JP6311628B2 - Collision avoidance control device - Google Patents

Description

  The present invention relates to a collision avoidance control device.

  Conventionally, for example, the following Patent Document 1 is known as a technical document related to collision avoidance control for avoiding a collision between the host vehicle and an obstacle. Patent Document 1 describes an apparatus that sets an avoidance route that avoids a preceding vehicle when it is determined that there is a possibility of a collision between the preceding vehicle and the host vehicle. Further, in Patent Document 1, when two preceding vehicles, a first preceding vehicle and a second preceding vehicle, are detected, the host vehicle determines the first preceding vehicle based on the interval between the first preceding vehicle and the second preceding vehicle. It is described that it is determined whether or not the vehicle and the second preceding vehicle can pass through.

JP 2004-330949 A

  By the way, in the conventional device described above, it is assumed that both the first preceding vehicle and the second preceding vehicle can be detected at one time, but the first preceding vehicle and the second preceding vehicle are not in proximity. There may be a time difference between the detection of the first preceding vehicle and the detection of the second preceding vehicle. In such a case, the conventional device sets an avoidance route that avoids the first preceding vehicle detected earlier, but there is a possibility that the second preceding vehicle exists on the avoidance route.

  Further, in the conventional apparatus, it is determined whether or not the host vehicle can pass between the first preceding vehicle and the second preceding vehicle based on the interval between the first preceding vehicle and the second preceding vehicle. There is no description of the specific control contents that pass between the preceding vehicle and the second preceding vehicle, and there is room for improvement regarding the control of the host vehicle.

  Therefore, in the present invention, when there is a second obstacle on the first avoidance route that avoids the first obstacle ahead of the host vehicle, the second obstacle that appropriately avoids the first obstacle and the second obstacle. A collision avoidance control device capable of performing collision avoidance control along an avoidance path is provided.

  In order to solve the above-described problem, the present invention provides a collision avoidance control device that performs collision avoidance control for avoiding a collision between an own vehicle and an obstacle, and includes an obstacle detection unit that detects an obstacle ahead of the own vehicle; When the first obstacle ahead of the host vehicle is detected by the obstacle detection unit and the white line recognition unit that recognizes the white line of the traveling lane on which the host vehicle travels, based on the detection result of the obstacle detection unit, A first determination unit that determines whether or not there is a collision possibility between the host vehicle and the first obstacle, and the first determination unit determines that there is a collision possibility between the host vehicle and the first obstacle. Based on the detection result of the object detection unit and the recognition result of the white line recognition unit, a first avoidance route setting unit that sets a first avoidance route that avoids the first obstacle in the traveling lane, and an obstacle detection unit first When a second obstacle is detected on the avoidance route, the detection result of the obstacle detection unit is used. A second determination unit that determines whether the distance between the first obstacle and the second obstacle is larger than a sum of a preset vehicle width and a preset inner wheel difference of the own vehicle; 2 When the determination unit determines that the distance between the first obstacle and the second obstacle is greater than the sum of the vehicle width of the host vehicle and the inner wheel difference of the host vehicle, the detection result of the obstacle detection unit, Based on the recognition result, when the second avoidance route setting unit for setting the second avoidance route for avoiding the first obstacle and the second obstacle in the travel lane and the first avoidance route are set, When the second obstacle is not detected on the avoidance route, the collision avoidance control of the host vehicle along the first avoidance route is performed, the second obstacle is detected on the first avoidance route, and the second avoidance route setting unit If the second avoidance route is set by the And a second avoidance route setting unit, which is a side on which the host vehicle approaches to avoid the first obstacle along the first avoidance route of the two white lines of the traveling lane. A second avoidance route that passes through a position that is half the vehicle width of the host vehicle in the lane width direction of the traveling lane from the white line is set through the intermediate position between the first obstacle and the second obstacle.

  According to the present invention, when there is a second obstacle on the first avoidance route that avoids the first obstacle ahead of the host vehicle, the first obstacle and the second obstacle are appropriately avoided. Collision avoidance control along the avoidance path can be performed.

It is a block diagram which shows the collision avoidance control apparatus which concerns on this embodiment. (A) It is a top view which shows the condition of determination of the presence or absence of a collision possibility. (B) It is a top view which shows the condition of determination whether the distance of the own vehicle and a 1st preceding vehicle is less than the braking distance of the own vehicle. (A) It is a top view which shows the condition of the search of a 1st avoidance path | route. (B) It is a top view which shows the condition of the search of a 2nd avoidance path | route. (C) It is a top view which shows the collision avoidance control along a 2nd avoidance path | route. It is a flowchart which shows the collision avoidance control of the collision avoidance control apparatus which concerns on this embodiment.

  Embodiments of the present invention will be described below with reference to the drawings.

  A collision avoidance control device 1 according to the present embodiment shown in FIG. 1 is mounted on a vehicle such as an automobile, for example, and performs collision avoidance control between the vehicle (own vehicle) and an obstacle. The collision avoidance control is control for avoiding a collision between the host vehicle and an obstacle by controlling at least one of braking of the host vehicle and steering of the host vehicle. The obstacle is a stationary object such as a pedestrian, a bicycle, another vehicle, a building, or a structure. The other vehicle is not limited to a four-wheeled vehicle, and may be a two-wheeled vehicle. Other vehicles may be only two-wheeled vehicles.

<Configuration of collision avoidance control device>
As shown in FIG. 1, the collision avoidance control device 1 according to this embodiment includes an ECU [Electronic Control Unit] 2, a laser radar 3, a stereo camera 4, a vehicle speed sensor 5, and an actuator 6.

  The ECU 2 controls collision avoidance control for avoiding a collision between the host vehicle and an obstacle. The ECU 2 is an electronic control unit having a CPU [Central Processing Unit], a ROM [Read Only Memory], a RAM [Random Access Memory], and the like. In the ECU 2, various programs are executed by loading a program stored in the ROM into the RAM and executing it by the CPU. The ECU 2 may be composed of a plurality of electronic control units.

  The laser radar 3 detects obstacles around the host vehicle using radio waves (for example, millimeter waves). The laser radar 3 detects an obstacle by transmitting a radio wave around the host vehicle and receiving the radio wave reflected by the obstacle. The laser radar 3 transmits the detected obstacle information to the ECU 2. A plurality of laser radars 3 may be provided. Instead of the laser radar 3, a millimeter wave radar using millimeter waves or a rider using light may be employed.

  The stereo camera 4 is provided on the back side of the windshield of the host vehicle, for example, and images the front of the host vehicle. The stereo camera 4 has two imaging units arranged so as to reproduce binocular parallax. Information (parallax information) in the depth direction in the image can be acquired from the captured image of the stereo camera 4. The stereo camera 4 transmits the captured image in front of the host vehicle to the ECU 2. Note that a monocular camera may be employed instead of the stereo camera 4. Moreover, the collision avoidance control apparatus 1 should just be provided with only one of a radar and a camera.

  The vehicle speed sensor 5 is a detector that detects the vehicle speed of the host vehicle. As the vehicle speed sensor 5, for example, a wheel speed sensor that is provided for a wheel of the host vehicle or a drive shaft that rotates integrally with the wheel and detects the rotation speed of the wheel is used. The vehicle speed sensor 5 transmits the detected vehicle speed information (wheel speed information) to the ECU 2.

  The actuator 6 is a device that executes traveling control of the host vehicle. The actuator 6 includes at least a throttle actuator, a brake actuator, and a steering actuator. The throttle actuator controls the amount of air supplied to the engine (throttle opening) in accordance with a control signal from the ECU 2 to control the driving force of the host vehicle. In the case where the host vehicle is a hybrid vehicle or an electric vehicle, the throttle actuator is not included, and a control signal from the ECU 2 is input to a motor as a power source to control the driving force.

  The brake actuator controls the brake system according to a control signal from the ECU 2 and controls the braking force applied to the wheels of the host vehicle. As the brake system, for example, a hydraulic brake system can be used. The steering actuator controls driving of an assist motor that controls steering torque in the electric power steering system in accordance with a control signal from the ECU 2. As a result, the steering actuator controls the steering (steering torque) of the host vehicle.

  Next, the functional configuration of the ECU 2 will be described. The ECU 2 includes an obstacle detection unit 10, a white line recognition unit 11, a first determination unit 12, a first avoidance path setting unit 13, a second determination unit 14, a second avoidance path setting unit 15, and a control unit 16. Yes.

  The obstacle detection unit 10 recognizes an obstacle ahead of the host vehicle based on at least one of the obstacle information of the laser radar 3 and the captured image of the stereo camera 4. The obstacle detection unit 10 recognizes an obstacle based on the obstacle information of the laser radar 3, for example. The obstacle detection unit 10 may recognize the obstacle by well-known image processing (for example, edge processing and pattern recognition processing) based on the captured image of the stereo camera 4. The obstacle detection unit 10 may recognize the type of obstacle (pedestrian, bicycle, two-wheeled vehicle, four-wheeled vehicle, or structure) by well-known image processing based on the captured image of the stereo camera 4.

  The white line recognition unit 11 is based on at least one of the obstacle information of the laser radar 3 and the captured image of the stereo camera 4, and the white line of the traveling lane in which the vehicle travels (lane boundary line, vehicle lane boundary line, center line) Recognize The white line recognition unit 11 recognizes a white line by a known image processing method based on, for example, a captured image of the stereo camera 4. For example, when a part of the plurality of laser radars 3 detects reflection of radio waves on the road surface, the white line recognition unit 11 recognizes the white line by a well-known method based on the obstacle information of the laser radar 3. Also good.

  The first determination unit 12 determines whether or not there is a possibility of collision between the first obstacle recognized by the obstacle detection unit 10 and the host vehicle. For example, the first determination unit 12 determines whether or not there is a possibility of a collision between the first obstacle and the host vehicle based on TTC [Time To Collision: collision allowance time] of the host vehicle with respect to the first obstacle.

  The first determination unit 12 determines the distance between the first obstacle and the host vehicle and the relative speed between the first obstacle and the host vehicle based on at least one of the obstacle information of the laser radar 3 and the captured image of the stereo camera 4. And the TTC is calculated by dividing the distance by the relative speed. The first determination unit 12 determines that there is a possibility of a collision between the first obstacle and the host vehicle when the TTC of the host vehicle with respect to the first obstacle is less than a preset TTC threshold. The first determination unit 12 determines that there is no possibility of collision between the first obstacle and the host vehicle when the TTC of the host vehicle with respect to the first obstacle is equal to or greater than the TTC threshold. The TTC threshold is an appropriate value set for determining whether or not there is a possibility of collision. In addition, the 1st determination part 12 may determine the presence or absence of the collision possibility with a 1st obstacle and the own vehicle based on THW [Time Headway: Inter-vehicle time] instead of TTC.

  Here, FIG. 2A is a plan view showing a situation of determination of the possibility of collision. FIG. 2A shows the own vehicle M, the first preceding vehicle (first obstacle) Na, the traveling lane R, the white lines Ta and Tb of the traveling lane, and the course Ms when the own vehicle M travels straight. The two-wheeled vehicle may be stopped or traveling. Here, the first preceding vehicle Na of a motorcycle is illustrated as the first obstacle, but other obstacles such as a pedestrian and a structure may be used. For example, in the situation illustrated in FIG. 2A, the first determination unit 12 determines that the first obstacle and the host vehicle M, when the TTC of the host vehicle M with respect to the first obstacle is less than a preset TTC threshold value. It is determined that there is a possibility of collision.

  When the first determination unit 12 determines that there is a possibility of collision between the first preceding vehicle Na and the host vehicle M, the distance between the host vehicle M and the first preceding vehicle Na is less than the braking distance of the host vehicle M. It is determined whether or not. For example, the first determination unit 12 calculates the braking distance of the host vehicle M based on the vehicle speed information of the vehicle speed sensor 5. For example, the first determination unit 12 calculates the braking distance from the current vehicle speed of the host vehicle M and the set deceleration of the host vehicle M with the road surface friction coefficient as a fixed value. The set deceleration is, for example, the maximum deceleration allowed to be controlled by the collision avoidance control device 1. Note that the road surface friction coefficient may be calculated by a known method instead of a fixed value. The first determination unit 12 can calculate the braking distance by a known method.

  Here, FIG. 2B is a plan view showing a situation in which it is determined whether or not the distance between the host vehicle M and the first preceding vehicle Na is less than the braking distance of the host vehicle M. For example, in the situation illustrated in FIG. 2B, the first determination unit 12 determines that the distance between the host vehicle M and the first preceding vehicle Na is less than the braking distance of the host vehicle M. The case where the distance between the host vehicle M and the first preceding vehicle Na is less than the braking distance of the host vehicle M is a case where the collision between the host vehicle M and the first preceding vehicle Na cannot be avoided only by braking the host vehicle M. is there. That is, the situation shown in FIG. 2B shows a situation where the collision between the host vehicle M and the first preceding vehicle Na cannot be avoided only by braking the host vehicle M.

  When the first determination unit 12 determines that the distance between the host vehicle M and the first preceding vehicle Na is equal to or greater than the braking distance of the host vehicle M (that is, the host vehicle M is only braked). If the collision between the host vehicle M and the first preceding vehicle Na cannot be avoided), the first avoidance route for avoiding the first preceding vehicle Na is set.

  The first avoidance route setting unit 13 sets a first avoidance route for the host vehicle M to avoid the first preceding vehicle Na in the traveling lane R based on the recognition results of the obstacle detection unit 10 and the white line recognition unit 11. Explore. The first avoidance route setting unit 13 searches for a first avoidance route until the host vehicle M stops based on the vehicle speed information of the vehicle speed sensor 5. That is, the length of the first avoidance route corresponds to the braking distance of the host vehicle M. The first avoidance route is assumed as a route in which the host vehicle M avoids the first preceding vehicle Na while decelerating by sufficient braking.

  Here, FIG. 3A is a plan view showing a state of searching for the first avoidance route. FIG. 3A shows the searched routes Ea, Ea1, Ea2, and the second preceding vehicle (second obstacle) Nb. The second preceding vehicle Nb is, for example, a two-wheeled vehicle. The second preceding vehicle Nb may be stopped or traveling. Here, the first preceding vehicle Na of a motorcycle is illustrated as the first obstacle, but other obstacles such as a pedestrian and a structure may be used. As illustrated in FIG. 3A, the first avoidance route setting unit 13 searches for an appropriate route by changing the steering angle by ± 0.1 deg, for example.

  In FIG. 3A, a situation is considered in which the obstacle detection unit 10 detects the first preceding vehicle Na close to the host vehicle M but does not detect the second preceding vehicle Nb far from the host vehicle M. Here, the first avoidance route setting unit 13 does not adopt the route Ea1 and the route Ea2 as the first avoidance route because the route Ea1 and the route Ea2 deviate from the travel lane R. Since the first avoidance route setting unit 13 does not recognize the second preceding vehicle Nb, it sets a route Ea that can avoid the first preceding vehicle Na without departing from the travel lane R as the first avoidance route.

  In the situation shown in FIG. 3 (b), the first avoidance route setting unit 13 causes the host vehicle M to approach the white line Ta on the left side because the first preceding vehicle Na is traveling to the right of the traveling lane R. A first avoidance route Ea to be avoided is set. The first avoidance route setting unit 13 adds to the host vehicle M in consideration of the ride comfort of the occupant when there are a plurality of routes that can avoid the first preceding vehicle Na without departing from the travel lane R. The path with the smallest lateral acceleration is set as the first avoidance path.

  Thereafter, the first avoidance route setting unit 13 determines whether or not the second preceding vehicle Nb exists on the first avoidance route Ea based on the detection result (latest detection result) of the obstacle detection unit 10. . The second preceding vehicle Nb is an obstacle recognized by the obstacle detecting unit 10 after the first preceding vehicle Na. In the situation shown in FIG. 3A, the first avoidance route setting unit 13 determines that the second preceding vehicle Nb exists on the first avoidance route.

  When it is determined by the first avoidance route setting unit 13 that the second preceding vehicle Nb is present on the first avoidance route Ea, the second determination unit 14 determines whether the first preceding vehicle Na and the second preceding vehicle Nb are present. Is determined to be larger than the sum of the own vehicle width W (vehicle width of the own vehicle M) and the inner wheel difference D of the own vehicle M. The distance L between the first preceding vehicle Na and the second preceding vehicle Nb is, for example, equal to the length of a straight line connecting the shortest distance between the first preceding vehicle Na and the second preceding vehicle Nb on the road surface. The own vehicle width W and the inner wheel difference D are values set in advance. That is, the sum of the own vehicle width W and the inner wheel difference D of the own vehicle M is also a preset value (predetermined value). The own vehicle width W is obtained from the specifications of the own vehicle M. The inner ring difference D is a preset value because the route is not determined at this stage. The inner wheel difference D may be, for example, the maximum inner wheel difference determined from the size of the host vehicle M, turning performance, and the like.

  The second avoidance route setting unit 15 determines by the second determination unit 14 that the distance L between the first preceding vehicle Na and the second preceding vehicle Nb is greater than the sum of the vehicle width W and the inner wheel difference D of the vehicle M. If it is, a second avoidance route for avoiding both the first preceding vehicle Na and the second preceding vehicle Nb is set. First, the second avoidance route setting unit 15 searches for a second avoidance route based on the detection result of the obstacle detection unit 10 and the recognition result of the white line recognition unit 11. The second avoidance route setting unit 15 may search for the second avoidance route using the first avoidance route.

  Here, FIG. 3B is a plan view showing a state of searching for the second avoidance route. FIG. 3B shows the searched routes Eb1, Eb2, and Eb, the transit position P1, and the intermediate position P2 between the first preceding vehicle Na and the second preceding vehicle Nb. FIG. 3B shows a width H that is half the width W of the host vehicle. As shown in FIG. 3B, the second avoidance route setting unit 15 passes the intermediate position P2 between the first preceding vehicle Na and the second preceding vehicle Nb after passing through the transit position P1 as the second avoidance route. Search for a route.

  The via position P1 is the travel lane from the white line Ta on the side where the host vehicle M approaches to avoid the first preceding vehicle Na along the first avoidance route Ea of the two white lines Ta and Tb of the travel lane R. It is a position separated by a width H in the R lane width direction. In the situation shown in FIG. 3B, since the first preceding vehicle Na is traveling to the right of the traveling lane R, the host vehicle M avoids the first preceding vehicle Na by moving to the left side (white line Ta side). To do. In addition, the host vehicle M avoids by taking a sufficient distance from the first preceding vehicle Na within a range in which the host vehicle M does not deviate from the traveling lane R by passing through the via position P1 that is separated from the white line Ta by the width H. be able to.

  The intermediate position P2 is an intermediate position of a straight line connecting the shortest distance between the first preceding vehicle Na and the second preceding vehicle Nb on the road surface. The intermediate position P2 is a position equidistant from both the first preceding vehicle Na and the second preceding vehicle Nb. The own vehicle M can be avoided while ensuring an appropriate margin for both the first preceding vehicle Na and the second preceding vehicle Nb by passing through the intermediate position P2. The intermediate position P2 is not strictly limited to a position equidistant from both the first preceding vehicle Na and the second preceding vehicle Nb, and an error is allowed.

  Further, the second avoidance route setting unit 15 searches for the second avoidance route until the host vehicle M stops based on the vehicle speed information of the vehicle speed sensor 5. That is, the length of the second avoidance route corresponds to the braking distance of the host vehicle M.

  For example, among the searched routes Eb1, Eb2, and Eb, the second avoidance route setting unit 15 does not adopt the route Eb1 that travels before the first preceding vehicle Na as the second avoidance route. Note that the second avoidance route setting unit 15 may employ the route Eb1 as the second avoidance route when the first preceding vehicle Na is a stationary obstacle such as a structure. Further, the second avoidance route setting unit 15 does not adopt the route Eb2 toward the second preceding vehicle Nb as the second avoidance route.

  FIG.3 (c) is a top view which shows the condition which set the 2nd avoidance path | route. As shown in FIG. 3C, the second avoidance route setting unit 15 sets a route Eb that appropriately avoids the first preceding vehicle Na and the second preceding vehicle Nb in two stages as the second avoidance route. The second avoidance route setting unit 15 sets a second avoidance route Eb for two-stage avoidance that passes through the via position P1 and the intermediate position P2.

  The control unit 16 performs collision avoidance control for avoiding a collision between the host vehicle M and an obstacle. The control unit 16 performs collision avoidance control of the host vehicle M by transmitting a control signal to the actuator 6. The control unit 16 is a case where the first determination unit 12 determines that there is a possibility of collision between the host vehicle M and the first preceding vehicle Na, and the distance between the host vehicle M and the first preceding vehicle Na is the own. When it is determined that the distance is greater than or equal to the braking distance of the vehicle M, collision avoidance control of the host vehicle M is performed only by braking. The control unit 16 performs collision avoidance control of the host vehicle M only by braking by transmitting a control signal to the brake actuator. For example, the control unit 16 performs collision avoidance control until the host vehicle M stops.

  The control unit 16 is a case where the first determination unit 12 determines that the distance between the host vehicle M and the first preceding vehicle Na is equal to or greater than the braking distance of the host vehicle M, and the first avoidance route Ea is set. If a collision occurs, collision avoidance control along the first avoidance path Ea is performed. The control unit 16 performs collision avoidance control for controlling the steering of the host vehicle M along the first avoidance path Ea while decelerating the host vehicle M by braking. In this case, the braking force of the collision avoidance control is the same as the braking force of the collision avoidance control of the host vehicle M only by braking, for example. For example, the control unit 16 performs collision avoidance control until the host vehicle M stops.

  When the first avoidance route setting unit 13 detects the second preceding vehicle Nb on the first avoidance route Ea and the second avoidance route setting unit 15 sets the second avoidance route Eb. Performs collision avoidance control of the host vehicle M along the second avoidance route Eb. The control unit 16 performs collision avoidance control for controlling the steering of the host vehicle M along the second avoidance route Eb of two-stage avoidance while decelerating the host vehicle M by braking. In this case, the braking force of the collision avoidance control is the same as the braking force of the collision avoidance control of the host vehicle M only by braking, for example. For example, the control unit 16 performs collision avoidance control until the host vehicle M stops.

  In addition, the control unit 16 is a case where the first determination unit 12 determines that the distance between the host vehicle M and the first preceding vehicle Na is less than the braking distance of the host vehicle M, and the first avoidance route setting unit When the first avoidance route cannot be set by the step 13, the pre-crash brake for reducing the collision damage is performed because the collision cannot be avoided only by the braking. The control unit 16 can execute a known control as a pre-crash brake. For example, the control unit 16 performs pre-crash braking by transmitting a control signal to the brake actuator. Further, the control unit 16 may adjust the position of the occupant's headrest or adjust the tension of the seat belt as control of the pre-crash brake.

  Even when the first avoidance route setting unit 13 sets the first avoidance route Ea, the control unit 16 determines that the second preceding vehicle Nb exists on the first avoidance route Ea, and the first avoidance route Ea is set. When it is determined that the distance L between the preceding vehicle Na and the second preceding vehicle Nb is smaller than the sum of the own vehicle width W and the inner wheel difference D of the own vehicle M, pre-crash braking for reducing collision damage is performed. At this time, the control unit 16 applies the pre-crash brake against the collision with the second preceding vehicle Nb positioned far from the first preceding vehicle Na while controlling the own vehicle M along the first avoidance route Ea. You may go. The control unit 16 may perform pre-crash braking against a collision with the first preceding vehicle Na.

<Collision avoidance control of collision avoidance control device>
Next, the collision avoidance control of the collision avoidance control apparatus 1 according to this embodiment will be described. FIG. 4 is a flowchart showing the collision avoidance control of the collision avoidance control apparatus 1 according to this embodiment. For example, the collision avoidance control device 1 executes the flowchart shown in FIG. 4 for each preset time while the host vehicle M is traveling. Hereinafter, the first preceding vehicle Na is illustrated as the first obstacle, and the second preceding vehicle Nb is illustrated as the second obstacle.

  As shown in FIG. 4, the ECU 2 of the collision avoidance control device 1 detects the presence of the first preceding vehicle Na by the obstacle detection unit 10 as step S101. If the presence of the first preceding vehicle Na is not detected (step S101: NO), the ECU 2 ends the control of the current flowchart. After that, the ECU 2 executes Step S101 again after a preset time has elapsed. When the presence of the first preceding vehicle Na is detected (step S101: YES), the ECU 2 proceeds to step S102.

  In step S <b> 102, the ECU 2 determines whether or not there is a possibility of collision between the first preceding vehicle Na and the host vehicle M by the first determination unit 12. For example, when the TTC of the host vehicle M with respect to the first preceding vehicle Na is equal to or greater than a preset TTC threshold, the first determination unit 12 determines that there is no possibility of a collision between the first preceding vehicle Na and the host vehicle M. To do. When it is determined that there is no possibility of collision between the first preceding vehicle Na and the host vehicle M (step S102: NO), the ECU 2 ends the control of the current flowchart. After that, the ECU 2 executes Step S101 again after a preset time has elapsed.

  On the other hand, for example, when the TTC of the host vehicle M with respect to the first leading vehicle Na is less than a preset TTC threshold, the first determination unit 12 may collide with the first leading vehicle Na and the host vehicle M. It is determined that there is. When it is determined that there is a possibility of collision between the first preceding vehicle Na and the host vehicle M (step S102: YES), the ECU 2 proceeds to step S103.

  In step S <b> 103, the ECU 2 determines whether the distance between the host vehicle M and the first preceding vehicle Na is less than the braking distance of the host vehicle M by the first determination unit 12. When it is determined that the distance between the host vehicle M and the first preceding vehicle Na is equal to or greater than the braking distance of the host vehicle M (step S103: NO), the ECU 2 proceeds to step S104. When it is determined that the distance between the host vehicle M and the first preceding vehicle Na is less than the braking distance of the host vehicle M (step S103: YES), the ECU 2 proceeds to step S105.

  In step S <b> 104, the ECU 2 performs collision avoidance control with only braking by the controller 16. The control unit 16 performs collision avoidance control only for braking by transmitting a control signal to the brake actuator. The ECU 2 ends the control of the current flowchart after performing the collision avoidance control only for braking. After that, the ECU 2 executes Step S101 again after a preset time has elapsed.

  In step S <b> 105, the ECU 2 sets (searches) the first avoidance route by the first avoidance route setting unit 13. The first avoidance route setting unit 13 sets a first avoidance route for the host vehicle M to avoid the first preceding vehicle Na in the traveling lane R based on the recognition results of the obstacle detection unit 10 and the white line recognition unit 11. Explore. The first avoidance route setting unit 13 sets the first avoidance route when the search is successful. Thereafter, the ECU 2 proceeds to step S106.

  In step S106, the ECU 2 determines whether or not the first avoidance route setting unit 13 has set the first avoidance route Ea. If the ECU 2 cannot set the first avoidance route Ea (step S106: NO), the ECU 2 proceeds to step S107. When the ECU 2 can set the first avoidance route Ea (step S106: YES), the ECU 2 proceeds to step S108.

  In step S107, the ECU 2 performs pre-crash braking by the control unit 16. For example, the control unit 16 performs pre-crash braking by transmitting a control signal to the brake actuator. After performing the pre-crash brake, the ECU 2 ends the control of the current flowchart. After that, the ECU 2 executes Step S101 again after a preset time has elapsed.

  In step S108, the ECU 2 determines whether or not the second preceding vehicle Nb exists on the first avoidance route Ea by the first avoidance route setting unit 13. The first avoidance route setting unit 13 determines whether or not the second preceding vehicle Nb exists on the first avoidance route Ea based on the recognition result of the obstacle detection unit 10. If the ECU 2 determines that the second preceding vehicle Nb does not exist on the first avoidance route Ea (step S108: NO), the ECU 2 proceeds to step S109. If the ECU 2 determines that the second preceding vehicle Nb exists on the first avoidance route Ea (step S108: YES), the ECU 2 proceeds to step S110.

  In step S109, the ECU 2 performs collision avoidance control along the first avoidance path Ea by the control unit 16. The control unit 16 performs collision avoidance control for controlling steering along the first avoidance path Ea while decelerating the host vehicle M by braking by transmitting control signals to the brake actuator and the steering actuator. After performing the collision avoidance control, the ECU 2 ends the control of the current flowchart. After that, the ECU 2 executes Step S101 again after a preset time has elapsed.

  In step S110, the ECU 2 determines whether the distance L between the first preceding vehicle Na and the second preceding vehicle Nb is greater than the sum of the vehicle width W and the inner wheel difference D of the vehicle M by the second determination unit 14. To do. When it is determined that the distance L between the first preceding vehicle Na and the second preceding vehicle Nb is smaller than the sum of the own vehicle width W and the inner wheel difference D of the own vehicle M (step S110: NO), the ECU 2 proceeds to step S107. Transition. When it is determined that the distance L between the first preceding vehicle Na and the second preceding vehicle Nb is greater than the sum of the own vehicle width W and the inner wheel difference D of the own vehicle M (step S110: YES), the ECU 2 proceeds to step S111. Transition.

  In step S111, the ECU 2 uses the second avoidance route setting unit 15 to set (search) a second avoidance route for avoiding both the first preceding vehicle Na and the second preceding vehicle Nb. The second avoidance route setting unit 15 searches for and sets the second avoidance route Eb based on the recognition results of the obstacle detection unit 10 and the white line recognition unit 11. Thereafter, the ECU 2 proceeds to step S112. Note that the ECU 2 may proceed to step S107 when the second avoidance route Eb cannot be set in step S111.

  In step S112, the ECU 2 performs collision avoidance control along the second avoidance route Eb by the control unit 16. The control unit 16 transmits the control signal to the brake actuator and the steering actuator, thereby performing the collision avoidance control for controlling the steering along the second avoidance path Eb of the two-stage avoidance while decelerating the host vehicle M by braking. . After performing the collision avoidance control, the ECU 2 ends the control of the current flowchart. After that, the ECU 2 executes Step S101 again after a preset time has elapsed.

<Operation and effect of collision avoidance control device>
According to the collision avoidance control device 1 according to the present embodiment described above, the first obstacle avoiding the first obstacle is avoided in order to avoid the collision between the host vehicle M and the first obstacle (for example, the first preceding vehicle Na). After setting the avoidance route Ea, when it is determined that the second obstacle (for example, the second preceding vehicle Nb) exists on the first avoidance route Ea, the second avoidance route Eb for two-stage avoidance is set (searched). Thus, collision avoidance control along the second avoidance path Eb that appropriately avoids the first obstacle and the second obstacle can be performed. Moreover, according to the collision avoidance control device 1, the host vehicle M can avoid the vehicle by taking a sufficient distance from the first obstacle because the second avoidance route Eb passes through the route position P1. Furthermore, according to the collision avoidance control apparatus 1, the first obstacle is obtained by setting the second avoidance path Eb that passes through the intermediate position P2 between the first obstacle and the second obstacle after passing through the via position P1. Since the host vehicle M can be made to enter at an angle (with a large approach angle) with respect to a straight line connecting the obstacle and the second obstacle, a small angle with respect to the straight line connecting the first obstacle and the second obstacle Compared to the case where the vehicle enters the vehicle, it is possible to easily secure a margin between the first obstacle and the second obstacle and the host vehicle M, and the collision between the host vehicle M and the first obstacle and the second obstacle is reduced. It can be avoided appropriately.

  As mentioned above, although preferred embodiment of this invention was described, this invention is not limited to embodiment mentioned above. The present invention can be implemented in various forms including various modifications and improvements based on the knowledge of those skilled in the art including the above-described embodiments.

  DESCRIPTION OF SYMBOLS 1 ... Collision avoidance control apparatus 2 ... ECU 3 ... Laser radar 4 ... Stereo camera 5 ... Vehicle speed sensor 6 ... Actuator 10 ... Obstacle detection part 11 ... White line recognition part 12 ... 1st determination part 13 ... 1st avoidance path setting part 14 ... 2nd determination part 15 ... 2nd avoidance route setting part 16 ... control part Ea ... 1st avoidance route, Ea1, Ea2, Eb1, Eb2 ... Searched route Eb ... 2nd avoidance route M ... Own vehicle Ms ... route Na ... 1st preceding vehicle Nb ... 2nd preceding vehicle H ... Width (width of half of own vehicle width W) P1 ... Via position P2 ... Intermediate position R ... Traveling lane Ta, Tb ... White line.

Claims (1)

A collision avoidance control device for performing collision avoidance control for avoiding a collision between an own vehicle and an obstacle,
An obstacle detection unit for detecting an obstacle ahead of the host vehicle;
A white line recognition unit for recognizing a white line of a traveling lane on which the host vehicle travels;
When the first obstacle ahead of the host vehicle is detected by the obstacle detector, the possibility of collision between the host vehicle and the first obstacle is determined based on the detection result of the obstacle detector. A first determination unit for determining presence or absence;
When it is determined by the first determination unit that there is a possibility of collision between the host vehicle and the first obstacle, based on the detection result of the obstacle detection unit and the recognition result of the white line recognition unit, A first avoidance route setting unit for setting a first avoidance route for avoiding the first obstacle in the travel lane;
When a second obstacle is detected on the first avoidance path by the obstacle detection unit, an interval between the first obstacle and the second obstacle is determined based on a detection result of the obstacle detection unit. A second determination unit for determining whether the vehicle width of the host vehicle set in advance and the inner wheel difference of the host vehicle set in advance are larger than a sum;
When the second determination unit determines that the distance between the first obstacle and the second obstacle is greater than the sum of the vehicle width of the host vehicle and the inner wheel difference of the host vehicle, the obstacle detection unit A second avoidance route setting unit that sets a second avoidance route that avoids the first obstacle and the second obstacle in the travel lane based on the detection result, the recognition result of the white line recognition unit;
In the case where the first avoidance route is set, when the second obstacle is not detected on the first avoidance route, collision avoidance control of the host vehicle along the first avoidance route is performed, and the first avoidance route is performed. When the second obstacle is detected on the route and the second avoidance route is set by the second avoidance route setting unit, the collision avoidance control of the host vehicle along the second avoidance route is performed. A control unit for performing
With
The second avoidance route setting unit includes the white line on the side closer to the host vehicle to avoid the first obstacle along the first avoidance route of the two white lines of the travel lane. The second avoidance path that passes through a position that is half the vehicle width of the host vehicle in the lane width direction of the traveling lane and then passes through an intermediate position between the first obstacle and the second obstacle is set. , Collision avoidance control device.

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