JP5533532B2 - Collision damage reduction braking control system - Google Patents

Collision damage reduction braking control system Download PDF

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JP5533532B2
JP5533532B2 JP2010227107A JP2010227107A JP5533532B2 JP 5533532 B2 JP5533532 B2 JP 5533532B2 JP 2010227107 A JP2010227107 A JP 2010227107A JP 2010227107 A JP2010227107 A JP 2010227107A JP 5533532 B2 JP5533532 B2 JP 5533532B2
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collision
host vehicle
possibility
vehicle
determination
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JP2012081778A (en
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ケビン ウォルターズ
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三菱自動車工業株式会社
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Description

  The present invention relates to a collision damage alleviating braking control device that reduces damage when a host vehicle collides forward.

  The relative distance and relative speed between the host vehicle and an obstacle such as a preceding vehicle positioned in front of the host vehicle are detected, the presence or absence of a collision between the host vehicle and the obstacle is predicted, and the collision is inevitable. A collision damage alleviating braking control device that automatically executes braking of the host vehicle when it is determined has been proposed (see Patent Document 1). The criteria for determining whether or not a collision is inevitable is based on the collision determination line defined in the technical guidelines issued by the Ministry of Land, Infrastructure, Transport and Tourism. The collision determination line is described in the collision determination map. The collision determination map has a relative speed on the horizontal axis and a relative distance on the vertical axis, and a steering avoidance limit line that can avoid a collision by a steering operation, and a braking avoidance limit line that can avoid a collision by a braking operation, Is drawn. On the collision determination map, a line connecting the lines with the smaller limit value (relative distance) between the steering avoidance limit line and the braking avoidance limit line is defined as a collision determination line. Therefore, when the point specified by the detected relative distance and relative speed falls below the collision determination line on the collision determination map, it is determined that the collision between the host vehicle and the obstacle ahead is unavoidable. Become.

JP 2007-216737 A

  By the way, from the standpoint of reducing damage in the event of a collision as much as possible, automatic braking should be applied early when it is determined that there is a possibility of a collision, in other words, before it is determined that the collision is inevitable. Is considered preferable. Therefore, in the above technical guideline, apart from the collision determination line, a collision possibility determination line defined based on a limit value at which a collision can be avoided by a normal steering operation or a normal braking operation is defined. The limit value of the collision possibility determination line is set larger than that of the collision determination line. Then, automatic braking may be executed when the point specified by the detected relative distance and relative speed falls below the collision possibility determination line on the collision determination map. However, when the relative distance between the host vehicle and the preceding vehicle is secured to some extent, or the relative speed is somewhat slow, and therefore the collision can be avoided by normal steering operation or normal braking operation, If such automatic braking is executed at an early stage, the driving operation of the driver is obstructed, which causes inconvenience to the driver and causes inconvenience of operability. Therefore, many conventional collision damage reduction braking control devices execute automatic braking based on the determination using the collision determination line in preference to avoiding a decrease in operability. Therefore, there is room for improvement from the viewpoint of reducing collision damage as much as possible. The present invention has been made in view of the above circumstances, and provides a collision damage reduction braking control apparatus that is advantageous in suppressing reduction in operability due to automatic braking while reducing damage when a collision occurs. With the goal.

In order to achieve the above object, the present invention provides an obstacle detection means for detecting a relative distance between an obstacle ahead of the host vehicle and a relative speed between the host vehicle and the obstacle, Collision possibility determination means for determining the possibility of collision between the host vehicle and an obstacle based on the detected relative distance and relative speed, and the vehicle based on the detected relative distance and relative speed. A collision determination means for determining whether or not a collision between a vehicle and an obstacle is unavoidable, and a braking control means for executing automatic braking of the host vehicle when the collision is determined to be unavoidable A damage reduction braking control device, comprising lane departure judging means for judging whether or not the own vehicle tends to depart from the traveling lane based on own vehicle position information indicating a positional relationship of the own vehicle with respect to the traveling lane The braking control means It is determined that there is a tendency, and, when the automatic braking early conditions that it is determined that there is the possibility of collision is established, executes the automatic braking without waiting for the result of the judgment in the collision judging means, the deviation When it is determined that there is no tendency, the automatic braking is not executed until it is determined that the collision is unavoidable .

  According to the first aspect of the present invention, the vehicle collides when it is determined that the host vehicle tends to deviate from the driving lane and the automatic braking early condition that it is determined that there is a possibility of collision is satisfied. The automatic braking is executed without waiting for the determination of whether or not the vehicle is inevitable, and the automatic braking is executed when it is determined that the collision of the host vehicle is inevitable if the automatic braking early condition is not satisfied. . Therefore, if the host vehicle tends to deviate and there is a possibility of a collision, it is advantageous to reduce the damage caused by the collision by executing automatic braking earlier, and the host vehicle does not tend to deviate. In such a case, automatic braking is not performed early, which is advantageous in suppressing a decrease in operability.

  According to the second aspect of the invention, the automatic braking early condition further includes a condition that the collision avoidance operation by the driver is not executed, so that the driver can execute the collision avoidance operation by the steering operation or the braking operation. In this case, early automatic braking is not executed, which is more advantageous in ensuring operability. According to the third aspect of the present invention, when it is determined that there is a possibility of collision, the driver is notified that there is a possibility of collision. This is advantageous for causing the driver to perform the operation accurately. According to the fourth aspect of the present invention, based on the information on the lateral position in addition to the relative distance and the relative speed, the determination of the possibility of the collision by the collision possibility determination unit and whether or not the collision by the collision determination unit is unavoidable. Therefore, it is advantageous in making these judgments more accurately.

It is a block diagram which shows the structure of the control system of the vehicle provided with the collision damage reduction brake control apparatus 10 which concerns on embodiment. 4 is a block diagram illustrating a configuration of a lane departure determination unit 36. FIG. It is a figure explaining the derivation | leading-out procedure of lateral deviation | shift amount yf, yaw angle (theta) f, and road curvature (rho) f. It is explanatory drawing which shows an example of a collision judgment map. It is explanatory drawing which shows the collision judgment line and collision possibility judgment line on a collision judgment map. 4 is an operation flowchart of the collision damage reduction braking control apparatus 10. It is explanatory drawing which shows the case where the preceding vehicle 4 (obstacle) is drive | working ahead of the own vehicle 2 in the driving lane of the own vehicle. A case where the preceding vehicle 4 is traveling ahead of the own vehicle 2 in the lane adjacent to the traveling lane of the own vehicle 2 and the own vehicle 2 tends to deviate from the lane in which the preceding vehicle 4 travels. It is explanatory drawing shown. It is explanatory drawing which shows the case where the preceding vehicle 4 is drive | working ahead of the own vehicle 2 in the driving lane of the own vehicle 2, and the own vehicle 2 tends to deviate to the adjacent lane.

  Hereinafter, a collision damage reduction braking control apparatus according to an embodiment of the present invention will be described with reference to the drawings. As shown in FIG. 1, the collision damage reduction braking control device 10 of the present embodiment is mounted on a vehicle 2 (hereinafter referred to as the host vehicle 2), and includes a front camera 12, a radar 14, an indicator 16, a buzzer 18, The vehicle speed sensor 20, the handle angle sensor 22, the yaw rate sensor 24, the brake pedal sensor 26, and the ECU 28 are configured. The ECU 28, the front camera 12, the radar 14, the indicator 16, the buzzer 18, and the sensors 20, 22, 24, and 26 each have information via a conventionally known bus 30 such as a CAN (Controller Area Network) bus. , Send and receive data. Further, the vehicle 2 is provided with a brake device 32 that brakes the host vehicle 2 and a brake actuator 34 that drives the brake device 32, and the brake actuator 34 is controlled by the ECU 28.

  The front camera 12 is provided in the host vehicle 2 and generates image information by imaging a road state ahead of the host vehicle 2. Therefore, the image information includes white lines as left and right boundary lines that divide the road lane (travel lane).

  The radar 14 scans and emits a millimeter wave band radio wave or laser light as an irradiation wave in front of the host vehicle 2 and receives a reflected wave reflected by an obstacle such as a preceding vehicle. The following three parameters are detected as obstacle information based on the difference in radio wave intensity from the wave and the change in frequency, and these three parameters are supplied to the ECU 28. In the present embodiment, the radar 14 corresponds to the obstacle detection means in the claims. As shown in FIGS. 7 and 8, the three parameters are: 1) the relative distance Dr between the preceding vehicle 4 (obstacle) in front of the own vehicle 2, and 2) the own vehicle 2 and the preceding vehicle 4. And 3) a lateral position Sr that is a relative position of the preceding vehicle 4 with respect to a center line CL that passes through the center in the width direction of the host vehicle 2 and extends in the front-rear direction.

  The indicator 16 is provided at an appropriate location such as an instrument panel in the passenger compartment and displays a warning. The warning display includes a warning display indicating that the host vehicle 2 tends to deviate from the traveling lane, a warning display indicating that it is determined that there is a possibility of collision, and a warning display indicating that the automatic braking operation is performed. Illustrated. As such a warning display, for example, various conventionally known displays such as lighting or blinking a lamp or displaying an icon, a character, a symbol, or the like are possible. The buzzer 18 is provided at an appropriate location, such as an instrument panel, in the passenger compartment, and sounds a warning sound. The warning sound includes a warning sound indicating that the host vehicle 2 tends to depart from the driving lane, a warning sound indicating that the possibility of collision is present, and a warning sound indicating that the automatic braking operation is performed. Illustrated.

  The vehicle speed sensor 20 detects the traveling speed V of the host vehicle 2 and supplies the detected traveling speed V to the ECU 28. The handle angle sensor 22 detects a handle angle (steering angle) which is a rotation angle of a steering (not shown). The yaw rate sensor 24 detects the yaw rate of the host vehicle 2. The brake pedal sensor 26 detects an operation amount of the brake pedal, and supplies the detected operation amount to the ECU 28.

  The ECU 28 includes a CPU, a ROM that stores and stores a control program, a RAM as an operation area of the control program, an interface unit that interfaces with peripheral circuits, and the like, and executes the control program. It works by. The ECU 28 realizes a lane departure determination unit 36, a collision possibility determination unit 38, a collision determination unit 40, a notification control unit 42, and a braking control unit 44 by the operation of the CPU.

  The lane departure determination means 36 determines whether or not the host vehicle 2 tends to depart from the travel lane based on host vehicle position information indicating the positional relationship of the host vehicle 2 with respect to the travel lane. In the present specification, “the host vehicle 2 tends to depart from the driving lane” means that the host vehicle 2 is approaching one of the two white lines from the driving lane; It is assumed that the host vehicle 2 includes a state where the vehicle 2 exceeds the white line (a state where the vehicle 2 deviates from the traveling lane). In the present embodiment, the lane departure determination means 36 determines, for example, as shown in FIG. 2, a white line recognition unit 36A, a lateral deviation amount estimation unit 36B, a yaw angle estimation unit 36C, and a road curvature estimation unit 36D. Part 36E.

  The white line recognition unit 36A processes the image information captured by the front camera 12 to recognize a white line on the road. The white line recognition unit 36A recognizes a white line in an image by a known method (for example, disclosed in Japanese Patent Application Laid-Open No. 11-147481) such as searching for a luminance change in a horizontal direction with respect to captured image information. . That is, in the white line recognition unit 36A, paying attention to the point that the white line has a higher luminance than other road surfaces, a portion where the luminance change in the horizontal direction of the image is within 2 a predetermined distance (a distance corresponding to the width of the white line). Assuming that there is a white line between the dots if they are lined up, the white line on the road ahead of the host vehicle 2 is distant by searching a number of such white line candidate points in the horizontal direction at each vertical position in the image. Can be recognized. For example, the white line Lw on the road ahead of the host vehicle 2 can be recognized in plan view as shown in FIG. 3 by geometrically replacing the image with the plan view state. Thus, when the left and right white lines Lw defining the traveling lane ahead of the host vehicle 2 can be recognized, for example, the center line Lc of the traveling lane ahead of the host vehicle 2 as a straight line or a curve connecting the midpoints of the left and right white lines Lw. Can be estimated.

  The lateral deviation amount estimation unit 36B estimates the lateral deviation amount yf in the traveling lane of the host vehicle 2 ahead by a predetermined distance based on the white line Lw recognized by the white line recognition unit 36A. That is, in the lateral deviation amount estimation unit 36B, the lateral deviation amount (lateral deviation distance) from the center line Lc of the traveling lane at the center in the width direction of the own vehicle 2 when the own vehicle 2 goes straight ahead a predetermined distance with the current orientation. ) Yf is estimated from the relationship between the traveling lane (center line Lc or white line Lw) estimated as described above and the host vehicle 2. The lateral displacement amount yf of the host vehicle 2 in front of the predetermined distance is, for example, the center of the left and right of the image at the predetermined height in the image (corresponding to the front of the host vehicle 2 by the predetermined distance) It can also be determined from the positional relationship with Lc. Here, the lateral displacement amount yf is host vehicle position information indicating the positional relationship of the host vehicle 2 with respect to the traveling lane.

  The yaw angle estimation unit 36C estimates the yaw angle Θf with respect to the traveling lane direction of the host vehicle 2 ahead by a predetermined distance based on the white line Lw recognized by the white line recognition unit 36A. That is, in the yaw angle estimation unit 36C, the angle (yaw angle) Θf between the direction of the traveling lane and the direction of the host vehicle 2 when the host vehicle 2 travels straight ahead a predetermined distance with the current direction as described above. It is estimated from the relationship between the estimated travel lane (center line Lc or white line Lw) and the host vehicle 2. This yaw angle Θf can be calculated from, for example, the direction of the road center line Lc (or white line Lw) on the road and the direction of the host vehicle 2 in the plan view recognized as described above. Here, the yaw angle Θf is host vehicle position information indicating the positional relationship of the host vehicle 2 with respect to the traveling lane.

  The road curvature estimation unit 36D estimates the road curvature ρf of the traveling lane ahead by a predetermined distance based on the white line Lw recognized by the white line recognition unit 36A42. That is, the road curvature estimation unit 36D48 estimates the road curvature ρf of the traveling lane ahead of the predetermined distance from the shape of the traveling lane (center line Lc or white line Lw) estimated as described above.

  The determination unit 36E includes the lateral deviation amount yf estimated by the lateral deviation amount estimation unit 36B, the yaw angle Θf estimated by the yaw angle estimation unit 36C, the road curvature ρf estimated by the road curvature estimation unit 36D, and the vehicle speed sensor 20. From the travel speed V of the host vehicle 2 detected in step S2, the handle angle α of the host vehicle 2 detected by the handle angle sensor 22, and the yaw rate r of the host vehicle 2 detected by the yaw rate sensor 24, the host vehicle 2 It is determined whether the vehicle tends to deviate from the driving lane. As described above, the determination unit 36E adds the road curvature ρf, the traveling speed V, the steering wheel angle in addition to the lateral displacement amount yf and the yaw angle Θf as the own vehicle position information indicating the positional relationship of the own vehicle 2 with respect to the traveling lane. Taking into account α and the yaw rate r, it is determined whether or not the host vehicle 2 tends to deviate from the travel lane. The determination unit 36E may determine whether or not the own vehicle 2 tends to deviate from the traveling lane based on only the lateral deviation amount yf and the yaw angle Θf as the own vehicle position information. In this case, it is advantageous to more accurately determine whether or not the host vehicle 2 tends to deviate from the traveling lane. The lane departure determination means 36 may be any device that determines whether or not the host vehicle 2 tends to depart from the travel lane based on the host vehicle position information indicating the positional relationship of the host vehicle 2 with respect to the travel lane. Thus, the lane departure determination means 36 is not limited to such a configuration, and various configurations and methods known in the art can be used as the lane departure determination means 36. It is necessary to distinguish a lane change that is a deviation from the driving lane intended by the driver. In this case, the presence / absence of operation of the direction indicator, the handle angle α and the yaw rate r can be distinguished by providing threshold values, and various conventionally known configurations and systems such as map information, vehicle-to-vehicle communication, road-to-vehicle communication, etc. Can also be used.

  The collision possibility determination means 38 determines whether or not there is a possibility of collision between the host vehicle 2 and the preceding vehicle 4 based on the relative distance Dr, the relative speed Vr, and the lateral position Sr detected by the radar 14 (obstacle detection means). Judgment. The collision determination means 40 determines whether or not a collision between the host vehicle 2 and the preceding vehicle 4 is inevitable based on the detected relative distance Dr, relative speed Vr, and lateral position Sr.

  Here, a method for determining whether or not a collision is possible and a method for determining whether or not a collision is unavoidable will be described. FIG. 4 is an explanatory diagram illustrating an example of a collision determination map described based on the technical guidelines issued by the Ministry of Land, Infrastructure, Transport and Tourism, and FIG. 5 is an explanatory diagram illustrating a collision determination line and a collision possibility determination line on the collision determination map. . 4 and 5, the horizontal axis represents the relative speed Vr, and the vertical axis represents the relative distance Dr. In FIG. 4, a steering avoidance limit line indicated by a solid straight line connects a relative speed Vr and a relative distance Dr, which are physical limits at which a collision between the host vehicle 2 and a preceding vehicle 4 ahead can be avoided by a steering operation. Is a line. A braking avoidance limit line indicated by a solid parabola is a line connecting a relative speed Vr and a relative distance Dr, which are physical limits at which a collision between the host vehicle 2 and the preceding vehicle 4 ahead can be avoided by a braking operation. The steering avoidance limit line is defined by a distance obtained by multiplying a predicted collision time TTC (Time To Collision) by a relative speed Vr. The collision prediction time TTC is obtained by dividing the relative distance Dr between the host vehicle 2 and a front obstacle at a certain time by the relative speed Vr. According to the above technical guideline, a passenger avoidance limit line is set to 0.6 seconds for a passenger car with less than 10 passengers, a passenger car and a freight automobile among small cars, and a passenger car and a freight car among light cars with a predicted collision time TTC of 0.6 seconds. It is stated that it may be specified. Of the steering avoidance limit line and the steering avoidance limit line, a line connecting the smaller relative distance Dr is a collision determination line LA indicated by a solid line in FIG. Therefore, the collision determination means 40 determines whether or not the collision is inevitable depending on whether or not the point defined by the relative speed Vr and the relative distance Dr is below the collision determination line LA in FIG.

  Further, in FIG. 4, a line indicated by a one-dot chain line is a line obtained by adding a distance corresponding to the alarm reaction time (0.8 seconds) to the steering avoidance limit line, in other words, a normal steering operation. Is a line connecting the relative speed Vr and the relative distance Dr, which are the limits at which a collision between the host vehicle 2 and the preceding vehicle 4 ahead can be avoided. In FIG. 4, a line indicated by a one-dot chain line parabola is a line obtained by adding a distance corresponding to an alarm response time (0.8 seconds) to the braking avoidance limit line, in other words, by a normal braking operation. This is a line connecting a relative speed Vr and a relative distance Dr, which are the limits at which a collision between the vehicle 2 and the preceding vehicle 4 ahead can be avoided. A line connecting the smaller one of the one-dot chain line and the parabola is the collision possibility determination line LB indicated by the one-dot chain line in FIG. Therefore, the collision possibility determination means 38 determines whether or not there is a possibility of collision depending on whether or not the point defined by the relative speed Vr and the relative distance Dr is below the collision possibility determination line LB in FIG. To do.

  Whether or not the collision can be avoided by the steering operation is also affected by the relative overlap ratio of the host vehicle 2 and the preceding vehicle 4 in the lateral direction. That is, when the region where the vehicle width of the host vehicle 2 and the width of the obstacle overlap is defined as the collision avoidance width, the steering avoidance limit line is shifted in a direction in which the relative distance Dr becomes higher as the collision avoidance width increases. Therefore, it is necessary to change the collision determination line LA and the collision possibility determination line LB in accordance with the collision avoidance width. The collision avoidance width can be calculated based on the lateral position Sr detected by the radar 14 (obstacle detection means). Therefore, the collision determination line LA and the collision possibility determination line LB are calculated according to the lateral position Sr. Alternatively, a map of the collision determination line LA and the collision possibility determination line LB may be created for each lateral position Sr. In this way, the determination of the possibility of collision by the collision possibility determination means 38 and the determination of whether the collision is unavoidable by the collision determination means 40 are added to the lateral position in addition to the relative distance Dr and the relative speed Vr. Since the determination can be made based on the information of Sr, it is advantageous in making these determinations more accurately.

  The brake control means 44 operates the brake device 32 via the brake actuator 34 to execute automatic braking of the host vehicle 2 when the collision determination means 40 determines that a collision is inevitable. Such automatic braking is called a collision reduction brake. Further, the braking control means 44 has an automatic braking early condition that the own vehicle 2 is judged to be deviating by the lane departure judging means 36 and that the collision possibility judging means 38 judges that there is a collision possibility. When it is established, automatic braking is executed without waiting for the determination result of the collision determination means 40. In the present embodiment, the automatic braking early condition further includes a condition that the collision avoidance operation by the driver is not executed. The collision avoidance operation by the driver is a steering operation or a brake operation by the driver. The braking control means 44 determines whether or not a steering operation is performed based on the steering wheel angle detected by the steering wheel angle sensor 22 or the angular velocity of the steering wheel angle. The braking control unit 44 determines whether or not the brake operation is performed based on the operation amount detected by the brake pedal sensor 26.

  In the present embodiment, the notification control unit 42 controls the indicator 16 and the buzzer 18 when the vehicle lane departure determining unit 36 determines that the vehicle 2 tends to deviate from the traveling lane. The driver is informed of the tendency of 2 to deviate by an alarm display or an alarm sound. Therefore, in the present embodiment, the host vehicle 2 travels by the front camera 12, the indicator 16, the buzzer 18, the vehicle speed sensor 20, the steering wheel angle sensor 22, the yaw rate sensor 24, and the lane departure determination means 36. There is a lane departure warning device that gives a driver a lane departure warning when there is a tendency to depart from a lane. As such a lane departure warning device, the configuration of an existing lane departure prevention support system can be shared. Further, the notification control means 42 controls the indicator 16 and the buzzer 18 when the possibility of collision is judged by the possibility of collision judgment means 38, thereby displaying an alarm display or warning that there is a possibility of collision. The driver is notified by sound. In addition, the notification control unit 42 controls the indicator 16 and the buzzer 18 when automatic braking is performed by the braking control unit 44 (in other words, when the collision determination unit 40 determines that a collision is unavoidable). In this way, the driver is notified by an alarm display or an alarm sound that automatic braking is executed.

Next, with reference to the flowchart of FIG. 6 and the explanatory diagrams of FIGS. 7, 8, and 9, the operation of the collision damage reduction braking control device 10 will be described assuming the following two cases.
1) A case where a preceding vehicle 4 (obstacle) is traveling ahead of the host vehicle 2 in the travel lane of the host vehicle 2 as shown in FIG.
2) As shown in FIG. 8, the preceding vehicle 4 is traveling ahead of the own vehicle 2 in the lane adjacent to the traveling lane of the own vehicle 2, and the own vehicle 2 deviates from the lane in which the preceding vehicle 4 is traveling. Cases that tend to be.
3) As shown in FIG. 9, the preceding vehicle 4 is traveling ahead of the host vehicle 2 in the travel lane of the host vehicle 2, and the host vehicle 2 tends to depart from the adjacent lane.
7, 8, and 9, reference characters Lw0, Lw1, and Lw2 indicate white lines that indicate lane boundary lines on a two-lane road on one side.

The process of FIG. 6 is started periodically and repeatedly. First, the radar 14 (obstacle detection means) detects a relative distance Dr, a relative speed Vr, and a lateral position Sr, which are three parameters as obstacle information regarding the obstacle, and supplies them to the ECU 28 (step S10). ). The ECU 28 determines whether there is an obstacle ahead of the host vehicle 2 based on the obstacle information supplied from the radar 14 (step S12). If step S12 is negative, the process ends. If step S12 is positive, the ECU 28 has a possibility of a collision based on whether or not the relative speed Vr and the relative distance Dr between the preceding vehicle 4 and the host vehicle 2 are below the collision possibility determination line LB in FIG. (Step S14: collision possibility determination means 38). If step S14 is negative, the process ends. If step S14 is positive, there is a possibility of a collision, and therefore the ECU 28 causes the indicator 16 and the buzzer 18 to perform a notification operation (step S16: notification control means 42). Next, the ECU 28 determines that the host vehicle 2 has a tendency to deviate by the lane departure determining unit 36, determines that there is a possibility of collision by the collision possibility determining unit 38, and does not perform the collision avoidance operation by the driver. It is determined whether or not the automatic braking early acceleration condition of execution is satisfied (step S18: braking control means 44). In step S18, in the case shown in FIG. 7, it is not determined that the host vehicle 2 tends to deviate, so the automatic braking early condition is not satisfied. That is, since the driver may perform a collision avoidance operation, the automatic braking is not advanced. Thereafter, the ECU 28 determines whether or not a collision is inevitable based on whether or not the relative speed Vr and the relative distance Dr between the preceding vehicle 4 and the host vehicle 2 are below the collision determination line LA in FIG. S20: collision determination means 40).
If step S20 is negative, the process ends. If step S20 is positive, the ECU 28 performs automatic braking by operating the brake device 32 via the brake actuator 34 (step S22: braking control means). 44).
In step S18, in the case shown in FIG. 8, it is determined that the host vehicle 2 tends to deviate, so the automatic braking early condition is established. In other words, the presence of the preceding vehicle 4 in the deviating direction and the tendency to deviate are considered to be highly likely that the driver has not been awakened. Even if the driver waits for the collision determination line LA, the driver performs the operation of avoiding the collision. Since the possibility of performing the operation is small, the ECU 28 immediately executes automatic braking without determining whether or not a collision is inevitable (step S22: braking control unit 44). In the case shown in FIG. 9, even if it is determined that the host vehicle 2 tends to deviate, the preceding vehicle 4 is not traveling in the adjacent lane that is in the deviating direction, that is, the preceding vehicle 4 is in the deviating direction. If there is not, the automatic braking early acceleration condition may not be satisfied by changing the collision possibility determination line LB according to the degree of departure. In this case, since the collision with the preceding vehicle 4 may be avoided due to the departure of the host vehicle 2, it is possible to prevent inadvertent automatic braking early.

  According to the present embodiment, the vehicle 2 may collide when it is determined that the host vehicle 2 tends to deviate from the driving lane and the automatic braking early condition that it is determined that there is a possibility of collision is satisfied. The automatic braking is executed without waiting for the determination of whether or not it is inevitable, and if the condition for accelerating automatic braking is not satisfied, the automatic braking is executed when it is determined that the host vehicle 2 is inevitable to collide. I did it. Therefore, if the host vehicle tends to deviate and the possibility of a collision is high, it is advantageous to reduce the damage at the time of the collision by executing automatic braking earlier, and the own vehicle does not tend to deviate. In this case, it is advantageous to suppress a decrease in operability due to execution of automatic braking. In other words, when it is determined that the host vehicle 2 tends to deviate and there is a possibility of a collision, the driver is not performing an appropriate steering operation, the risk of collision is higher, and automatic braking is performed early. Need to run. Therefore, in this case, it is advantageous to reduce damage at the time of collision with the preceding vehicle 4 by applying automatic braking early without waiting for the determination that the collision is inevitable. On the other hand, when it is determined that the host vehicle 2 does not tend to deviate, it is highly possible that the driver is awake and can perform an appropriate steering operation or braking operation. Therefore, a period from when it is determined that there is a possibility of a collision until when the automatic braking is actually executed is secured as a time for the driver to perform the steering operation or the braking operation in order to avoid the collision. . Therefore, since the automatic braking is not executed at an early stage, the driving operation of the driver is not disturbed by the automatic braking, and it is avoided that the driver is bothered and the operability is ensured. .

  Further, in the present embodiment, the automatic braking early condition further includes a condition that the collision avoidance operation by the driver is not executed, so if the driver executes the collision avoidance operation by the steering operation or the braking operation, Early automatic braking is not performed, which is more advantageous in ensuring operability. Even when the driver performs a steering operation or a braking operation, if the operation amount is insufficient and collision avoidance is insufficient, automatic braking by automatic braking early may be executed. Further, in this embodiment, when it is determined that there is a possibility of a collision, the driver 16 is informed of the possibility of a collision by an alarm display of the indicator 16 and an alarm sound of the buzzer 18. This is advantageous in causing the driver to accurately perform steering operation and braking operation for collision avoidance. In the present embodiment, the case where the obstacle ahead of the host vehicle 2 is the preceding vehicle 4 has been described. However, the obstacle may be a stationary object and is not limited to the preceding vehicle 4. .

  2 ... Own vehicle, 4 ... Leading vehicle (obstacle), 10 ... Collision mitigation braking control device, 14 ... Radar (obstacle detection means), 36 ... Lane departure judgment means, 38 ... Collision possible Sex determination means, 40 ... collision determination means, 42 ... notification control means, 44 ... braking control means, Dr ... relative distance, Vr ... relative speed, Sr ... lateral position.

Claims (4)

  1. Obstacle detection means for detecting a relative distance between an obstacle ahead of the host vehicle and a relative speed between the host vehicle and the obstacle;
    A collision possibility judging means for judging whether or not there is a possibility of collision between the host vehicle and an obstacle based on the detected relative distance and relative speed;
    A collision judging means for judging whether or not a collision between the host vehicle and an obstacle is unavoidable based on the detected relative distance and relative speed;
    When it is determined that the collision is unavoidable, a collision damage reduction braking control device comprising braking control means for executing automatic braking of the host vehicle,
    Lane departure determining means for determining whether or not the host vehicle tends to depart from the traveling lane based on own vehicle position information indicating the positional relationship of the host vehicle with respect to the traveling lane;
    When the automatic braking early acceleration condition that the braking control unit is determined to be in the departure tendency and is determined to have the possibility of collision is satisfied, the brake control unit does not wait for the determination result of the collision determination unit without waiting for the determination result. If automatic braking is performed and it is determined that there is no tendency to deviate, the automatic braking is not performed until it is determined that the collision is unavoidable.
    A collision damage reducing brake control device characterized by that.
  2. The automatic braking early condition further includes a condition that the collision avoidance operation by the driver is not executed,
    The collision damage reducing braking control apparatus according to claim 1.
  3. When it is determined that there is a possibility of collision by the collision possibility determination means, further provided is a notification control means for notifying the driver that there is a possibility of collision,
    The collision damage alleviating braking control device according to claim 1 or 2.
  4. The obstacle detection means further detects a lateral position that is a relative position of the obstacle with respect to a center line extending in the front-rear direction through the center in the width direction of the host vehicle in addition to the relative distance and the relative speed. Is,
    The determination of the possibility of a collision by the collision possibility determination unit and the determination of whether or not the collision by the collision determination unit is unavoidable are made based on the relative distance, the relative speed, and the lateral position.
    The collision damage alleviating braking control device according to any one of claims 1 to 3, wherein
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