JP6657676B2 - Vehicle travel control device and vehicle travel control method - Google Patents

Description

  The present invention relates to a vehicle travel control device and a vehicle travel control method for avoiding collision or reducing damage.

  In recent years, an advanced emergency braking system (AEBS: Advanced Emergency Braking System) that alerts a driver when an approach of a vehicle ahead or the like is detected and activates a brake system of the vehicle for the purpose of avoiding collision or reducing collision damage has been spreading. is there. The AEBS issues a warning when the vehicle approaches the vehicle in front, prompts the driver to decelerate the vehicle, etc. If the vehicle approaches the vehicle in front, the AEBS applies relatively weak braking such as engine brakes and approaches the vehicle further. In such a case, emergency braking with a strong braking force such as a foot brake is applied.

  For example, Patent Literature 1 discloses a vehicle that performs such control and reduces an engine output set according to an accelerator opening at a predetermined rate even when a driver depresses an accelerator pedal during automatic braking operation. An automatic brake control device is disclosed.

JP 2015-145139 A

  In the conventional vehicle travel control device, the collision avoidance control is executed by the AEBS when the moving vehicle approaches the own vehicle and there is a danger of collision. The timing at which the avoidance control is started is advanced.

  However, the earlier timing means that the inter-vehicle distance between the host vehicle and the moving vehicle is secured, and in this case, the need for collision avoidance control is reduced. In consideration of such a situation, it is desirable to improve the AEBS so that the vehicle can be more efficiently controlled while maintaining safety.

  An object of the present invention is to provide a vehicle travel control device and a vehicle travel control method for controlling a vehicle more efficiently while maintaining safety.

  A driving control device for a vehicle according to an aspect of the present invention includes: a risk calculating unit configured to calculate a height of a risk of a collision with a forward object existing in front of the host vehicle; A control unit that executes a warning and / or a control of braking of the own vehicle, wherein the control unit is configured to, when a relative speed of the forward target object with respect to the own vehicle is less than a predetermined threshold value, The control is performed in a situation where the distance between the host vehicle and the front object is short as compared with collision avoidance control that reduces the impact when the vehicle collides with the front object and avoids collision with the front object. A configuration for executing the damage mitigation control to be started is adopted.

  A traveling control method for a vehicle according to one aspect of the present invention includes a step of calculating a level of danger to a collision with a forward object existing in front of the host vehicle, and an alarm according to the level of danger. And / or performing a control of braking the own vehicle, wherein the step of performing the control of the braking includes, when the relative speed of the forward target object with respect to the own vehicle is less than a predetermined threshold value, The control is performed in a situation where the distance between the host vehicle and the front object is shorter than the collision avoidance control that reduces the impact when the host vehicle collides with the front object and avoids the collision with the front object. Now executes the damage mitigation control that is started.

  ADVANTAGE OF THE INVENTION According to this invention, a vehicle can be controlled more efficiently, maintaining safety.

1 is a block diagram showing an example of a configuration of a vehicle including a vehicle travel control device according to an embodiment of the present invention. Flow chart showing the operation procedure of the vehicle travel control device shown in FIG. Diagram showing the relationship between relative speed and control start distance

  Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings.

(Embodiment)
FIG. 1 is a block diagram showing an example of a configuration of a vehicle 1 including a vehicle travel control device 160 according to an embodiment of the present invention. In the present embodiment, the vehicle 1 is, for example, a large vehicle such as a truck equipped with an in-line six-cylinder diesel engine. Although not shown in detail because it is a known configuration, the vehicle 1 includes an engine, a clutch, a transmission (transmission), a propulsion shaft (propeller shaft), a differential device (differential gear), and a drive system for driving the vehicle 1. It has a shaft (drive shaft) and wheels. The power of the engine is transmitted to the transmission via the clutch, and the power transmitted to the transmission is transmitted to the wheels via the propulsion shaft, the differential, and the drive shaft. Thus, the power of the engine is transmitted to the wheels, and the vehicle 1 runs.

  As shown in FIG. 1, the vehicle 1 includes a detection unit 120, a speed detection unit 140, a vehicle traveling control device 160, an alarm unit 180, and a braking unit 200.

  The detection unit 120 is a fusion sensor including a vehicle-mounted camera, a millimeter-wave radar, and the like, and detects a forward target existing in front of the vehicle 1. Specifically, the detection unit 120 determines what the front target is from the image of the front target captured by the on-board camera. The detecting unit 120 determines a forward target by pattern matching from an image captured by a vehicle-mounted camera, for example.

  Further, the detection unit 120 detects the reflected wave of the millimeter wave radiated from the millimeter wave radar, calculates the distance between the vehicle 1 and the target ahead, and further calculates the distance between the reflected waves due to the Doppler effect. , The relative speed of the forward object with respect to the vehicle 1 is calculated.

  In addition, the detection unit 120 determines the state of the forward target object based on the determination result of the forward target object, information on the own vehicle speed output from the speed detection unit 140, and information on the relative speed of the forward target object. A type indicating a certain object is determined. This type includes, for example, a moving vehicle, a stopped vehicle, an oncoming vehicle, a moving object other than the vehicle, a stopped object other than the vehicle, an oncoming object other than the vehicle, and the like. Note that the detection unit 120 repeatedly performs the type determination of the forward target object.

  The detection unit 120 transmits the information on the distance between the vehicle 1 and the front target, the information on the relative speed, and the type information on the front target to the vehicle travel control device 160 (the collision margin time calculation unit 162 described below, the target deceleration). It outputs to the calculation part 164 and the control part 165).

  The speed detection unit 140 acquires wheel rotation information (not shown) from a rotation sensor (not shown), calculates the speed of the vehicle 1 based on the wheel rotation information, and outputs the information on the speed to the detection unit 120 and the brake control unit 168. Output to

  The vehicle travel control device 160 automatically controls the braking amount of the vehicle 1 separately from a braking instruction by a brake pedal (not shown). In the vehicle travel control device 160, alarm control, alarm brake control, and emergency brake control are set as three types of braking control having different braking levels.

  The warning control is the control with the lowest braking level that is executed first when the vehicle travel control device 160 determines that there is a possibility of collision with the forward object. In the alarm control, the driver is prompted to perform a collision avoidance operation including a brake operation (braking operation) by outputting an alarm sound or alerting the front target by a meter display or the like.

  The alarm brake control is a control that is executed when an appropriate collision avoidance operation (such as steering or brake operation by the driver) is not performed by the driver with respect to the alarm control. In the alarm brake control, relatively weak intervention of automatic braking (braking) is performed, and the automatic braking reminds the driver.

  The emergency brake control is a control with the highest braking level that is executed when the driver has not yet performed an appropriate collision avoidance operation with respect to the alarm brake control. In the emergency brake control, a strong automatic brake (braking) intervention is performed, and the collision between the vehicle 1 and the forward object is avoided by the automatic brake.

  As shown in FIG. 1, the vehicle travel control device 160 includes a collision margin time calculation unit 162, a target deceleration calculation unit 164, and a control unit 165. The control unit 165 includes an alarm control unit 166 and a braking control unit 168.

  The collision margin time calculation unit 162 (corresponding to a risk calculation unit) calculates the level of risk of collision with a forward object existing ahead of the host vehicle. For example, based on the distance and the relative speed between the vehicle 1 and the front object output from the detection unit 120, the collision margin time calculation unit 162 may determine whether the vehicle 1 and the front object are likely to collide with each other before the collision occurs. It is determined whether or not it is in the state. Specifically, the time to collision calculation unit 162 calculates a time to collision (hereinafter, referred to as “TTC (Time To Collision)”) by dividing the distance between the vehicle 1 and the forward object by the relative speed. .

  When the value of the calculated TTC is, for example, less than 3.0 [sec] and equal to or more than 1.8 [sec], the collision margin time calculation unit 162 has a high possibility that the vehicle 1 collides with the forward object. It is determined that the state is the first state before the occurrence of the collision (in other words, the state in which the execution of the alarm control is necessary), and the fact is notified to the target deceleration calculation unit 164 and the control unit 165. When the value of TTC is, for example, less than 1.8 [sec] and 0.6 [sec] or more, the collision margin time calculation unit 162 determines that there is a possibility that the vehicle 1 will collide with the front target. It is determined that the second pre-collision state is higher than the first pre-collision state (in other words, the state in which the execution of the alarm brake control is required), and the target deceleration calculation unit 164 and the control unit 165 determine that. Notice. When the TTC value is, for example, less than 0.6 [sec], the collision margin time calculation unit 162 determines that the possibility that the vehicle 1 will collide with the forward target is higher than the second collision pre-occurrence state. It is determined that the vehicle is in the state before the collision of No. 3 (in other words, the state in which the emergency brake control needs to be executed), and the fact is notified to the target deceleration calculating section 164 and the control section 165.

  The target deceleration calculation unit 164 determines that the relative speed is zero when the type of the forward target notified from the detection unit 120 is a moving vehicle and the relative speed of the moving vehicle with respect to the vehicle 1 is greater than a predetermined negative value. Then, the target deceleration in the warning brake (hereinafter, “first target deceleration”) and the target deceleration in the emergency brake (hereinafter, “second target deceleration”) are calculated. More specifically, the target deceleration calculating unit 164 determines that the type of the forward target is a moving vehicle and that the relative speed of the moving vehicle with respect to the vehicle 1 is greater than a predetermined negative value. When notified from 162 that the vehicle is in the second pre-collision state, for example, it outputs a first target deceleration for realizing a speed reduction amount of 10 km / h to the braking control unit 168. In addition, the target deceleration calculating unit 164 determines that the type of the forward target is a moving vehicle and that the relative speed of the moving vehicle with respect to the vehicle 1 is greater than a predetermined negative value. In a case where it is notified that the vehicle is in the state before the collision of No. 3, the second target deceleration required for avoiding the collision between the vehicle 1 and the forward object is calculated and output to the braking control unit 168.

  In addition, the target deceleration calculation unit 164 determines that the type of the forward target object notified from the detection unit 120 is a moving vehicle, and that the relative speed of the moving vehicle with respect to the vehicle 1 is smaller than a predetermined negative value. The first target deceleration in the warning brake and the second target deceleration in the emergency brake are calculated so as to achieve a predetermined speed reduction amount equal to or less than the negative absolute value, for example, 50 km / h. Specifically, the target deceleration calculation unit 164 determines that the collision margin time calculation unit is used when the type of the forward target is a moving vehicle and the relative speed of the moving vehicle with respect to the vehicle 1 is smaller than a predetermined negative value. When notified from 162 that the vehicle is in the second pre-collision state, for example, it outputs a first target deceleration for realizing a speed reduction amount of 10 km / h to the braking control unit 168. In addition, the target deceleration calculating unit 164 determines that the type of the forward target is a moving vehicle and that the relative speed of the moving vehicle with respect to the vehicle 1 is smaller than a predetermined negative value. In a case where it is notified that the vehicle is in the state before the occurrence of the collision of No. 3, a second target deceleration for realizing a speed reduction amount of, for example, 40 km / h is output to the braking control unit 168.

  It is desirable that the absolute value of the predetermined negative value is equal to the predetermined speed reduction amount. Thereby, the control by the combination of the collision avoidance control and the damage reduction control can be optimized.

  The control unit 165 controls the alarm control unit 166 and the brake control unit 168 when the type information of the forward target output from the detection unit 120 is a predetermined type. For example, when the type information of the forward target output from the detection unit 120 is a moving vehicle or a stopped vehicle, the control unit 165 causes the alarm control unit 166 and the brake control unit 168 to start the control.

  When the forward object is a moving vehicle, control unit 165 determines whether the relative speed of the moving vehicle with respect to vehicle 1 is less than a predetermined threshold value, for example, -50 km / h. If the relative speed is equal to or higher than -50 km / h, the control unit 165 shifts to control (collision avoidance control) for avoiding collision of the vehicle 1 with the moving vehicle, and the relative speed is -50 km. If the value is less than / h, the control unit 165 shifts to control (damage reduction control) for reducing the impact when the vehicle 1 collides with the moving vehicle.

  Specifically, in the collision avoidance control, control is performed such that the relative speed of the moving vehicle to the vehicle 1 is 0 km / h while maintaining the distance between the vehicle 1 and the moving vehicle at a predetermined value larger than 0 m. In the damage mitigation control, control is performed to reduce the speed of the vehicle 1 by the speed reduction amount (for example, 50 km / h).

  The alarm control unit 166 outputs an alarm output command to the alarm unit 180 when receiving a notification indicating that the state is determined to be the first pre-collision occurrence state from the collision margin time calculation unit 162 via the control unit 165, An alarm (for example, a meter display or a speaker sound) for notifying the driver that the possibility of collision between the vehicle 1 and the forward object is in a first pre-collision state is generated. In addition, when the alarm control unit 166 receives a notification indicating that the state is the second pre-collision occurrence state from the collision margin time calculation unit 162 via the control unit 165, it outputs an alarm output command to the alarm unit 180. Then, an alarm for notifying the driver that the possibility of collision between the vehicle 1 and the forward target object is the second pre-collision state is generated. In addition, when the alarm control unit 166 receives a notification indicating that the state is determined to be the third pre-collision state from the collision margin time calculation unit 162 via the control unit 165, it outputs an alarm output command to the alarm unit 180. Then, an alarm for notifying the driver that the possibility of collision between the vehicle 1 and the forward object is the third pre-collision state is generated. The driver may be informed that the possibility of collision between the vehicle 1 and the forward object is high by causing a light emitting device such as a lamp to emit light instead of the meter display or the speaker sound.

  The brake control unit 168 is, for example, a brake control device such as an EBS (Electronic Braking System). When the first target deceleration is output from the target deceleration calculation unit 164, the braking control unit 168 calculates the actual deceleration of the vehicle 1 obtained by differentiating the speed output from the speed detection unit 140 by a predetermined time. Controls the braking unit 200 such that the first target deceleration is generated, and generates a first braking force (warning brake) for the vehicle 1 such as an engine brake. Further, when the second target deceleration is output from the target deceleration calculation unit 164, the braking control unit 168 controls the braking unit 200 so that the actual deceleration of the vehicle 1 becomes the second target deceleration. A second braking force (emergency braking) larger than the first braking force is generated for the first braking force.

  The warning unit 180 acquires a warning output command from the vehicle traveling control device 160 (warning control unit 166). The warning unit 180 outputs a warning when the warning output command is acquired. The alarm unit 180 may output an alarm by sounding a speaker, or may output an alarm by causing a light emitting device such as a lamp to emit light.

  The braking unit 200 is, for example, a foot brake that applies a resistance to the wheels of the vehicle 1, and applies a braking force to the vehicle 1 under the control of the braking control unit 168. The braking unit 200 is not limited to a foot brake as long as it generates a braking force on the vehicle 1. For example, the braking unit 200 may be an auxiliary brake such as a retarder that applies resistance to a propulsion shaft (propeller shaft) or an exhaust brake that applies a load to an engine.

  The above-described vehicle travel control device 160 includes a CPU (Central Processing Unit) or an arithmetic device such as a microcomputer, a ROM (Read Only Memory), a hard disk, an SSD (Solid State Drive), and a RAM (Random Access Memory). The storage device and an input / output circuit are provided, and the arithmetic unit executes a program preset in the storage device to realize the function of the program.

  Next, the operation of the above-described vehicle travel control device 160 will be described. FIG. 2 is a flowchart showing an operation procedure of vehicle running control device 160 shown in FIG.

  In step S201, the control unit 165 acquires the type information of the forward target from the detection unit 120. In step S202, the control unit 165 determines whether the type of the forward target is a moving vehicle. If the target is a moving vehicle (YES), the process proceeds to step S203, and if the forward target is not a moving vehicle (NO), the process proceeds to step S215.

  In step S203, the control unit 165 determines whether or not the relative speed of the forward object with respect to the vehicle 1 output from the detection unit 120 is greater than a predetermined threshold Th (negative value). If it is larger (YES), the process moves to step S204, and if the relative speed is equal to or less than the threshold Th (NO), the process moves to step S215. The threshold Th is, for example, -50 km / h.

  In step S204, the control unit 165 determines to execute the collision avoidance control. In step S205, the collision margin time calculation unit 162 sets predetermined thresholds Th1 to Th3. The predetermined first threshold value Th1 is, for example, 3.0 [seconds], the predetermined second threshold value Th2 is, for example, 1.6 [seconds], and the predetermined third threshold value Th3 is, for example, 0.0 [second]. 6 seconds.

  In step S206, the time to collision calculation unit 162 calculates the TTC for the forward target object. In step S207, the control unit 165 determines that the TTC calculated in step S206 is less than the first threshold value Th1 and Is determined to be not less than the second threshold value Th2. If the TTC is less than the first threshold Th1 and equal to or greater than the second threshold Th2 (YES), the process proceeds to step S208. If the TTC is not less than the first threshold Th1 and is not equal to or greater than the second threshold Th2 (NO), the process proceeds to step S226. I do.

  In step S208, the alarm control unit 166 issues an alarm output command to the alarm unit 180. In step S209, the control unit 165 determines that the TTC calculated in step S206 is less than the second threshold value Th2, and It is determined whether it is equal to or more than a predetermined third threshold Th3. When the TTC is less than the second threshold Th2 and is equal to or more than the third threshold Th3 (YES), the process proceeds to step S210, and when the TTC is less than the second threshold Th2 and not more than the third threshold Th3. (NO), the process moves to step S226.

  In step S210, the target deceleration calculating section 164 calculates a first target deceleration in the alarm brake for realizing a speed reduction amount of, for example, 10 km / h, and in step S211, the braking control section 168 executes the processing in step S210. In accordance with the first target deceleration calculated in, the brake unit 200 executes the alarm brake.

  In step S212, the control unit 165 determines whether the TTC calculated in step S206 is less than a third predetermined threshold Th3. If the TTC is less than the third threshold Th3 (YES), the process proceeds to step S213, and if the TTC is equal to or greater than the third threshold Th3 (NO), the process proceeds to step S226.

  In step S213, the target deceleration calculation unit 164 calculates a second target deceleration required for collision avoidance, and in step S214, the braking control unit 168 calculates the braking unit in accordance with the second target deceleration calculated in step S213. The control unit 200 causes the emergency braking to be executed, and then proceeds to step S226.

  In step S215, the control unit 165 determines to execute the damage mitigation control. Here, the damage reduction control for realizing the total speed reduction amount of 50 km / h will be described.

  In Step S216, the collision margin time calculation unit 162 sets predetermined thresholds Th4 to Th6. The predetermined fourth threshold value Th4 (<Th1) is, for example, 2.8 [seconds], the predetermined fifth threshold value Th5 (<Th2) is, for example, 1.4 [seconds], and the predetermined sixth threshold value Th5 (<Th2). The threshold Th6 (<Th3) is, for example, 0.4 “second”.

  In step S217, the time to collision calculation unit 162 calculates the TTC for the forward object, and in step S218, the control unit 165 determines that the TTC calculated in step S206 is less than the fourth threshold value Th4 and Is determined to be not less than the fifth threshold value Th5. If the TTC is less than the fourth threshold Th4 and equal to or greater than the fifth threshold Th5 (YES), the process proceeds to step S219. If the TTC is not less than the fourth threshold Th4 and is not equal to or greater than the fifth threshold Th5 (NO), the process proceeds to step S226. I do.

  In step S219, the alarm control unit 166 issues an alarm output command to the alarm unit 180. In step S220, the control unit 165 determines that the TTC calculated in step S217 is less than a predetermined fifth threshold value Th5, and It is determined whether or not it is equal to or greater than a predetermined sixth threshold Th6. When TTC is less than the fifth threshold Th5 and is equal to or greater than the sixth threshold Th6 (YES), the process proceeds to step S221, and when TTC is less than the fifth threshold Th5 and is not greater than or equal to the sixth threshold Th6. (NO), the process moves to step S226.

  In step S221, the target deceleration calculating unit 164 calculates a first target deceleration in the alarm brake for realizing a speed reduction amount of, for example, 10 km / h, and in step S222, the braking control unit 168 executes the processing in step S221. In accordance with the first target deceleration calculated in, the brake unit 200 executes the alarm brake.

  In step S223, the control unit 165 determines whether the TTC calculated in step S217 is less than a predetermined sixth threshold Th6. When TTC is less than the sixth threshold Th6 (YES), the process proceeds to step S224, and when TTC is equal to or greater than the sixth threshold Th6 (NO), the process proceeds to step S226.

  In step S224, the target deceleration calculation unit 164 calculates a second target deceleration for realizing a speed reduction amount of, for example, 40 km / h, and in step S225, the braking control unit 168 calculates in step S224. In accordance with the second target deceleration, the control unit 200 causes the braking unit 200 to execute emergency braking, and proceeds to step S226.

  In step S226, the control unit 165 determines whether or not the type information of the forward target has been acquired from the detection unit 120, that is, whether or not the forward target has been detected. If these pieces of information have been obtained (YES), the process returns to step S202, and if these pieces of information have not been obtained (NO), the operation of the vehicle travel control device 160 ends.

  FIG. 3 is a diagram illustrating a relationship between the relative speed and the control start distance. In FIG. 3, the horizontal axis represents the relative speed of the moving vehicle with respect to the vehicle 1, the vertical axis represents the distance between the vehicle 1 and the moving vehicle, and represents the distance at which the vehicle 1 starts alarm control or braking control. In FIG. 3, the solid line L1 shows the relationship between the start distance of the alarm control in the collision avoidance control and the relative speed, and the dotted line L1a shows the relationship between the start distance of the alarm control in the damage reduction control and the relative speed. The solid line L2 indicates the relationship between the start distance of the alarm brake control and the relative speed in the collision avoidance control, and the dotted line L2a indicates the relationship between the start distance of the alarm brake control and the relative speed in the impact avoidance control. Further, a solid line L3 indicates the relationship between the start distance of the emergency brake control and the relative speed in the collision avoidance control, and the dotted line L3a indicates the relationship between the start distance of the emergency brake control and the relative speed in the impact avoidance control. In FIG. 3, for comparison, the relationship between the control start distance and the relative speed in the collision avoidance control is shown even in a range of less than -50 km / h.

  As shown in FIG. 3, for example, when the relative speed of the moving vehicle with respect to the vehicle 1 is −80 km / h, the start distance of the alarm control in the collision avoidance control is 80 m, and the start distance of the alarm control in the damage reduction control. Becomes 73 m. In addition, where the control start distance of the alarm brake in the collision avoidance control is 62 m, the control start distance of the alarm brake in the damage reduction control is 55 m. Further, when the control start distance of the emergency brake in the collision avoidance control is 38 m, the control start distance of the emergency brake in the damage reduction control is 32 m.

  As described above, when the relative speed is less than −50 km / h, that is, when the moving vehicle that is the forward target approaches the vehicle 1 rapidly, the brake continuation time becomes longer, and thus the control is started at a faster timing. However, in this case, the driver can avoid the collision by himself, and thus the necessity of performing the collision avoidance control is reduced. Therefore, the vehicle 1 can be more efficiently controlled while maintaining safety by performing the damage reduction control in which the requirement for braking of the vehicle 1 is further reduced instead of the collision avoidance control.

  As described above, according to the present embodiment, when the relative speed of the moving vehicle to vehicle 1 is less than the predetermined threshold, control unit 165 determines that the distance between vehicle 1 and the moving object is smaller than in the collision avoidance control. By executing the damage mitigation control, in which the automatic brake control is started in a short situation, unnecessary operations such as frequent braking control can be reduced, and the safety of the vehicle can be improved while maintaining safety. It can be controlled efficiently.

  In the present embodiment, the threshold value for switching between the collision avoidance control and the damage mitigation control is set to -50 km / h. However, the present invention is not limited to this, and the present invention is not limited thereto. The speed may be used.

  The present invention is useful for controlling a vehicle more efficiently while maintaining safety.

DESCRIPTION OF SYMBOLS 1 Vehicle 120 detection part 140 Speed detection part 160 Vehicle travel control device 162 Collision allowance time calculation part 164 Target deceleration calculation part 165 Control part 166 Warning control part 168 Brake control part 180 Warning part 200 Braking part

Claims (2)

A detection unit configured to detect a type of a forward object existing in front of the own vehicle and a relative speed of the forward object with respect to the own vehicle,
A risk calculating unit that calculates the height of the risk of the host vehicle colliding with the forward object,
A control unit that executes control of an alarm and / or braking of the host vehicle according to the degree of the risk,
With
The control unit, when it is determined that the relative speed exceeds a predetermined threshold after determining that the forward target is a moving vehicle, executes a collision avoidance control to avoid a collision with the forward target, If the forward object is determined to be stopping the vehicle, before SL to reduce the impact when the host vehicle collides with the front object, the between the vehicle and the forward object as compared to the collision avoidance control Performing damage mitigation control in which the control is started in a situation where the distance is short,
Travel control device for vehicles. Detecting the type of the front object existing in front of the host vehicle and the relative speed of the front object with respect to the host vehicle;
Calculating the height of the risk of collision of the host vehicle with the front object,
Executing a warning and / or braking control of the host vehicle according to the level of the risk;
With
In the step of performing the braking control, when it is determined that the relative speed exceeds a predetermined threshold after determining that the forward target is a moving vehicle, collision avoidance control that avoids a collision with the forward target. it is executed, if the forward object is determined to be stopping the vehicle, before SL to reduce the impact when the host vehicle collides with the front object, the said vehicle as compared to the collision avoidance control Execute the damage mitigation control in which the control is started in a situation where the distance to the forward object is short,
A traveling control method for a vehicle.

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