JP7337328B2 - vehicle controller - Google Patents

Description

The present invention relates to a vehicle control device that assists running of a vehicle.

Conventionally, it relates to automatic braking for automatically braking the own vehicle so as to avoid collision between the own vehicle and predetermined objects around the own vehicle (oncoming vehicles, preceding vehicles, pedestrians, obstacles, etc.) techniques have been proposed. For example, Patent Literature 1 discloses a technique of obtaining an intersection position between the trajectory of the own vehicle and the trajectory of an oncoming vehicle, and controlling automatic braking according to the time it takes for the own vehicle to reach the intersection position. ing. Further, for example, Patent Literature 2 discloses a technique of setting a virtual stop line on map data based on the stop positions of a plurality of vehicles, and controlling automatic braking so that the vehicle is temporarily stopped on this virtual stop line. ing.

JP 2018-95097 A JP 2018-197964 A

In the conventional technology, when the own vehicle crosses the oncoming lane, basically, the possibility of the own vehicle directly colliding with the oncoming vehicle (typically has controlled automatic braking based on the time to collision (TTC) for the vehicle to collide with an oncoming vehicle. However, in the conventional technology, when crossing the oncoming lane, there is a system that sets a virtual object corresponding to the oncoming vehicle and controls the automatic braking based on this virtual object instead of the oncoming vehicle. didn't. In other words, there has been no technology for avoiding a collision between the own vehicle and an oncoming vehicle by controlling automatic braking so that the own vehicle does not come into contact with a virtual object. If the automatic brake is controlled based on the virtual object corresponding to the oncoming vehicle in this way, it is possible to effectively avoid the collision between the own vehicle and the oncoming vehicle when the own vehicle crosses the oncoming lane.

Note that the technology described in Patent Document 2 sets a virtual stop line (virtual stop line), but this technology defines a specific stop position at which the vehicle should be temporarily stopped on the map data. It is not intended to avoid a collision with an oncoming vehicle when the vehicle crosses the oncoming lane.

The present invention has been made to solve the above-described problems. An object of the present invention is to provide a vehicle control device capable of effectively avoiding a collision between a vehicle and an oncoming vehicle.

To achieve the above object, the present invention provides a vehicle control device for assisting the traveling of a vehicle, comprising: an oncoming vehicle detection sensor configured to detect an oncoming vehicle approaching the own vehicle; a controller configured to automatically brake the own vehicle so as to avoid collision between the own vehicle and the oncoming vehicle detected by the oncoming vehicle detection sensor when crossing the lane; The controller sets a virtual wall between the host vehicle and the oncoming vehicle that moves along with the progress of the oncoming vehicle and extends in the traveling direction of the oncoming vehicle. determines whether the vehicle will come into contact with the virtual wall. When the own vehicle crosses the oncoming lane in the curve section without automatically braking the own vehicle, a curved virtual wall is set according to the curvature of the curve section. .

In the present invention configured as described above, the controller operates a virtual vehicle to which automatic brake control is applied, which is defined for avoiding collision between the own vehicle and the oncoming vehicle when the own vehicle crosses the oncoming lane. A virtual wall is set as a target object. Specifically, the controller sets a virtual wall between the host vehicle and the oncoming vehicle that moves in accordance with the progress of the oncoming vehicle and extends in the traveling direction of the oncoming vehicle. This virtual wall is not set to block the front of the own vehicle, but is set to the side of the own vehicle and extends along the traveling lane of the own vehicle and the oncoming lane. By using such a virtual wall, it is possible to appropriately stop the own vehicle at a position relatively distant from the oncoming vehicle, thereby effectively avoiding a collision between the own vehicle and the oncoming vehicle.
Further, according to the present invention, when the host vehicle crosses the oncoming lane in a curve section, the controller sets a curved virtual wall according to the curvature of the curve section. As a result, even in a curve section, it is possible to appropriately set a virtual wall for activating the automatic brake to avoid collision between the own vehicle and the oncoming vehicle.

In the present invention, the controller is preferably configured to set the virtual wall along the center line of the road on which the own vehicle and the oncoming vehicle travel.
According to the present invention configured in this way, it is possible to prevent the own vehicle from crossing the center line and protruding into the oncoming lane, that is, blocking the oncoming lane with a part of the own vehicle. Therefore, it is possible to more effectively avoid a collision between the own vehicle and the oncoming vehicle.

In the present invention, preferably the controller is configured to set the virtual wall using the curvature of the centerline as the curvature of the curve section.
According to the present invention configured as described above, since the curvature of the center line of the road on which the vehicle and the oncoming vehicle are traveling is used as the curvature of the curve section, an appropriately curved virtual wall is set according to the curvature of the curve section. can do.

In the present invention, preferably, when the center line cannot be obtained, the controller creates a virtual line extending along the side of the oncoming vehicle on the own vehicle side, and sets the virtual wall along the virtual line. ing.
According to the present invention configured in this manner, typically, when the center line on the road on which the own vehicle and the oncoming vehicle are running cannot be detected (for example, when the center line is not drawn on the road), can also appropriately set a virtual wall for activating automatic braking.

In the present invention, the controller is preferably configured to set the rear end of the virtual wall on the side of the oncoming vehicle at a position separated from the rear end of the oncoming vehicle by a distance corresponding to the speed of the oncoming vehicle.
According to the present invention configured in this way, it is possible to appropriately prevent the own vehicle from contacting the oncoming vehicle when the own vehicle begins to pass through the oncoming lane. In particular, the front end of the own vehicle and the rear end of the oncoming vehicle can be appropriately restrained.

In the present invention, the controller is preferably configured to set the rear end of the virtual wall on the side of the oncoming vehicle to the position of the rear end of the oncoming vehicle.
According to the present invention configured in this way, it is possible to reliably prevent the own vehicle from contacting the oncoming vehicle when the own vehicle begins to pass through the oncoming lane. In particular, contact between the front end of the host vehicle and the rear end of the oncoming vehicle can be reliably suppressed.

According to the vehicle control device of the present invention, when the own vehicle crosses the oncoming lane, the own vehicle is automatically braked based on the virtual wall corresponding to the oncoming vehicle, thereby effectively preventing the collision between the own vehicle and the oncoming vehicle. can be effectively avoided.

1 is a block diagram showing a schematic configuration of a vehicle control device according to an embodiment of the invention; FIG. FIG. 4 is an explanatory diagram of automatic brake control according to the first embodiment of the present invention; 4 is a flow chart showing automatic brake control according to the first embodiment of the present invention; FIG. 9 is an explanatory diagram of automatic brake control according to a second embodiment of the present invention; FIG. 9 is a flow chart showing automatic brake control according to a second embodiment of the present invention; FIG. It is explanatory drawing about the automatic brake control by 3rd Embodiment of this invention. It is a flow chart which shows automatic brake control by a 3rd embodiment of the present invention. It is explanatory drawing about the automatic brake control by 4th Embodiment of this invention. It is a flow chart which shows automatic brake control by a 4th embodiment of the present invention.

A vehicle control device according to an embodiment of the present invention will be described below with reference to the accompanying drawings.

<Configuration of Vehicle Control Device>
First, referring to FIG. 1, the configuration of a vehicle control system according to an embodiment of the present invention will be described. FIG. 1 is a block diagram showing a schematic configuration of a vehicle control device according to an embodiment of the invention.

As shown in FIG. 1, the vehicle control device 100 mainly includes a controller 10 such as an ECU (Electronic Control Unit), a plurality of sensors and switches, and a plurality of control devices. This vehicle control device 100 is mounted on a vehicle and performs various controls so as to assist the running of the vehicle.

The plurality of sensors and switches include a camera 21, a radar 22, a plurality of behavior sensors (vehicle speed sensor 23, acceleration sensor 24, yaw rate sensor 25) for detecting behavior of the vehicle, and a plurality of behavior switches (steering angle sensor 26, accelerator sensor 25). 27, brake sensor 28), positioning device 29, navigation device 30, communication device 31, and operation device 32. Further, the plurality of control devices include an engine control device 51, a brake control device 52, a steering control device 53, and an alarm control device .

The controller 10 is configured by a computer device including a processor 11, a memory 12 for storing various programs executed by the processor 11, an input/output device, and the like. The controller 10 controls the engine control device 51, the brake control device 52, the steering control device 53, and the alarm control device 54 based on signals received from the plurality of sensors and switches described above, respectively. , is configured to be capable of outputting a control signal for appropriately activating the alarm device. In particular, in the present embodiment, the controller 10 controls collision between the own vehicle on which the controller 10 is mounted and a predetermined object (for example, an oncoming vehicle, a preceding vehicle, a pedestrian, an obstacle, etc.) around the own vehicle. By controlling the brake device via the brake control device 52, the host vehicle is automatically braked, that is, the automatic brake is actuated.

The camera 21 photographs the surroundings of the vehicle (typically the front of the vehicle) and outputs image data. Controller 10 identifies various objects based on the image data received from camera 21 . For example, the controller 10 identifies preceding vehicles, parked vehicles, pedestrians, traveling paths, lane markings (central lines, lane boundaries, white lines, yellow lines), traffic signals, traffic signs, stop lines, intersections, obstacles, and the like. do.

Radar 22 measures the positions and velocities of various objects around the vehicle (typically in front of the vehicle). For example, the radar 22 measures the positions and velocities of preceding vehicles, oncoming vehicles, parked vehicles, pedestrians, fallen objects on the roadway, and the like. As the radar 22, for example, a millimeter wave radar can be used. The radar 22 transmits radio waves in the traveling direction of the vehicle and receives reflected waves generated when the transmitted waves are reflected by objects. Then, the radar 22 measures the distance between the vehicle and the object (for example, the inter-vehicle distance) and the relative speed of the object with respect to the vehicle, based on the transmitted wave and the received wave.
Note that a laser radar may be used as the radar 22 instead of the millimeter wave radar, and an ultrasonic sensor or the like may be used instead of the radar 22 . Furthermore, multiple sensors may be used in combination to measure the position and velocity of the object.

The vehicle speed sensor 23 detects the speed of the vehicle (vehicle speed), the acceleration sensor 24 detects the acceleration of the vehicle, the yaw rate sensor 25 detects the yaw rate generated in the vehicle, and the steering angle sensor 26 detects the steering of the vehicle. The wheel rotation angle (steering angle) is detected, the accelerator sensor 27 detects the depression amount of the accelerator pedal, and the brake sensor 28 detects the depression amount of the brake pedal. The controller 10 can calculate the speed of the object based on the speed of the vehicle 1 detected by the vehicle speed sensor 23 and the relative speed of the object detected by the radar 22 .

The positioning device 29 includes a GPS receiver and/or a gyro sensor and detects the position of the vehicle (current vehicle position information). The navigation device 30 stores map information inside and can provide the map information to the controller 10 . Based on the map information and the current vehicle position information, the controller 10 identifies roads, intersections, traffic lights, buildings, etc. existing around the vehicle (especially in the traveling direction). Map information may be stored within the controller 10 .

The communication device 31 performs vehicle-to-vehicle communication with other vehicles in the vicinity of the vehicle, and performs road-to-vehicle communication with roadside communication devices installed in the vicinity of the vehicle. The communication device 31 acquires communication data from other vehicles and traffic data (traffic congestion information, speed limit information, etc.) from traffic infrastructure through such vehicle-to-vehicle communication and road-to-vehicle communication, and transmits these data to the controller. Output to 10.

The operation device 32 is provided in the vehicle interior and is an input device operated by the driver to perform various settings related to the vehicle. The operation device 32 is, for example, switches and buttons provided on an instrument panel, a dash panel, a center console, a touch panel provided on a display device, and the like, and outputs an operation signal corresponding to the operation of the driver to the controller 10. . In the present embodiment, the operating device 32 is configured to switch ON/OFF of the control for assisting the running of the vehicle and to adjust the content of the control for assisting the running of the vehicle. For example, by operating the operation device 32, the driver can switch on/off automatic braking to avoid collision between the vehicle and an object, various settings related to a virtual wall to be applied during automatic braking, and It is now possible to set the warning timing to avoid a collision between the vehicle and an object, and to switch on/off the control that vibrates the steering wheel to avoid a collision between the vehicle and an object. there is

At least one of the camera 21, the radar 22, and the communication device 31 corresponds to an example of an "oncoming vehicle detection sensor" in the present invention for detecting an oncoming vehicle approaching the own vehicle.

The engine control device 51 controls the engine of the vehicle. The engine control device 51 is a component that can adjust engine output (driving force), and includes, for example, spark plugs, fuel injection valves, throttle valves, and a variable valve mechanism that changes the opening and closing timing of intake and exhaust valves. including. The controller 10 sends a control signal to the engine control device 51 to change the engine output when it is necessary to accelerate or decelerate the vehicle.

The brake control device 52 controls the brake device of the vehicle. The brake control device 52 is a component that can adjust the braking force of the brake device, and includes, for example, a brake actuator such as a hydraulic pump and a valve unit. The controller 10 sends a control signal to the brake control device 52 to generate a braking force when it is necessary to decelerate the vehicle.

The steering control device 53 controls the steering device of the vehicle. The steering control device 53 is a component that can adjust the steering angle of the vehicle, and includes, for example, an electric motor of an electric power steering system. The controller 10 transmits a control signal to the steering control device 53 to change the steering direction when it is necessary to change the traveling direction of the vehicle.

The alarm control device 54 controls an alarm device capable of issuing a predetermined alarm to the driver. This alarm device is a display device, a speaker, or the like provided in the vehicle. For example, the controller 10 transmits a control signal to the alarm control device 54 so that the alarm device issues an alarm when the possibility of the own vehicle colliding with an object increases. In this example, the controller 10 causes the display device to display an image to notify that there is a high possibility of colliding with the object, or outputs a sound to a speaker to notify that there is a high possibility of colliding with the object. output from

<Automatic brake control>
Next, automatic brake control according to the embodiment of the present invention will be described. In this embodiment, when the own vehicle crosses the oncoming lane (meaning a lane that extends along the own lane in which the own vehicle travels and faces the own lane), the controller 10 controls the controller 10 so that the own vehicle travels in the oncoming lane. It controls the activation of the automatic brakes so as to avoid colliding with oncoming vehicles. Various embodiments relating to automatic brake control are described below.

(First embodiment)
First, automatic brake control according to the first embodiment of the present invention will be described with reference to FIG. FIG. 2 shows a situation in which the own vehicle 1 is about to turn right at an intersection and cross the oncoming lane.

In the situation shown in FIG. 2, there is a possibility that the own vehicle 1 will collide with the oncoming vehicle 2, so the controller 10 activates the automatic brakes so as to avoid the collision between the own vehicle 1 and the oncoming vehicle 2. Control. In particular, in this embodiment, the controller 10 moves along with the progress of the oncoming vehicle 2. In other words, the controller 10 moves toward the own vehicle 1 together with the oncoming vehicle 2 and extends in the traveling direction of the oncoming vehicle 2. A wall W1 is set between the own vehicle 1 and the oncoming vehicle 2, and automatic braking is controlled so that the own vehicle 1 does not come into contact with the virtual wall W1. That is, in the present embodiment, the controller 10 controls automatic braking so that the vehicle 1 does not contact the virtual wall W1, thereby preventing the vehicle 1 from colliding with the oncoming vehicle 2. do. As a result, collision avoidance between the own vehicle 1 and the oncoming vehicle 2 can be effectively realized.

In this embodiment, the virtual wall is a virtual object to which automatic brake control is applied, which is defined to avoid collision between the own vehicle 1 and the oncoming vehicle 2 . The imaginary wall has at least a length defined by a front end W1a on the host vehicle side and a rear end W1b on the oncoming vehicle side (that is, a length from the front end W1a to the rear end W1b). Along with such length, the virtual wall may also define some width (which may be constant or may vary depending on the situation). However, basically, the height is not specified for the virtual wall.

Further, in this embodiment, the controller 10 sets the virtual wall W1 along the center line of the road on which the own vehicle 1 and the oncoming vehicle 2 travel. Specifically, the controller 10 sets the virtual wall W1 so as to extend parallel to and be positioned on the center line. This prevents the vehicle 1 from crossing the center line and running into the oncoming lane, that is, blocking the oncoming lane by part of the vehicle 1 .

Here, in general, there are many intersections where no center line is drawn. creates a virtual center line L3 and sets a virtual wall W1. Specifically, the controller 10 controls the center line L1 on the road on the own vehicle side across the intersection on the road on which the own vehicle 1 and the oncoming vehicle 2 travel, and the road on which the own vehicle 1 and the oncoming vehicle 2 travel. A virtual center line L3 is created by connecting a center line L2 on the road on the opposite vehicle side across the intersection. More specifically, the controller 10 creates the virtual center line L3 by connecting the end points of the center line L1 and the end points of the center line L2 with straight lines. By doing so, when the own vehicle 1 crosses the oncoming lane at an intersection where no center line is drawn, the center line used for setting the virtual wall W1 described above can be appropriately defined.

In one example, since the center lines L1 and L2 have a certain width, the controller 10 selects the center lines L1 and L2 as end points of the center lines L1 and L2 used when creating the virtual center line L3 as described above. Apply the point on the side edge of the own lane in Further, the controller 10 controls the virtual wall W1 so that the side edge of the virtual wall W1 on the own lane side overlaps the imaginary center line L3 (when the width of the imaginary center line L3 is specified, the side edge of the imaginary center line L3 on the own lane side). , the virtual wall W1 is positioned.

Even if the vehicle 1 crosses the oncoming lane at an intersection where the center line is not drawn, if the oncoming vehicle 2 is far away from the vehicle 1, that is, the oncoming vehicle 2 is far away from the intersection. In this case, the virtual wall W1 may be set using the center line L2 on the oncoming vehicle side. Also, when the oncoming vehicle 2 approaches the host vehicle 1 considerably (for example, when the oncoming vehicle 2 is passing through an intersection), the virtual wall W1 may be set using the center line L1 of the host vehicle.

In this embodiment, the controller 10 moves the front end W1a of the virtual wall W1 on the host vehicle side from the front end 2a of the oncoming vehicle 2 by a distance X1 corresponding to the relative speed between the host vehicle 1 and the oncoming vehicle 2. set at a distance. Specifically, first, the controller 10 obtains the time required for the own vehicle 1 to finish passing through the oncoming lane (hereinafter referred to as "t2"). More specifically, the controller 10 specifies a point P2 where the travel locus of the vehicle 1 crossing the oncoming lane and the side edge of the oncoming lane on the opposite side of the center line (indicated by the dashed line L4) intersect, The time (arrival time) until the rear end of the own vehicle 1 reaches the point P2 is obtained as the time t2 required for the own vehicle 1 to finish passing through the oncoming lane.

Then, the controller 10 separates the front end W1a of the virtual wall W1 from the front end 2a of the oncoming vehicle 2 by a distance X1 obtained by multiplying the relative speed between the own vehicle 1 and the oncoming vehicle 2 by the obtained arrival time t2. position. If the speed (absolute value) of own vehicle 1 is denoted as "V1" and the speed (absolute value) of oncoming vehicle 2 is denoted as "V2", distance X1 is expressed by "X1=(V1+V2)×t2". . By defining the front end W1a of the virtual wall W1 in this way, it is possible to appropriately prevent the own vehicle 1 from coming into contact with the oncoming vehicle 2 until the own vehicle 1 has completely passed through the oncoming lane. In particular, contact between the rear end of the host vehicle 1 and the front end 2a of the oncoming vehicle 2 can be appropriately suppressed.

Further, in the present embodiment, the controller 10 sets the rear end W1b of the virtual wall W1 on the oncoming vehicle side to a position separated from the rear end 2b of the oncoming vehicle 2 by a distance X2 corresponding to the speed V2 of the oncoming vehicle 2. set to Specifically, first, the controller 10 obtains the time until the own vehicle 1 reaches the imaginary center line L3 (hereinafter referred to as "t1"). More specifically, the controller 10 specifies a point P1 where the travel locus of the vehicle 1 crossing the oncoming lane and the imaginary center line L3 intersect, and determines the time ( arrival time) is obtained as the time t1 until the own vehicle 1 reaches the imaginary center line L3.

Then, the controller 10 separates the rear end W1b of the virtual wall W1 from the rear end 2b of the oncoming vehicle 2 by a distance X2 obtained by multiplying the velocity V2 (absolute value) of the oncoming vehicle 2 by the obtained arrival time t1. position. This distance X2 is represented by "X2=V2×t1". By defining the rear end W1b of the virtual wall W1 in this way, it is possible to appropriately prevent the own vehicle 1 from contacting the oncoming vehicle 2 when the own vehicle 1 begins to pass through the oncoming lane. In particular, contact between the front end of the host vehicle 1 and the rear end 2b of the oncoming vehicle 2 can be appropriately suppressed. In addition, when the speed V2 of the oncoming vehicle 2 is 0, that is, when the oncoming vehicle 2 is stopped, the distance X2 becomes 0. In this case, the controller 10 sets the rear end W1b of the virtual wall W1 to the position of the rear end 2b of the oncoming vehicle 2 .

Next, FIG. 3 is a flow chart showing automatic brake control according to the first embodiment of the present invention. The processing related to this flowchart is repeatedly executed by the controller 10 at a predetermined cycle (for example, every 100 ms).

First, in step S101, the controller 10 acquires various types of information from the plurality of sensors and switches described above. Specifically, the controller 10 includes a camera 21, a radar 22, a vehicle speed sensor 23, an acceleration sensor 24, a yaw rate sensor 25, a steering angle sensor 26, an accelerator sensor 27, a brake sensor 28, a positioning device 29, a navigation device 30, and a communication device. 31, to obtain a signal input from the operation device 32;

Next, in step S102, the controller 10 determines whether or not the vehicle 1 is going to cross the oncoming lane. In particular, the controller 10 determines whether or not the vehicle 1 is about to turn right at an intersection to cross the oncoming lane. For example, the controller 10 operates when the driver operates the turn signal for a right turn, when the steering wheel is operated in the clockwise direction in a situation where the speed of the vehicle 1 has decreased below a predetermined speed, When the guidance route set by the device 30 includes a right turn route at the next intersection, it is determined that the own vehicle 1 is about to turn right at the intersection and cross the oncoming lane. In this case (step S102: Yes), the controller 10 proceeds to step S103. On the other hand, if it is not determined that the host vehicle 1 is about to turn right at the intersection and cross the oncoming lane (step S102: No), the controller 10 exits the series of routines shown in this flowchart.

Next, in step S103, the controller 10 determines whether or not there is an oncoming vehicle 2 approaching the host vehicle 1. Specifically, the controller 10 receives signals input from the camera 21 (corresponding to image data), signals input from the radar 22, and signals input from the communication device 31 (signals corresponding to inter-vehicle communication). ) and the like, a process for detecting an oncoming vehicle 2 approaching the own vehicle 1 is performed. As a result, when the oncoming vehicle 2 approaching the own vehicle 1 is detected, the controller 10 determines that the oncoming vehicle 2 exists (step S103: Yes), and proceeds to step S104. On the other hand, if the oncoming vehicle 2 approaching the host vehicle 1 is not detected, the controller 10 determines that the oncoming vehicle 2 does not exist (step S103: No), and exits the series of routines shown in this flow chart. .

Next, in step S104, the controller 10 determines whether or not the oncoming vehicle 2 will go straight, that is, whether or not the oncoming vehicle 2 will go straight without turning left or right at the intersection. Specifically, the controller 10 first detects the traveling direction and the center line of the oncoming vehicle 2 (the center line L2 of the road on the oncoming vehicle side, or When the applicable imaginary center line L3 is determined, the angle formed with the imaginary center line L3) is determined. The controller 10 then determines whether the obtained angle is less than a predetermined angle (a relatively small angle close to 0 degrees). When the angle formed by the traveling direction of the oncoming vehicle 2 and the center line is less than a predetermined angle, the controller 10 determines that the oncoming vehicle 2 is traveling straight (step S104: Yes), and proceeds to step S105. On the other hand, when the angle formed by the traveling direction of the oncoming vehicle 2 and the center line is equal to or greater than a predetermined angle, the controller 10 determines that the oncoming vehicle 2 does not go straight (step S104: No). It is determined that the vehicle 2 will turn right or left at the intersection, and the series of routines shown in this flow chart is exited. The situation in which the oncoming vehicle 2 turns right or left at the intersection in this way does not correspond to the situation in which the automatic brake control based on the virtual wall W1 according to the present embodiment should be performed. Therefore, the controller 10 does not perform the automatic brake control according to the present embodiment in order to suppress unnecessary operation of the automatic brake. Note that in the process of step S104, when the controller 10 determines that the oncoming vehicle 2 does not blink the direction indicator based on sensor data (for example, image data acquired by the camera 21), the oncoming vehicle 2 may be determined to go straight.

Next, in step S105, the controller 10 creates a virtual centerline L3 within the intersection. Specifically, first, based on the signal input from the camera 21, that is, based on the image of the front of the vehicle captured by the camera 21, the controller 10 determines the intersection on the road on which the vehicle 1 and the oncoming vehicle 2 are traveling. A center line L1 on the road on the side of the own vehicle and a center line L2 on the road on the side of the oncoming vehicle across the intersection on which the own vehicle 1 and the oncoming vehicle 2 travel are specified. In particular, the controller 10 identifies endpoints of the center line L1 (points cut off by intersections on the center line L1) and endpoints of the center line L2 (points cut off by intersections on the center line L2). Then, the controller 10 uses a line segment connecting the endpoints of the center line L1 and the endpoints of the center line L2 as the virtual center line L3.

Next, in step S106, the controller 10 obtains the time t1 until the own vehicle 1 reaches the point P1 on the imaginary center line L3. Specifically, the controller 10 first determines the traveling trajectory of the own vehicle 1 when it crosses the oncoming lane based on the speed V1 of the own vehicle 1, the steering angle of the steering wheel, the intersection map data (especially the road shape), and the like. is obtained, and a point P1 at which the travel locus and the imaginary center line L3 intersect is specified. Then, the controller 10 obtains the time (arrival time) t1 until the current front end of the own vehicle 1 reaches the point P1 based on the speed V1 of the own vehicle 1 and the like.

Next, in step S107, the controller 10 obtains the time t2 required for the vehicle 1 to reach the point P2, that is, the time t2 required for the vehicle 1 to finish passing through the oncoming lane. Specifically, the controller 10 first determines the point where the travel locus obtained as described above when the vehicle 1 crosses the oncoming lane intersects with the side edge L4 of the oncoming lane on the opposite side of the center line. Identify P2. Then, the controller 10 obtains the time (arrival time) t2 until the current rear end of the own vehicle 1 reaches the point P2 based on the speed V1 of the own vehicle 1 and the like.

Next, in step S108, the controller 10 sets the virtual wall W1 based on the velocities V1 and V2 of the host vehicle 1 and the oncoming vehicle 2, the arrival times t1 and t2 obtained as described above, and the virtual center line L3. . Specifically, the controller 10 first moves the front end W1a of the virtual wall W1 from the front end 2a of the oncoming vehicle 2 to the distance X1 ( It is set at a position separated by X1=(V1+V2)×t2). Further, the controller 10 separates the rear end W1b of the virtual wall W1 from the rear end 2b of the oncoming vehicle 2 by a distance X2 obtained by multiplying the speed V2 of the oncoming vehicle 2 by the arrival time t1 (X2=V2×t1). position. The controller 10 arranges the virtual wall W1 having such a front end W1a and a rear end W1b so as to extend parallel to the virtual center line L3 and be positioned on the virtual center line L3.

Next, in step S109, the controller 10 determines whether the point P1 exists on the virtual wall W1. In other words, the controller 10 determines whether or not the virtual wall W1 (in particular, the front end W1a of the virtual wall W1) has reached the point P1 due to the progress of the oncoming vehicle 2 . Specifically, the controller 10 makes the determination in step S109 based on the position of the point P1 and the position of the front end W1a of the virtual wall W1 obtained as described above. As a result, when it is determined that the point P1 exists on the virtual wall W1 (step S109: Yes), the controller 10 proceeds to step S110. On the other hand, if it is determined that the point P1 does not exist on the virtual wall W1 (step S109: No), the controller 10 exits the series of routines shown in this flowchart. Thus, when the point P1 does not exist on the virtual wall W1, the oncoming vehicle 2 is sufficiently distant from the own vehicle 1, so that the own vehicle 1 collides with the oncoming vehicle 2 even if the own vehicle 1 crosses the oncoming lane. Therefore, the controller 10 does not control automatic braking based on the virtual wall W1 according to this embodiment.

Next, in step S110, the controller 10 obtains the time to collision/predicted time to collision (TTC: Time to Collision) for the vehicle 1 to collide with the virtual wall W1. Specifically, the controller 10 first detects the speed V1 of the host vehicle 1 and the speed of the virtual wall W1 (matches the speed V2 of the oncoming vehicle 2) based on signals input from the vehicle speed sensor 23, the camera 21, the radar 22, and the like. ), and the distance between the host vehicle 1 and the virtual wall W1. Then, the controller 10 divides the distance between the own vehicle 1 and the virtual wall W1 by the relative speed between the own vehicle 1 and the virtual wall W1 (that is, the relative speed between the own vehicle 1 and the oncoming vehicle 2 (V1+V2)). Obtain the TTC by Note that the vehicle 1 will collide with the virtual wall W1 when the vehicle 1 reaches the point P1 on the virtual center line L3. You may use the time t1 calculated|required by 1 as it is as TTC.

Next, in step S111, the controller 10 determines whether the TTC obtained as described above is less than the predetermined time. This predetermined time is a TTC threshold that defines the timing at which the automatic brake operation should be started so that the host vehicle 1 stops in front of the virtual wall W1, and is set by a predetermined arithmetic expression, simulation, experiment, or the like. (It may be a fixed value or a variable value).

As a result of step S111, when it is determined that the TTC is less than the predetermined time (step S111: Yes), the controller 10 proceeds to step S112. In step S112, the controller 10 controls the brake device via the brake control device 52 so as to activate the automatic brake, that is, to automatically brake the host vehicle 1. FIG. Thus, the own vehicle 1 is stopped by the virtual wall W1 by applying a braking force to the own vehicle 1 to decelerate it.

Note that the controller 10 may control the alarm control device 54 so that the alarm device issues an alarm when the automatic brake is actuated in this way. In other words, the controller 10 may cause the display device and/or the speaker to output an image and/or sound for notifying that there is a high possibility of colliding with the oncoming vehicle 2 along with the operation of the automatic brake. For example, it is preferable to issue a warning from a warning device before activating the automatic brakes.

On the other hand, as a result of step S111, if it is not determined that the TTC is less than the predetermined time (step S111: No), that is, if the TTC is greater than or equal to the predetermined time, the controller 10 executes a series of routines shown in this flowchart. Exit. In this case, the controller 10 does not activate automatic braking.

Next, the action and effects of the first embodiment of the present invention will be described. In the first embodiment, the controller 10 sets a virtual wall W1 between the host vehicle 1 and the oncoming vehicle 2 that moves in accordance with the progress of the oncoming vehicle 2 and extends in the direction in which the oncoming vehicle 2 travels. Since the automatic brake is controlled so that the vehicle 1 does not come into contact with the virtual wall W1, the own vehicle 1 can be appropriately stopped at a position relatively distant from the oncoming vehicle 2. Therefore, it is possible to effectively avoid a collision between the own vehicle 1 and the oncoming vehicle 2 .

Further, in the first embodiment, the controller 10 sets the virtual wall W1 along the center line of the road on which the own vehicle 1 and the oncoming vehicle 2 travel, so that the own vehicle 1 straddles the center line and protrudes into the oncoming lane. That is, it is possible to prevent a part of the own vehicle 1 from blocking the oncoming lane. Therefore, it becomes possible to avoid the collision between the own vehicle 1 and the oncoming vehicle 2 more effectively.

In the first embodiment, the controller 10 separates the front end W1a of the virtual wall W1 from the front end 2a of the oncoming vehicle 2 by a distance X1 corresponding to the relative speed (V1+V2) between the host vehicle 1 and the oncoming vehicle 2. Since it is set to the position, it is possible to appropriately prevent the own vehicle 1 from coming into contact with the oncoming vehicle 2 until the own vehicle 1 finishes passing through the oncoming lane. In particular, contact between the rear end of the host vehicle 1 and the front end 2a of the oncoming vehicle 2 can be appropriately suppressed. More specifically, the controller 10 multiplies the relative speed (V1+V2) by the time t2 required for the own vehicle 1 to finish passing through the oncoming lane from the front end W1a of the virtual wall W1 to the front end 2a of the oncoming vehicle 2. Since it is set at a position separated by the distance X1, contact with the oncoming vehicle 2 can be reliably suppressed until the own vehicle 1 finishes passing through the oncoming lane.

Further, in the first embodiment, the controller 10 sets the rear end W1b of the virtual wall W1 at a position separated from the rear end 2b of the oncoming vehicle 2 by the distance X2 corresponding to the speed of the oncoming vehicle 2. When the vehicle 1 starts passing through the oncoming lane, it is possible to appropriately prevent the own vehicle 1 from contacting the oncoming vehicle 2 . In particular, contact between the front end of the host vehicle 1 and the rear end 2b of the oncoming vehicle 2 can be appropriately suppressed. More specifically, the controller 10 multiplies the speed V2 of the oncoming vehicle 2 by the rear end W1b of the virtual wall W1 and the time t1 from the rear end 2b of the oncoming vehicle 2 until the own vehicle 1 reaches the center line. Since it is set at a position separated by the distance X2, it is possible to reliably prevent contact with the rear end 2b of the oncoming vehicle 2 when the own vehicle 1 begins to pass through the oncoming lane.

In the above-described first embodiment, the virtual wall W1 is set and the automatic braking control is performed when the vehicle 1 turns right at the intersection. is also applicable. That is, the automatic brake control according to this embodiment can also be applied to a situation where the vehicle 1 turns and crosses the oncoming lane at a place other than an intersection. For example, the automatic brake control according to the present embodiment can be applied to a situation in which the own vehicle 1 crosses the oncoming lane to enter a parking lot of a store located across the oncoming lane.

Further, when the automatic brake control according to the present embodiment is applied to a situation where the own vehicle 1 crosses the oncoming lane at a place other than the intersection, a center line is generally drawn on the road at the place other than the intersection. Therefore, the controller 10 does not need to create the virtual center line L3 as described above when performing the automatic brake control according to this embodiment. In this case, the controller 10 identifies the center line actually drawn on the road based on the image of the front of the vehicle taken by the camera 21, and sets the virtual wall W1 based on this center line. good.

Further, in the above-described embodiment, the braking force is applied to the vehicle by the brake device (brake control device 52) in the automatic brake control. You may

(Second embodiment)
Next, automatic brake control according to the second embodiment of the present invention will be described. In the following, the controls, actions and effects that are different from those of the first embodiment will be mainly described, and the explanations of the controls, actions and effects that are the same as those of the first embodiment will be omitted as appropriate.

FIG. 4 is an explanatory diagram of automatic brake control according to the second embodiment of the present invention. FIG. 4 also shows a situation in which the own vehicle 1 is about to turn right at an intersection and cross the oncoming lane.

As shown in FIG. 4, in the second embodiment, the controller 10 creates a virtual wall W2 between the host vehicle 1 and the oncoming vehicle 2 that extends toward the host vehicle 1 with the rear end 2b of the oncoming vehicle 2 as a base point. It is set on the imaginary center line L3. That is, in the above-described first embodiment, the controller 10 sets the rear end W1b of the virtual wall W1 to a position separated from the rear end 2b of the oncoming vehicle 2 by the distance X2 corresponding to the speed of the oncoming vehicle 2. (See FIG. 2), in the second embodiment, the controller 10 sets the rear end W2b of the virtual wall W2 to the position of the rear end 2b of the oncoming vehicle 2 . 1st Embodiment and 2nd Embodiment differ only in this point, and the other points are the same. More specifically, in the first embodiment, the controller 10 moves the rear end W1b of the virtual wall W1 from the rear end 2b of the oncoming vehicle 2 until the own vehicle 1 reaches the point P1 on the virtual center line L3. was set at a position separated by a distance X2 obtained by multiplying the speed V2 of the oncoming vehicle 2 by the time t1 of the oncoming vehicle 2. The rear end W2b of the virtual wall W2 is uniformly set to the position of the rear end 2b of the oncoming vehicle 2 regardless of V2.

Next, FIG. 5 is a flow chart showing automatic brake control according to a second embodiment of the present invention. The processing related to this flowchart is also repeatedly executed by the controller 10 at a predetermined cycle (every 100 ms, for example).

The processes of steps S201 to S205, steps S206, and S208 to S211 in FIG. 5 in the automatic brake control according to the second embodiment correspond to steps S101 to S105, S107, and S109 in FIG. 3 in the automatic brake control according to the first embodiment, respectively. This is the same as the processing of S112. On the other hand, in the second embodiment, the processing of step S106 of the first embodiment is not performed, and the processing content of step S207 of the second embodiment differs from that of step S108 of the first embodiment.

Specifically, in the second embodiment, unlike the first embodiment, the controller 10 does not perform the process (step S106) of obtaining the arrival time t1 to the point P1 on the imaginary center line L3. It should be noted that the controller 10 performs processing for obtaining the position of the point P1 (because the position of the point P1 is used in step S208). Then, in the second embodiment, in step S207, the controller 10 calculates the speeds V1 and V2 of the own vehicle 1 and the oncoming vehicle 2, the arrival time t2, and A virtual wall W2 is set based on the virtual center line L3. Specifically, the controller 10 first moves the front end W2a of the virtual wall W2 from the front end 2a of the oncoming vehicle 2 to a distance X1 ( It is set at a position separated by X1=(V1+V2)×t2). Also, the controller 10 sets the rear end W2b of the virtual wall W2 to the position of the rear end 2b of the oncoming vehicle 2 . Then, the controller 10 arranges the virtual wall W2 having such a front end W2a and a rear end W2b so as to extend parallel to the virtual center line L3 and be positioned on the virtual center line L3.

According to the second embodiment described above, the controller 10 controls the virtual wall W2 that moves as the oncoming vehicle 2 advances and extends toward the own vehicle 1 with the rear end 2b of the oncoming vehicle 2 as a base point. and the oncoming vehicle 2 to control automatic braking so that the own vehicle 1 does not come into contact with the virtual wall W2, thereby more effectively avoiding collision between the own vehicle 1 and the oncoming vehicle 2. becomes possible. Specifically, according to the second embodiment, contacting the oncoming vehicle 2 when the own vehicle 1 begins to pass through the oncoming lane, particularly contact between the front end of the own vehicle 1 and the rear end 2b of the oncoming vehicle 2 can be effectively suppressed.

In the above-described first embodiment, since there is a gap between the virtual wall W1 and the oncoming vehicle 2 in the front-rear direction, the automatic brake does not operate against this gap. There is a possibility of crossing (that is, the vehicle 1 may cross the oncoming lane while barely touching the oncoming vehicle 2). However, in the second embodiment, since the rear end W2b of the virtual wall W2 extends to the rear end 2b of the oncoming vehicle 2, there is no gap between the virtual wall W2 and the oncoming vehicle 2 in the front-rear direction. can be reliably suppressed from passing through the gap and crossing the oncoming lane.

(Third embodiment)
Next, automatic brake control according to the third embodiment of the present invention will be described. In the following, the controls, actions and effects that are different from those of the first embodiment will be mainly described, and the explanations of the controls, actions and effects that are the same as those of the first embodiment will be omitted as appropriate.

FIG. 6 is an explanatory diagram of automatic brake control according to the third embodiment of the present invention. FIG. 6 also shows a situation in which the own vehicle 1 is about to turn right at an intersection and cross the oncoming lane.

In the example shown in FIG. 6, since no center line is drawn on the road, the controller 10 cannot create the virtual center line L3 as in the first embodiment (see FIG. 2). In 3rd Embodiment, the controller 10 uses the virtual line L5 extended along the side 2c of the oncoming vehicle 2 instead of the virtual centerline L3, when the virtual centerline L3 cannot be created in this way. That is, in the first embodiment, the controller 10 creates the virtual center line L3 by connecting the center line L1 of the host vehicle and the center line L2 of the oncoming vehicle, and creates the virtual wall W1 on the virtual center line L3. However, in the third embodiment, the controller 10 creates a virtual line L5 extending along the side surface 2c of the oncoming vehicle 2 on the own vehicle side, and sets the virtual wall W3 on this virtual line L5. . Further, in the third embodiment, the controller 10 uses the virtual line L5 instead of the virtual center line L3 to specify the point P1 at which the virtual line L5 intersects with the travel locus when the vehicle 1 crosses the oncoming lane. . Using this point P1, the controller 10 obtains the time (arrival time) t1 until the vehicle 1 reaches the point P1, and sets the position of the rear end W3b of the virtual wall W3 based on this arrival time t1. 1st Embodiment and 3rd Embodiment differ in such a point, and the other points are the same.

Next, FIG. 7 is a flow chart showing automatic brake control according to a third embodiment of the present invention. The processing related to this flowchart is also repeatedly executed by the controller 10 at a predetermined cycle (every 100 ms, for example).

The processes of steps S301 to S304, steps S306, and S309 to S314 in FIG. 7 in the automatic brake control according to the third embodiment are the same as steps S101 to S104, S105, and S107 in FIG. 3 in the automatic brake control according to the first embodiment, respectively. This is the same as the processing of S112. On the other hand, the third embodiment differs from the first embodiment in that the processes of steps S305 and S307 are further performed. Further, step S308 of the third embodiment differs in processing content from step S106 of the first embodiment. Therefore, only steps S305, S307, and S308 will be described here.

In step S305, the controller 10 determines whether or not the virtual center line L3 can be created. Specifically, based on the image of the front of the vehicle captured by the camera 21, the controller 10 detects the center line of the road on which the vehicle 1 and the oncoming vehicle 2 travel (specifically, the center line L1 on the vehicle side). and processing for detecting the center line L2) on the side of the oncoming vehicle. As a result, when the center line on the road on which the own vehicle 1 and the oncoming vehicle 2 travel can be detected, the controller 10 determines that the virtual center line L3 can be created (step S305: Yes). , the process proceeds to step S306. In this case, the controller 10 creates the virtual center line L3 (step S306) in the same manner as in step S105 of the first embodiment described above.

On the other hand, when the center line on the road on which the own vehicle 1 and the oncoming vehicle 2 travel cannot be detected, the controller 10 determines that the virtual center line L3 cannot be created (step S305: No ) and proceed to step S307. Situations in which the center line cannot be detected include the case where the center line is not drawn on the road, the case where the center line on the road is unclear, and the case where the center line photographed by the camera 21 is unclear.

Next, in step S307, the controller 10 creates a virtual line L5 extending along the side surface 2c of the oncoming vehicle 2. FIG. Specifically, first, based on the image of the front of the own vehicle captured by the camera 21, the controller 10 first detects the side surface 2c of the oncoming vehicle 2 on the side of the own vehicle, particularly the line along the front-rear direction on the side surface 2c of the oncoming vehicle 2. Identify minutes. Then, the controller 10 creates a virtual line L5 that extends parallel to the identified line segment along the side surface 2c of the oncoming vehicle 2 and positioned on the line segment.

Next, in step S308, the controller 10 obtains the time t1 until the host vehicle 1 reaches the point P1 on the virtual line L5. Specifically, the controller 10 first obtains the travel locus when the host vehicle 1 crosses the oncoming lane, and specifies the point P1 where the travel locus and the virtual line L5 intersect. Then, the controller 10 obtains the time (arrival time) t1 until the current front end of the own vehicle 1 reaches the point P1 based on the speed V1 of the own vehicle 1 and the like.

According to the third embodiment described above, when the virtual center line L3 cannot be created, the controller 10 creates the virtual line L5 extending along the side surface 2c of the oncoming vehicle 2 on the host vehicle side. A virtual wall W3 is set on the virtual line L5. As a result, even when the center line on the road on which the vehicle 1 and the oncoming vehicle 2 are traveling cannot be detected (for example, when the center line is not drawn on the road), the vehicle 1 and the oncoming vehicle 2 can be detected. A virtual wall W3 can be appropriately set for activating the automatic brake to avoid collision.

In the above-described third embodiment, the virtual line L5 that contacts the side surface 2c of the oncoming vehicle 2 is used. good too. Specifically, instead of using a line segment along the front-rear direction on the side surface 2c of the oncoming vehicle 2 as the virtual line L5, a line segment along the front-rear direction on the side surface 2c of the oncoming vehicle 2 is moved a predetermined distance ( For example, a line segment shifted by several tens of centimeters may be used as the virtual line L5. When the virtual wall W3 is set using the virtual line L5 spaced apart from the side surface 2c of the oncoming vehicle 2 in this way, the virtual wall W3 is set using the virtual line L5 that is in contact with the side surface 2c of the oncoming vehicle 2. Collision between the own vehicle 1 and the oncoming vehicle 2 can be effectively avoided as compared with the case of doing so.

Further, in the above-described third embodiment, the rear end W3b of the virtual wall W3 is set at a position separated from the rear end 2b of the oncoming vehicle 2 by the distance X2 (see FIG. 6). The rear end W3b of the virtual wall W3 may be set at the position of the rear end 2b of the oncoming vehicle 2 as in the second embodiment.

(Fourth embodiment)
Next, automatic brake control according to the fourth embodiment of the invention will be described. In the following, the controls, actions and effects that are different from those of the first embodiment will be mainly described, and the explanations of the controls, actions and effects that are the same as those of the first embodiment will be omitted as appropriate.

FIG. 8 is an explanatory diagram of automatic brake control according to the fourth embodiment of the present invention. FIG. 8 shows a situation in which the own vehicle 1 is about to turn right at an intersection in a curved section (that is, an intersection on a curved road) to cross the oncoming lane.

As shown in FIG. 8, in the fourth embodiment, the controller 10 sets a curved virtual wall W4 according to the curvature of the curve section when the vehicle 1 crosses the oncoming lane in the curve section. In this fourth embodiment as well, the controller 10 creates a virtual center line L3 based on the center line L1 of the road on the host vehicle side and the center line L2 of the road on the oncoming vehicle side, and creates a virtual wall W4 on the virtual center line L3. set. In particular, in the fourth embodiment, since the center line L1 and the center line L2 are present in the curved sections, the controller 10 controls the virtual center line L3 that is curved according to the curvatures of the center lines L1 and L2. to create Specifically, the controller 10 determines the curvatures of the center lines L1 and L2 (basically, the curvature of the center line L1 and the curvature of the center line L2 are equal), has the determined curvature, and the center line An imaginary center line L3 passing through the end points of L1 and the end points of the center line L2 is created. The controller 10 sets the virtual wall W4 so as to extend parallel to the virtual center line L3 and to be positioned on the virtual center line L3. As a result, a curved virtual wall W4 is set according to the curvature of the curve section that the vehicle 1 is going to cross.

1st Embodiment and 4th Embodiment differ in such a point, and the other points are the same. Specifically, in the fourth embodiment, similarly to the first embodiment, the controller 10 obtains the travel locus when the vehicle 1 crosses the oncoming lane, and determines the point where the travel locus and the imaginary center line L3 intersect. P1 and a point P2 where the travel locus and the side edge L4 of the oncoming lane intersect are specified, and times (arrival times) t1 and t2 until the vehicle 1 reaches the points P1 and P2 are obtained. Then, the controller 10 sets the front end W4a of the virtual wall W4 to a position separated from the front end 2a of the oncoming vehicle 2 by a distance X1 corresponding to the relative speed of the own vehicle 1 and the oncoming vehicle 2 and the arrival time t2, A rear end W4b of the virtual wall W4 is set at a position separated from the rear end 2b of the oncoming vehicle 2 by a distance X2 corresponding to the speed of the oncoming vehicle 2 and the arrival time t1. In the fourth embodiment, as shown in FIG. 8, these distances X1 and X2 are preferably defined by the length along the curvature of the curve section.

Next, FIG. 9 is a flow chart showing automatic brake control according to a fourth embodiment of the present invention. The processing related to this flowchart is also repeatedly executed by the controller 10 at a predetermined cycle (every 100 ms, for example).

The processes of steps S401 to S407 and S410 to S413 of FIG. 9 in the automatic brake control according to the fourth embodiment are respectively the same as the processes of steps S101 to S107 and S109 to S112 of FIG. 3 in the automatic brake control according to the first embodiment. is. On the other hand, the fourth embodiment differs from the first embodiment in that the process of step S408 is further performed. Further, step S409 of the fourth embodiment differs in processing content from step S108 of the first embodiment. Therefore, steps S408 and S409 will be mainly described here.

In step S408, the controller 10 obtains the curvature of the curve section that the vehicle 1 is about to cross. Specifically, the controller 10 applies the curvature of the virtual center line L3 obtained as described above as the curvature of the curve section. This virtual center line L3 is created in step S405 before step S408. Specifically, in step S405, the controller 10 identifies the center line L1 of the road on the side of the vehicle and the center line L2 of the road on the side of the oncoming vehicle based on the image of the front of the vehicle captured by the camera 21, In particular, the curvatures and end points of the center lines L1 and L2 are determined, and an imaginary center line L3 having the determined curvature and passing through the end points of the center line L1 and the center line L2 is created. Then, in step S408, the controller 10 obtains the curvature of the created imaginary center line L3 (basically the same as the curvatures of the center lines L1 and L2) as the curvature of the curve section.

Next, in step S409, the controller 10 sets the virtual wall W4 based on the velocities V1 and V2 of the host vehicle 1 and the oncoming vehicle 2, the arrival times t1 and t2 of the points P1 and P2, and the curvature of the curve section. Specifically, the controller 10 first moves the front end W4a of the virtual wall W4 from the front end 2a of the oncoming vehicle 2 to the distance X1 ( It is set at a position separated by X1=(V1+V2)×t2). Further, the controller 10 separates the rear end W4b of the virtual wall W4 from the rear end 2b of the oncoming vehicle 2 by a distance X2 obtained by multiplying the speed V2 of the oncoming vehicle 2 by the arrival time t1 (X2=V2×t1). position. Then, the controller 10 sets a virtual wall W4 that has such a front end W4a and a rear end W4b and that curves with the curvature of the curve section obtained in step S408.

FIG. 9 shows an example in which the curvature of the curve section that the vehicle 1 is about to cross is obtained and the virtual wall W4 is set based on the curvature of the curve section. The virtual wall W4 may be set based on the virtual center line L3 (created in step S405) without obtaining . Since the imaginary center line L3 is curved according to the curvature of the curve section, if the imaginary wall W4 is set so as to extend parallel to the imaginary center line L3 and be positioned on the imaginary center line L3, the curve section A virtual wall W4 that curves according to the curvature is set.

According to the fourth embodiment described above, when the host vehicle 1 crosses the oncoming lane in a curved section, the controller 10 sets the virtual wall W4 curved according to the curvature of the curved section. As a result, it is possible to appropriately set the virtual wall W4 for activating the automatic brake to avoid collision between the own vehicle 1 and the oncoming vehicle 2 even in the curve section. Further, according to the fourth embodiment, the controller 10 uses the curvature of the center line (virtual center line L3) of the road on which the vehicle 1 and the oncoming vehicle 2 travel as the curvature of the curve section. An appropriately curved virtual wall W4 can be set accordingly.

In the above-described fourth embodiment, since no center line was drawn at the intersection that the vehicle 1 crosses, an example of creating a virtual center line L3 was shown. If a center line is drawn at the intersection where the road crosses the road (in many cases, a center line is drawn at the intersection in the curved section), it is not necessary to create the virtual center line L3. In another example, the controller 10 identifies the center line actually drawn on the road based on the image of the front of the vehicle captured by the camera 21, and determines the virtual wall W4 based on the curvature of the center line. should be set.

Further, in the above-described fourth embodiment, the rear end W4b of the virtual wall W4 is set at a position separated from the rear end 2b of the oncoming vehicle 2 by the distance X2 (see FIG. 8). The rear end W4b of the virtual wall W4 may be set at the position of the rear end 2b of the oncoming vehicle 2 as in the second embodiment.

In another example, the fourth embodiment and the third embodiment may be combined and implemented. That is, when the center line on the road on which the own vehicle 1 and the oncoming vehicle 2 travel cannot be obtained (in this case, the virtual center line L3 cannot be created), as in the third embodiment, the oncoming vehicle 2 A virtual line L5 extending along the side surface 2c on the host vehicle side may be created, and a virtual wall W4 may be set along this virtual line L5. Also, in this case, the curvature of the curve section may be obtained from the road shape or the like, and this curvature may be applied to the virtual wall W4.

In another example, when the curvature of the curve section traversed by the vehicle 1 is equal to or greater than a predetermined value, that is, when the vehicle 1 traverses a gentle curve, the curved virtual wall W4 is not set. , a substantially straight virtual wall W4 may be set as in the first embodiment.

1 own vehicle 2 oncoming vehicle 10 controller 21 camera 22 radar 23 vehicle speed sensor 52 brake control device 100 vehicle control device L3 virtual center line W1, W2, W3, W4 virtual wall

Claims (6)

A vehicle control device for supporting running of a vehicle,
an oncoming vehicle detection sensor configured to detect an oncoming vehicle approaching the own vehicle;
When the own vehicle crosses the oncoming lane, it is configured to perform control to automatically brake the own vehicle so as to avoid collision between the own vehicle and the oncoming vehicle detected by the oncoming vehicle detection sensor. a controller configured with
The controller is
setting a virtual wall between the host vehicle and the oncoming vehicle that moves in accordance with the progress of the oncoming vehicle and extends in the traveling direction of the oncoming vehicle;
determining whether or not the own vehicle contacts the virtual wall when the own vehicle crosses the oncoming lane;
When it is determined that the vehicle will contact the virtual wall, the vehicle is automatically braked, and when it is determined that the vehicle does not contact the virtual wall, the vehicle is automatically braked. not
When the own vehicle crosses the oncoming lane in a curve section, the virtual wall is configured to be curved according to the curvature of the curve section.
A vehicle control device characterized by: 2. The vehicle control device according to claim 1, wherein said controller is configured to set said virtual wall along a center line of a road on which said own vehicle and said oncoming vehicle travel. 3. The vehicle control device according to claim 2, wherein the controller is configured to set the virtual wall using the curvature of the center line as the curvature of the curve section. The controller is configured to create a virtual line extending along a side surface of the oncoming vehicle on the host vehicle side and set the virtual wall along the virtual line when the center line cannot be obtained. 4. The vehicle control device according to claim 2 or 3. The controller is configured to set the rear end of the virtual wall on the side of the oncoming vehicle at a position separated from the rear end of the oncoming vehicle by a distance corresponding to the speed of the oncoming vehicle. 5. The vehicle control device according to any one of 1 to 4 . The vehicle control according to any one of claims 1 to 4 , wherein the controller is configured to set the rear end of the virtual wall on the side of the oncoming vehicle to a position of the rear end of the oncoming vehicle. Device.

Images