JP2022113461A - Vehicle control device - Google Patents

Abstract

To prevent a collision avoidance support function to be unnecessarily activated, despite a driver's intent, due to a relation of travel states between a mobile object and an own vehicle.SOLUTION: A vehicle control device: activates a collision avoidance support function on the basis of a possibility of a collision of an own vehicle with an object T traveling in front thereof or at the back thereof; determines whether or not the object T is going to depart from a travel path of the own vehicle A (Steps S108 and S109); and prevents the collision avoidance support function from being activated when determining that the object T is going to depart from the travel path of the own vehicle A (Step S110).SELECTED DRAWING: Figure 2

Description

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a vehicle control device that performs control related to a collision avoidance support function.

Recent vehicles such as automobiles are equipped with a collision avoidance support function that avoids collisions between the vehicle and a target or reduces the damage caused by collisions as one of the driving support functions that assists the driving of the vehicle. It's becoming

A vehicle equipped with this collision avoidance support function detects, for example, the relative speed and relative distance between the vehicle and the target, and uses this information to predict the possibility of a collision between the vehicle and the target. be done. Then, when it is predicted that there is a possibility of a collision, a collision warning is output to alert the driver of the vehicle, and the brakes are automatically actuated (see, for example, Patent Document 1).

JP 2008-132867 A

However, depending on the relationship between the traveling target and the vehicle, the collision avoidance support function such as braking may not be necessary, but the collision avoidance support function may be activated contrary to the driver's intention. There is a risk that it will be lost.

SUMMARY OF THE INVENTION It is an object of the present invention to provide a vehicle control device that can suppress unnecessary activation of a collision avoidance support function that is not intended by the driver, according to the relationship between the running target and the vehicle.

In order to achieve the above object, a vehicle control device according to the present invention is a vehicle control device that is mounted in a vehicle and performs control related to a collision avoidance support function that assists driving of the vehicle. function activation means for activating the collision avoidance support function based on the possibility of collision with a target; determination means for determining whether or not the target is retreating from the traveling path of the vehicle; and suppressing means for suppressing operation of the collision avoidance support function by the function operating means with respect to the target when it is determined that the target will recede from the traveling path of the vehicle.

According to this configuration, when it is determined that the traveling target is going to retreat from the travel path of the own vehicle (the vehicle equipped with the vehicle control device), the collision avoidance support function is activated for the traveling target. By suppressing , the unnecessary operation of the collision avoidance support function can be suppressed. As a result, it is possible to suppress unnecessary operation of the collision avoidance support function, which is different from the driver's intention to increase the vehicle speed on the assumption that the vehicle will not collide with a target that is retreating from the travel path of the own vehicle.

Further, the determination means may determine that the target will leave the travel route of the vehicle when it recognizes that the target will change lanes from the travel lane of the vehicle.

According to this, it is possible to suppress the unnecessary operation of the collision avoidance support function when the traveling target moves from the traveling lane of the own vehicle and the target retreats from the traveling path of the own vehicle.

The vehicle may further include lane recognition means for recognizing a lane bordering a lane in which the vehicle is traveling, and the determination means may detect when it is recognized that the target crosses the lane recognized by the lane recognition means. It may be determined that the target will retreat from the traveling path of the vehicle at the time of the operation.

According to this, it is possible to suppress the unnecessary operation of the collision avoidance support function when the traveling target straddles the lane and retreats from the traveling path of the own vehicle.

Further, the direction in which the suppression means suppresses the operation of the collision avoidance support function is determined to be a collision avoidance time required for collision avoidance by the collision avoidance support function to retreat from the traveling path of the vehicle. a second collision avoidance time based on a second deceleration greater than the first deceleration from a first collision avoidance time based on the first deceleration when it is not determined that the vehicle is to retreat from the travel path; It may be to make

According to this, when it is determined that the vehicle is going to retreat from the traveling path, rather than preventing the operation of the collision assist avoidance function, the vehicle can avoid colliding with the target. While activating the collision avoidance support function, unnecessary activation of the collision avoidance support function can be suppressed. That is, when the collision avoidance support function is really necessary for collision avoidance, the collision avoidance support function is activated based on the second collision avoidance time.

ADVANTAGE OF THE INVENTION According to this invention, the operation|movement of the unnecessary collision avoidance assistance function which is different from a driver's intention can be suppressed according to the relationship of the driving|running|working target object and the own vehicle.

1 is a block diagram showing the configuration of a vehicle control system according to one embodiment of the present invention; FIG. FIG. 5 is a diagram showing the flow of a collision avoidance support function activation timing setting process; FIG. 4 is a diagram showing a flow of collision avoidance support function activation determination processing;

BEST MODE FOR CARRYING OUT THE INVENTION Below, embodiments of the present invention will be described in detail with reference to the accompanying drawings.

<Vehicle control system>
FIG. 1 is a block diagram showing the configuration of a vehicle control system 1 according to one embodiment of the present invention.

The vehicle control system 1 is a system that is mounted on a vehicle (hereinafter, referred to as “self-vehicle A” for convenience of explanation) and performs control related to functions for assisting the operation of self-vehicle A. One of the functions for assisting the driving of own vehicle A is a target such as own vehicle A and a vehicle in front (hereinafter referred to as "preceding vehicle B" for convenience of explanation) (hereinafter for convenience of explanation, (referred to as "target T"). This collision avoidance support function includes a collision warning function that warns of the possibility of a collision before the automatic braking is activated, and a primary braking function that uses automatic braking to prompt the driver to take action to avoid a collision. A primary braking function (gradual braking function) that decelerates at the instructed deceleration (for example, 0.01 G), and automatic braking to reduce self-vehicle A from the primary braking instructed deceleration in order to avoid collisions and reduce collision damage. A secondary brake function (strong brake function) that decelerates at a large secondary brake instruction deceleration is included, and as the possibility of collision between the vehicle A and the target T increases, the collision warning function, the primary The brake function and the secondary brake function are supposed to operate in this order.

In the present embodiment, the primary braking time, which is the operating time of the primary braking function, and the secondary braking command deceleration when the secondary braking function is operating are:
(1) One primary brake time (hereinafter referred to as "normal primary brake time") (for example, 1.0 second) and one secondary brake instruction deceleration (hereinafter referred to as "normal secondary brake instruction Deceleration".) (For example, when using 0.8 G),
(2) Another primary braking time shorter than the normal primary braking time (hereinafter referred to as "limit primary braking time") (for example, 0.8 seconds) and a secondary braking time longer than the normal secondary braking deceleration A case where another secondary brake commanded deceleration (hereinafter referred to as a "limit secondary brake commanded deceleration") (for example, 0.9 G), which is the maximum possible deceleration according to the specification of the automatic brake, is used. There is In (2) above, the primary brake time is set shorter than the normal primary brake time, and the secondary brake command deceleration is set to be greater than the normal secondary brake command deceleration and to the maximum possible from the specifications of the automatic brake. It may be less than the deceleration.

The vehicle control system 1 includes an ECU (Electronic Control Unit) 11 . The ECU 11 includes a microcomputer (microcontroller) 12 . The microcomputer 12 incorporates a CPU 13 and a memory 14 . In addition to the ECU 11, the own vehicle A is equipped with a plurality of ECUs for controlling each part, and the ECU 11 is connected to other ECUs so as to be capable of two-way communication by a CAN (Controller Area Network) communication protocol. there is

In addition, the vehicle A is equipped with a camera 21 . The camera 21 is, for example, a stereo camera configured by image sensors for both left and right eyes and capable of continuously capturing images at a predetermined frame rate. It is installed in front of the room mirror in the center of the front part of the passenger compartment. The camera 21 outputs a pair of image data input from the left and right eye image sensors as an output signal. An output signal from the camera 21 is input to the ECU 11 . The principle of triangulation is to extract the target pixels corresponding to the same object from each image captured by the image sensors of the left and right eyes, and detect the amount of positional deviation of the target pixels between the pair of images. , it is possible to calculate the distance to the same object.

The own vehicle A is equipped with a hydraulic brake system. The brake system includes a brake pedal, a brake booster, a master cylinder, a brake actuator 25 and brakes provided on each wheel. The brake pedal is arranged at a position that is convenient for foot operation with the right foot of the driver sitting in the driver's seat. When the brake pedal is stepped on, the force applied to the brake pedal is transmitted to the brake booster. The brake booster utilizes the negative pressure generated in the intake system of the engine, and the pressure difference between the negative pressure and the atmospheric pressure amplifies the force applied to the brake pedal. The force amplified by the brake booster is transmitted from the brake booster to the master cylinder, and hydraulic pressure corresponding to the force is generated from the master cylinder. The hydraulic pressure of the master cylinder is transmitted to the brake actuator 25, the hydraulic pressure is supplied from the brake actuator 25 to the wheel cylinder of the brake provided for each wheel, and the hydraulic pressure applies braking force to the wheel from each brake. The brake actuator 25 has an electric pump built therein. When the automatic brake is activated, the electric pump is driven by electric power from the battery, and hydraulic pressure generated by the electric pump is supplied to each wheel cylinder.

In addition, the own vehicle A is equipped with an alarm device 26 . The alarm device 26 outputs various alarms, and the alarms may be output by light, sound or voice.

Hereinafter, a collision avoidance support function activation timing setting process for setting the activation timing of the collision avoidance support function, and a collision avoidance support function that determines the activation of the collision avoidance support function, which is performed subsequent to the collision avoidance support function activation timing setting process. Operation determination processing will be described. The collision avoidance support function activation timing setting process and the collision avoidance support function activation determination process are performed at a predetermined cycle (for example, 50 ms).

Further, in the collision avoidance support function activation timing setting process and the collision avoidance support function activation determination process, while the vehicle A is traveling forward, the target T for which the collision avoidance support function is to be activated is traveling in front of the vehicle A. A case in which the preceding vehicle B is to

<Collision avoidance support function activation timing setting process>
FIG. 2 is a diagram showing the flow of the collision avoidance support function activation timing setting process for setting the activation timing of the collision avoidance support function.

In the host vehicle A, the CPU 13 of the ECU 11 executes each processing step of the collision avoidance support function activation timing setting process for setting the activation timing of the collision avoidance support function.

In the collision avoidance support function activation timing setting process, first, based on the imaging result of the camera 21, the lane in which the host vehicle A is traveling (hereinafter referred to as "traveling lane R" for convenience of explanation) is displayed. It is determined whether or not there is a preceding vehicle B traveling in front of the vehicle A (step S101).

When it is determined that the preceding vehicle B does not exist in the determination process of step S101 (NO in step S101), neither the current TTC described later, the normal TTC described later, nor the limit TTC described later is calculated, and the automatic braking function is performed. (Primary brake function, secondary brake function) and other collision avoidance support functions are determined not to operate (step S102), and the collision avoidance support function activation timing setting process of FIG. 2 is terminated.

On the other hand, when it is determined that the preceding vehicle B exists in the determination process of step S101 (YES in step S101), calculation of current TTC (Time to Collision) and calculation of normal TTC are started (step S103), and step S104. proceed to the processing of

The current TTC is the estimated time until the vehicle A collides with the preceding vehicle B, which is calculated from the relative distance between the vehicle A and the preceding vehicle B and the relative distance. It is possible. Based on a pair of images taken by the image sensors of the left and right eyes constituting the camera 21, the relative distance between the vehicle A and the preceding vehicle B is calculated, and the distance between the vehicle A and the preceding vehicle B in the current frame is calculated. The relative speed between vehicle A and preceding vehicle B is calculated from the relative distance, the relative distance in the previous frame, and the time between both frames, and the relative distance between vehicle A and preceding vehicle B in the current frame is calculated. The current TTC is calculated from the calculated relative velocity.

Normally, the TTC operates the primary brake function at the normal primary braking time and the primary brake commanded deceleration, and when the secondary brake function is normally operated at the secondary brake commanded deceleration, the vehicle A is automatically braked. This is the time required for self-vehicle A to avoid collision with preceding vehicle B when the relative speed with preceding vehicle B becomes zero.

It is determined whether or not the turn lamps of the preceding vehicle B are in a blinking state based on the imaging results of a plurality of frames including the most recent frame of the camera 21 (step S104).

If it is determined that the turn lamps of the preceding vehicle B are not flashing in the determination process of step S104 (NO in step S104), the driver of the preceding vehicle B does not intend to change lanes from the driving lane R, and the driver of the preceding vehicle B will continue to run on the driving lane R, and if the automatic brake function (primary brake function, secondary brake function) is not activated, the automatic brake function (primary brake function, secondary brake function) is stored in the memory 14 and set, and the normal secondary brake command deceleration is stored in the memory 14 and set as the secondary brake command deceleration ( Step S105), the collision avoidance support function activation timing setting process of FIG. 2 is ended. Normally, when setting the operation timing of each function of the automatic brake function (primary brake function, secondary brake function) based on TTC, (1) the primary brake operation start reference time, which is the standard for starting the operation of the primary brake function; be the normal TTC (the total time of the normal primary braking time when calculating the normal TTC and the time required to operate the secondary brake function at the normal secondary brake commanded deceleration in the normal TTC), and (2 ) The secondary brake operation start reference time, which is the reference for starting the operation of the secondary brake function, is set to the time at which the operation of the secondary brake function is required at the normal secondary brake command deceleration in the normal TTC. A predetermined time (hereinafter referred to as "collision warning time") is stored in the memory 14 as a reference time for starting the collision warning function, which serves as a reference for starting the operation of the collision warning function.

On the other hand, when it is determined that the turn lamps of the preceding vehicle B are blinking in the determination processing of step S104 (YES in step S104), the driver of the preceding vehicle B intends to change lanes from the driving lane R, It is determined that there is a possibility that vehicle B may retreat from the travel route of host vehicle A, and calculation of limit TTC is started (step S106).

The limit TTC operates the primary brake function with the limit primary brake time (shorter time than the normal primary brake time when calculating the normal TTC), the primary brake command deceleration, and the limit secondary brake command deceleration (normal When the secondary brake function is activated with a deceleration greater than the secondary brake instruction deceleration (the maximum possible deceleration under the specifications of the automatic brake), the automatic brake reduces the relative speed between host vehicle A and preceding vehicle B to 0. This is the time required for self-vehicle A to avoid collision with preceding vehicle B.

Here, when the normal TTC and the limit TTC are calculated as described above, the automatic braking functions (primary braking function, secondary braking function) based on the limit TTC are the automatic braking functions (primary braking function, secondary braking function) based on the normal TTC. After the own vehicle A approaches the preceding vehicle B, the operation starts rather than the secondary brake function).

Based on the imaging result of the camera 21, it is determined whether or not the center of the back of the preceding vehicle B can be seen (step S107). If it is determined in the determination process of step S107 that the back center of the preceding vehicle B is not visible (NO in step S107), the process proceeds to step S111.

On the other hand, if it is determined that the center of the back of the preceding vehicle B can be seen in the determination process of step S107 (YES in step S108), the lane in which the vehicle A is traveling (running lane) is determined based on the imaging result of the camera 21. R) (“white line” in this embodiment) is recognized, and it is determined whether or not there is a white line straddle at the center position of the back of the preceding vehicle B (step S108). If it is determined in the determination process of step S108 that there is no white line crossing at the center position of the back surface of the preceding vehicle B (NO in step S108), the process proceeds to step S111. On the other hand, if it is determined in the determination process of step S108 that the preceding vehicle B has crossed over the white line at the center position of the back surface (YES in step S108), there is a possibility that the preceding vehicle B will retreat from the travel path of the vehicle A. Then, the process proceeds to step S109.

In step S108, it is determined whether or not there is a possibility that the preceding vehicle B will retreat from the traveling path of the host vehicle A using the white line. However, it is not limited to this. For example, (1) it is determined whether or not the edge (for example, tire) of the preceding vehicle B crosses the white line, and the preceding vehicle If the edge of B (for example, a tire) crosses the white line, it may be determined that there is a possibility that the preceding vehicle B will retreat from the traveling path of the own vehicle A. If the preceding vehicle B enters within a predetermined distance from the white line, it may be determined that there is a possibility that the preceding vehicle B may retreat from the traveling path of the own vehicle A. .

Based on the imaging results of a plurality of frames including the most recent frame of the camera 21, it is determined whether or not the blinking state of the turn lamp of the preceding vehicle B continues (step S109). If it is determined in the determination process of step S109 that the turn lamps of the preceding vehicle B do not continue to flash (NO in step S109), the process proceeds to step S111.

On the other hand, if it is determined in the determination process in step S109 that the turn lamps of the preceding vehicle B continue to flash (YES in step S109), the driver of the preceding vehicle B intends to change lanes from the driving lane R. It is determined that there is a possibility that the preceding vehicle B may retreat from the traveling path of the vehicle A, and if the automatic braking function (primary braking function, secondary braking function) is not activated, based on the limit TTC is stored in the memory 14 and set as a reference for starting the operation of each function of the automatic brake function (primary brake function, secondary brake function), and the limit secondary brake instruction deceleration is set to the secondary brake The commanded deceleration is stored in the memory 14 and set (step S110), and the collision avoidance support function activation timing setting process of FIG. 2 ends. In setting the operation timing of each function of the automatic brake function (primary brake function, secondary brake function) based on the limit TTC, (1) the primary brake operation start reference time, which is the standard for starting the operation of the primary brake function; be the limit TTC (the total time of the limit primary brake time at the time of calculation of the limit TTC and the time required to operate the secondary brake function at the limit secondary brake command deceleration at the limit TTC), and (2 ) The secondary brake operation start reference time, which is the reference for starting the operation of the secondary brake function, is the time required to operate the secondary brake function at the limit secondary brake command deceleration at the limit TTC. A predetermined time (the collision warning time) is stored in the memory 14 as a reference time for starting the collision warning function, which is a reference for starting the operation of the collision warning function.

In the processing of step S111, it is determined whether or not the preceding vehicle B has disappeared based on the imaging result of the camera 21 (step S111).

When it is determined that the preceding vehicle B has disappeared in the determination process of step S111 (YES in step S111), all calculations of the current TTC, normal TTC, and limit TTC are also stopped, and the automatic brake function (primary brake function, 2 Next brake function) and other collision avoidance support functions are determined not to be activated (step S112), and the collision avoidance support function activation timing setting process of FIG. 2 is terminated.

On the other hand, when it is determined that the preceding vehicle B has not disappeared in the determination process of step S111 (NO in step S111), it is determined that the preceding vehicle B continues to travel on the travel route of the own vehicle A, and the current TTC is determined. is less than the normal TTC, that is, whether or not the vehicle A cannot avoid collision with the preceding vehicle B with the automatic braking function based on the normal TTC (step S113).

If it is determined in the determination process in step S113 that the current TTC is less than the normal TTC, that is, if it is determined that the automatic braking function based on the normal TTC cannot avoid the vehicle A colliding with the preceding vehicle B (YES in step S113). , If the automatic brake function (primary brake function, secondary brake function) is not activated, the limit TTC is used as the basis for starting the operation of each function of the automatic brake function (primary brake function, secondary brake function) based on the limit TTC. Each operation timing is stored and set in the memory 14, the limit secondary brake command deceleration is stored and set in the memory 14 as the secondary brake command deceleration (step S114), and the collision avoidance support function of FIG. End the timing setting process. In setting the operation timing of each function of the automatic brake function (primary brake function, secondary brake function) based on the limit TTC, (1) the primary brake operation start reference time, which is the standard for starting the operation of the primary brake function; be the limit TTC (the total time of the limit primary brake time at the time of calculation of the limit TTC and the time required to operate the secondary brake function at the limit secondary brake command deceleration at the limit TTC), and (2 ) The secondary brake operation start reference time, which is the reference for starting the operation of the secondary brake function, is the time required to operate the secondary brake function at the limit secondary brake command deceleration at the limit TTC. A predetermined time (the collision warning time) is stored in the memory 14 as a reference time for starting the collision warning function, which is a reference for starting the operation of the collision warning function.

On the other hand, if it is determined in the determination process in step S113 that the current TTC is equal to or greater than the normal TTC, that is, if it is determined that the vehicle A can avoid a collision with the preceding vehicle B by operating the automatic braking function based on the normal TTC (step NO in S113), the process proceeds to step S105, and the above-described processing is performed in step S105. Then, the collision avoidance support function activation timing setting process of FIG. 2 ends.

<Collision avoidance support function activation determination process>
FIG. 3 is a diagram showing the flow of the collision avoidance support function activation determination process.

In the host vehicle A, the CPU 13 of the ECU 11 executes each processing step of the collision avoidance support function activation determination process for determining whether or not to activate the collision warning function, the primary brake function and the secondary brake function.

In the function activation determination process, first, when the preceding vehicle B is present and the collision warning function is not activated, when the current TTC becomes equal to or less than the collision warning activation start reference time stored in the memory 14, the collision warning function is activated. It decides to start the operation and activates the collision warning function (step S201). As a result, a warning sound is output from the warning device 26 by the collision warning function.

When the current TTC becomes equal to or less than the primary brake operation start reference time stored in the memory 14 in a state where the collision warning function is activated and the primary brake function is not activated, it is determined to start the operation of the primary brake function. Then, the primary brake function is operated at the primary brake instruction deceleration stored in the memory 14 (step S202).

In a state where the primary brake function is activated and the secondary brake function is not activated, when the current TTC becomes equal to or less than the secondary brake activation start reference time stored in the memory 14, activation of the secondary brake function is started. Then, the secondary brake function is activated at the secondary brake instruction deceleration stored in the memory 14 (step S203), and the collision avoidance support function activation determination process of FIG. 3 is terminated. Here, the secondary brake command deceleration stored in the memory 14 is the normal secondary brake command deceleration set based on the normal TTC in the processing step of step S105, or the normal secondary brake command deceleration set in the processing steps of steps S110 and S114. This is the limit secondary brake command deceleration set based on the limit TTC.

<effect>
As described above, when it is determined that the preceding vehicle B will not retreat from the traveling path of the host vehicle A, the primary braking time with the primary braking function is set to the normal primary braking time, and the secondary braking function is used. is used as the normal secondary deceleration to calculate the normal TTC. On the other hand, when it is determined that the preceding vehicle B is going to retreat from the traveling path of the host vehicle A, the primary braking time in the primary braking function is the limit primary braking time, which is shorter than the normal primary braking time. , the limit TTC is calculated with the secondary command deceleration in the secondary brake function as the limit secondary command deceleration, which is the maximum possible deceleration in the specifications of the automatic brake, which is larger than the normal secondary command deceleration. The primary braking function and secondary braking function based on the limit TTC calculated in this way are activated after the host vehicle A approaches the preceding vehicle B, respectively, rather than the primary braking function and secondary braking function based on the normal TTC. will do. For this reason, when it is determined that the preceding vehicle B will retreat from the traveling route of the vehicle A, the primary vehicle B for the preceding vehicle B is more effective than the case where the preceding vehicle B is not judged to retreat from the traveling route of the own vehicle A. It tends to suppress the operation of the brake function and the secondary brake function, and it is possible to suppress the unnecessary operation of the primary brake function and the secondary brake function. As a result, it is possible to suppress the operation of the unnecessary collision avoidance support function, which is different from the driver's intention to increase the vehicle speed on the assumption that the vehicle A will not collide with the preceding vehicle B that is retreating from the travel path of the own vehicle A.

Further, when it is determined that the preceding vehicle B is going to retreat from the traveling path of the vehicle A, instead of preventing the operation of the primary brake function and the secondary brake function, the vehicle A is While activating the primary and secondary braking functions based on the limit TTC so as to avoid colliding with the preceding vehicle B, unnecessary activation of the primary and secondary braking functions can be suppressed. That is, on the basis of the limit TTC, the primary and secondary braking functions can be activated if they are really necessary for collision avoidance.

In addition, there is a preceding vehicle B, and after confirming that the turn lamps of the preceding vehicle B are blinking, there is no crossing over the white line at the center of the back of the preceding vehicle B, or the turn lamps of the preceding vehicle B continue to be blinking. If the current TTC is less than the normal TTC, the vehicle A cannot avoid collision with the preceding vehicle B with the automatic braking function based on the normal TTC. By using the automatic braking function, self-vehicle A can avoid collision with preceding vehicle B.

In addition, when it is recognized that the preceding vehicle B has crossed over the white line and the turn lamps continue to flash, and the preceding vehicle B has retreated from the traveling path of the own vehicle A, unnecessary primary brake function and secondary brake function It is possible to suppress the operation of the brake function.

<Modification>
Although one embodiment of the present invention has been described above, the present invention can also be implemented in other forms.

For example, it is determined whether or not there is a white line crossing at the center position of the back surface of the preceding vehicle B, and it is determined that there is a white line crossing, and it is determined whether or not the turn lamp of the preceding vehicle B continues to flash. is determined to be in a flashing state, the primary brake operation start reference time and the secondary brake operation start reference time are set based on the limit TTC, but the present invention is not limited to this. For example, (1) When it is determined whether or not there is a white line crossing at the center position of the back surface of the preceding vehicle B, and when it is determined that there is a white line crossing, the primary brake operation start reference time and the secondary brake are determined based on the limit TTC. (2) It is determined whether or not the blinking state of the turn lamps of the preceding vehicle B continues, and if it is determined that the blinking state continues, The primary brake operation start reference time and the secondary brake operation start reference time may be set based on the limit TTC.

In addition, although the collision warning activation start reference time is set to be the same in all cases, it is not limited to this. For example, the collision warning activation start reference time is determined based on the normal TTC, In this case, the collision warning activation start reference time determined based on the limit TTC is made shorter than the collision warning activation start reference time determined based on the normal TTC ( That is, the collision warning function based on the limit TTC is activated after the host vehicle A approaches the preceding vehicle B more than the collision warning function based on the normal TTC).

Also, if the preceding vehicle B that is about to turn left or right at the intersection is the target T to which the collision avoidance support function is applied, the intersection is not marked with a white line. If it is in the vicinity, the determination process of step S108 in FIG. 2 may be skipped. If it is in the vicinity of an intersection, a virtual white line is drawn near the intersection from the white lines before and after the intersection that can be recognized based on the imaging result of the camera 21 in the determination processing in step S108 of FIG. It may be determined whether or not there is a virtual white line straddle at the center position of B's back surface.

In the above embodiment, the contents of FIGS. 2 and 3 are such that the host vehicle A travels backward (backwards), and the target T for which the host vehicle A activates the collision avoidance support function is the target T of the host vehicle. It can also be applied to a following vehicle traveling behind A by replacing the preceding vehicle B with a following vehicle.

Further, the contents described in the above embodiments and modified examples can be applied to various vehicles such as gasoline vehicles, electric vehicles, and hybrid vehicles.

In addition, various design changes can be made to the above configuration within the scope of the matters described in the claims.

1: Vehicle Control System 11: ECU (Vehicle Control Device, Function Actuating Means, Judging Means, Suppressing Means, Lane Recognizing Means)
21: camera 25: brake actuator 26: alarm

Claims (4)

A vehicle control device that is mounted on a vehicle and performs control related to a collision avoidance support function that supports driving of the vehicle,
function activation means for activating the collision avoidance support function based on the possibility of collision with a moving target;
a judgment means for judging whether or not the target is retreating from the traveling path of the vehicle;
suppressing means for suppressing operation of the collision avoidance support function by the function operating means with respect to the target when the determining means determines that the target will retreat from the traveling path of the vehicle. A vehicle control device characterized by: 2. The vehicle according to claim 1, wherein the determining means determines that the target will retreat from the travel path of the vehicle when it recognizes that the target will change lanes from the travel lane of the vehicle. Control device. Further comprising lane recognition means for recognizing a lane bordering the lane in which the vehicle is traveling,
2. The judgment means judges that the target retreats from the travel route of the vehicle when it is recognized that the target straddles the lane recognized by the lane recognition means. 3. The vehicle control device according to 2. The direction in which the suppression means suppresses the operation of the collision avoidance support function is when it is determined that the collision avoidance time necessary for collision avoidance by the collision avoidance support function is withdrawn from the traveling path of the vehicle. , from the first collision avoidance time based on the first deceleration when it is not determined to retreat from the travel path of the vehicle, to the second collision avoidance time based on the second deceleration greater than the first deceleration. The vehicle control device according to any one of claims 1 to 3, characterized in that:

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