed independently without performing automatic brake control. Further, for example, the continuous obstacle steering avoidance control may be performed only when it is determined that the collision avoidance cannot be performed only by the automatic brake control.

Further, in the present embodiment, the automatic steering control is performed based on the front information of the own vehicle, but for example, the rear periphery of the own vehicle (for example, the left rear side and the right rear side). It may be configured to include a rear sensor including a radar sensor and a camera sensor for detecting the above, and to acquire rear information of the own vehicle. In this case, collision avoidance support by automatic steering control can be provided while monitoring other vehicles traveling behind the own vehicle.

10 ... Driving support ECU, 11 ... Camera sensor, 12 ... Radar sensor, 13 ... Buzzer, 14 ... Setting operator, 20 ... Meter ECU, 21 ... Display, 30 ... Electric power steering ECU, 31 ... Motor driver, 32 ... Steering motor, 40 ... Brake ECU, 41 ... Brake actuator, 42 ... Friction brake mechanism, 50 ... Vehicle status sensor, 60 ... Driving operation status sensor, A ... Own vehicle, t ... Elapsed time, tmax ... Time limit, Dx ... Vertical movement distance, Dmax ... Upper limit distance, D1 ... Farthest point distance, Dm ... Margin distance, X, X'... Continuous obstacle (continuous structure), P ... Farthest point, R ... Avoidance target trajectory.

Claims (1)

Obstacle detection means for detecting obstacles in front of the vehicle and
A collision avoidance support device including a steering avoidance control means for performing automatic steering control for avoiding a collision between the own vehicle and the obstacle when the own vehicle is likely to collide with the obstacle. In
The steering avoidance control means
When the obstacle detecting means detects a continuous obstacle extending diagonally forward with respect to the front center line which is a straight line extending forward from the center of the own vehicle, the continuous obstacle is detected. The automatic steering control is started so as to deflect the own vehicle in the extending direction, and when the deflection angle of the own vehicle reaches the control end angle set according to the extending direction of the continuous obstacle, the said Continuous obstacle steering avoidance control means to end automatic steering control,
The front-rear direction of the own vehicle at the start of the automatic steering control is defined as the vertical direction, and the amount of vertical movement of the own vehicle from the start of the automatic steering control is the continuous amount at the start of the automatic steering control. A vertical movement amount determining means for determining whether or not the obstacle is equal to or greater than the upper limit distance set according to the vertical distance from the own vehicle to the point farthest from the own vehicle.
When the vertical movement amount determination means determines that the vertical movement amount is equal to or greater than the upper limit distance, the continuous obstacle steering is performed even if the deflection angle of the own vehicle does not reach the control end angle. A collision avoidance support device including an automatic steering control execution limiting means for terminating the automatic steering control executed by the avoidance control means.

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