WO2017014112A1

WO2017014112A1 - Collision avoidance control device for vehicle, and a collision avoidance control method

Info

Publication number: WO2017014112A1
Application number: PCT/JP2016/070614
Authority: WO
Inventors: 友佑中川; 陽介大森; 渉池
Original assignee: 株式会社アドヴィックス; トヨタ自動車株式会社
Priority date: 2015-07-17
Filing date: 2016-07-12
Publication date: 2017-01-26
Also published as: JP2017024494A

Abstract

In this collision avoidance control device for a vehicle, if a determination unit determines to carry out collision avoidance control in a state in which a vehicle behavior control unit is controlling a drive device and/or a braking device such that the vehicle decelerates at a third deceleration, a braking control unit controls at least the braking device such that, after the vehicle has decelerated during a prescribed period at a first deceleration or a third deceleration, whichever is greater, the vehicle decelerates at a second deceleration greater than the first deceleration.

Description

Vehicle collision avoidance control device and collision avoidance control method

The present invention relates to a vehicle collision avoidance control device and a collision avoidance control method.

Conventionally, a collision avoidance control device for a vehicle that performs control for avoiding a collision with an obstacle ahead based on data acquired during traveling is known (for example, Patent Document 1).

JP 2012-121534 A

In this type of vehicle collision avoidance control device, when the collision avoidance control is started in a state where the vehicle is controlled to decelerate due to a vehicle behavior different from collision avoidance, for example, the vehicle deceleration is reduced. It is not preferable to change suddenly or change frequently. In particular, a change in which the deceleration suddenly decreases while the distance to the obstacle is close is not preferable for the driver.

Therefore, one of the problems of the present invention is to obtain a vehicle collision avoidance control apparatus that can more smoothly execute a transition from vehicle behavior different from collision avoidance to collision avoidance, for example.

The vehicle collision avoidance control apparatus according to the present invention includes, for example, a determination unit that determines whether or not to execute collision avoidance control with an obstacle ahead based on data acquired during traveling, and When the execution of the collision avoidance control is determined by the vehicle behavior control unit that controls at least one of the drive device and the brake device and the determination unit so that a behavior different from the collision avoidance with an object occurs, a predetermined period of time A braking control unit that controls at least a brake device so that the vehicle decelerates at a second deceleration larger than the first deceleration after the vehicle decelerates at the first deceleration at The control unit is configured to avoid the collision by the determination unit while the vehicle behavior control unit controls at least one of the drive device and the brake device so that the vehicle decelerates at the third deceleration. If the execution is determined, the vehicle decelerates at the second deceleration after the vehicle decelerates at a large one of the first deceleration and the third deceleration during the predetermined period. At least the brake device is controlled.

After the vehicle is decelerating at the third deceleration in a vehicle behavior different from collision avoidance, the vehicle decelerates to the first deceleration of collision avoidance that is smaller than the third deceleration, and then from the first deceleration Change to the second deceleration for avoiding large collisions, the deceleration changes rapidly and frequently from the third to the first and from the first to the second. In this regard, according to the vehicle collision avoidance control apparatus, the vehicle deceleration is set to the larger one of the first deceleration and the third deceleration, and then changes to the second deceleration. When shifting from vehicle behavior different from collision avoidance to collision avoidance, the change in deceleration becomes smoother.

In the vehicle collision avoidance control device, for example, when the third deceleration decreases with the passage of time within the predetermined period, the vehicle behavior control unit determines that the third deceleration is In a state larger than the first deceleration, the vehicle is controlled to decelerate at the third deceleration. Therefore, according to the vehicle collision avoidance control apparatus, for example, even when the third deceleration decreases with the passage of time, the vehicle collision avoidance is reduced when the vehicle behavior is changed from collision avoidance to collision avoidance. The speed change becomes smoother.

In the vehicle collision avoidance control method of the present invention, for example, the computer determines whether or not to execute collision avoidance control with an obstacle ahead based on data acquired during traveling, and the collision When the execution of the avoidance control is determined, at least the brake device so that the vehicle decelerates at the second deceleration larger than the first deceleration after the vehicle decelerates at the first deceleration for a predetermined period. While avoiding a collision with the obstacle, the collision avoidance is performed in a state where at least one of the drive device and the brake device is controlled so that the vehicle decelerates at the third deceleration in a vehicle behavior different from the avoidance of the collision with the obstacle. If it is determined that the control is to be executed, the vehicle decelerates at the second deceleration after the vehicle decelerates at a large one of the first deceleration and the third deceleration during the predetermined period. To such controls at least the brake device.

After the vehicle is decelerating at the third deceleration in a vehicle behavior different from collision avoidance, the vehicle decelerates to the first deceleration of collision avoidance that is smaller than the third deceleration, and then from the first deceleration Change to the second deceleration for avoiding large collisions, the deceleration changes rapidly and frequently from the third to the first and from the first to the second. In this respect, according to the collision avoidance control method for a vehicle, since the larger one of the first deceleration and the third deceleration is selected and then changed to the second deceleration, it is different from the collision avoidance. When shifting from vehicle behavior to collision avoidance, the change in deceleration becomes smoother.

FIG. 1 is an exemplary schematic diagram of a vehicle on which the collision avoidance control device for a vehicle according to the embodiment is mounted. FIG. 2 is an exemplary explanatory diagram illustrating transition of the control state by the vehicle collision avoidance control device of the embodiment. FIG. 3 is an exemplary schematic block diagram of a brake ECU included in the collision avoidance control device for a vehicle according to the embodiment. FIG. 4 is an exemplary flowchart of control by the vehicle collision avoidance control device of the embodiment. FIG. 5 is a graph showing an example of a change over time in the deceleration of the vehicle when the vehicle behavior is different from the collision avoidance to the collision avoidance in the vehicle collision avoidance control apparatus of the embodiment. FIG. 6 is a graph showing another example of the change over time in the deceleration of the vehicle when the vehicle behavior is different from the collision avoidance to the collision avoidance in the vehicle collision avoidance control apparatus of the embodiment.

Hereinafter, exemplary embodiments of the present invention will be disclosed. The configuration of the embodiment shown below, and the operation and result (effect) brought about by the configuration are examples. The present invention can be realized by configurations other than those disclosed in the following embodiments. According to the present invention, it is possible to obtain at least one of various effects (including derivative effects) obtained by the configuration.

In the following, as an example, a case where each part of the vehicle 100 is controlled to avoid a collision with an obstacle ahead while the vehicle 100 is traveling forward is illustrated.

FIG. 1 is an exemplary and schematic configuration diagram of the vehicle 100. As shown in FIG. 1, the vehicle 100 includes an engine 51, a motor generator 62 (M / G), a brake device 41, and the like. Engine 51 and motor generator 62 cause acceleration of vehicle 100. Therefore, the engine 51 and the motor generator 62 can also be referred to as drive sources or drive devices. The vehicle 100 only needs to be equipped with at least one of the engine 51 and the motor generator 62 as a drive source. Further, the acceleration of the vehicle 100 is an increase over time of the speed toward the front of the vehicle 100 (time differentiation), and the deceleration of the vehicle 100 is a decrease over time of the speed toward the front of the vehicle 100 (time differentiation). ). Therefore, the acceleration is also a negative deceleration, and the deceleration is also a negative acceleration. That is, the acceleration increases when the braking force or deceleration by the brake device 41 decreases, and the deceleration increases when the driving force or acceleration by the engine 51 or the motor generator 62 decreases.

The vehicle 100 includes a PCS-ECU 10 (pre-crash safety electronic control unit). When the PCS-ECU 10 detects that there is an obstacle ahead of the vehicle 100 based on the data acquired during traveling, the PCS-ECU 10 determines whether or not there is a possibility of a collision with the obstacle. When there is a possibility, to the brake ECU 41 that controls the brake device 41, the engine 51, the motor generator 62, etc., the engine ECU 50, the M / GECU 60 (motor generator ECU), etc., so as to avoid the collision with the obstacle. Instruct. The PCS-ECU 10 is an example of a determination unit. In this embodiment, the PCS-ECU 10 instructs to control the acceleration or deceleration of the vehicle 100, that is, the driving force or the braking force, but the PCS-ECU 10 further instructs to control the steering of the vehicle 100. May be.

The PCS-ECU 10 includes a control unit such as a CPU (central processing unit) and a controller, and a storage unit such as a ROM (read only memory), a RAM (random access memory), and a flash memory. The storage unit can store a program for operating the PCS-ECU 10, data used for arithmetic processing of the PCS-ECU 10, and the like.

The vehicle 100 is equipped with a distance measuring device 21 and a camera 22. The distance measuring device 21 and the camera 22 are an example of an obstacle detection unit.

The distance measuring device 21 is a device that wirelessly measures the distance to the obstacle without contact, and is, for example, a radar device or a sonar device. The PCS-ECU 10 acquires data indicating the distance from the obstacle from the distance measuring device 21. In this case, the data indicating the distance may be numerical data indicating the distance itself, or may be data having a value corresponding to the distance.

The camera 22 is a digital camera incorporating an image sensor such as a CCD (charge coupled device) or a CIS (CMOS image sensor). The camera 22 can output moving image data at a predetermined frame rate. The PCS-ECU 10 may acquire data indicating an image captured by the camera 22 and acquire the distance to the obstacle using the image data.

Although not shown, PCS-ECU 10 receives data indicating detection results from the various sensors from various sensors mounted on vehicle 100. The sensor mounted on the vehicle 100 may include a sensor that indicates a detection result of the state of the vehicle 100. Sensors indicating the detection result of the state of the vehicle 100 are, for example, a vehicle speed sensor, an acceleration sensor, a gyro sensor, and the like.

Further, the sensor mounted on the vehicle 100 may include a sensor that indicates a detection result of an operation amount or an operation request amount in an operation unit operated by a driver. The operation unit by the driver is, for example, an accelerator pedal, a brake pedal, a brake handle, a steering wheel, a switch, or the like.

Further, the sensor mounted on the vehicle 100 may include a sensor that indicates the detection result of the state of each device mounted on the vehicle 100. Devices mounted on the vehicle 100 are, for example, a brake device 41, an engine 51, a motor generator 62, an inverter 61 (IV), a steering system, a suspension system, and the like. The physical quantities detected by various sensors mounted on the vehicle 100 are, for example, distance, displacement, speed, acceleration, rotational speed, angle, angular velocity, angular acceleration, and the like. The PCS-ECU 10 may be input with numerical data indicating each physical quantity itself, or may be input with data corresponding to the magnitude of each physical quantity.

The data input to the PCS-ECU 10 may be digital data, analog data such as non-numerical potentials, or data corresponding to on / off and stages instead of physical values. There may be.

The PCS-ECU 10 calculates a predicted time to collide with an obstacle ahead, that is, TTC (time to collision) when performing collision avoidance control. In the simplest example, if the distance to the obstacle is Ds and the relative speed of the vehicle 100 with respect to the obstacle is Vr, the PCS-ECU 10 can calculate TTC by an equation such as TTC = Ds / Vr. . The TTC may be calculated in consideration of the relative acceleration of the obstacle, the deceleration of the vehicle 100, and the like. For example, the PCS-ECU 10 can determine that there is a possibility of a collision when the TTC is equal to or less than a predetermined value.

Also, the PCS-ECU 10 calculates the acceleration or deceleration of the vehicle 100 when performing collision avoidance control. The PCS-ECU 10 is an example of a collision avoidance control unit, and is also an example of a first collision avoidance control unit.

The brake ECU 40 controls the brake device 41 so that the acceleration or deceleration set by the PCS-ECU 10 can be obtained. The brake ECU 40 is an example of a braking control unit. The engine ECU 50 controls the engine 51 so that the acceleration or deceleration set by the PCS-ECU 10 can be obtained. Further, the M / GECU 60 controls the inverter 61 so that the motor generator 62 operates so that the acceleration or deceleration set by the PCS-ECU 10 can be obtained.

The brake ECU 40 can control the stop lamp 42 provided at the rear end of the vehicle 100 to light up. The lighting of the stop lamp 42 can be an alarm display for the surroundings of the vehicle 100, for example, the following vehicle. Moreover, meter ECU70 can control the meter 71 provided in the instrument panel etc. so that a warning display may be output. The display output of the meter 71 can be an alarm display for the driver and passengers in the passenger compartment. The stop lamp 42 and the meter 71 can also be referred to as an alarm output device, an output device, an alarm device, a display output device, or the like. Note that an audio output can be output from an audio output device (not shown). The audio output device is, for example, a speaker or a buzzer, and can also be called an alarm output device, an output device, an alarm device, or the like.

The ACC (adaptive cruise control) -ECU 31 is, for example, a drive device, that is, the engine 51 or the motor generator 62, the brake ECU 40 that controls the brake device 41, the engine ECU 50, and the M so that the vehicle 100 travels at a set speed. / GECU 60 can be instructed. Further, for example, the ACC-ECU 31 controls the drive device and the brake device 41 so as to realize automatic traveling and automatic tracking to follow the vehicle traveling ahead while maintaining the inter-vehicle distance with the vehicle traveling forward. The brake ECU 40, the engine ECU 50, the M / GECU 60, and the like may be instructed. The ACC-ECU 31 is an example of a vehicle behavior control unit that controls each part of the vehicle 100 so that a vehicle behavior different from the collision avoidance by the PCS-ECU 10 occurs. In FIG. 1, the connection between the ACC-ECU 31 and the engine ECU 50, the M / GECU 60, or the like is not shown.

IPA (intelligent parking assist) -ECU 32 constitutes a parking assistance system. For example, the IPA-ECU 32 controls a steering device (not shown) so that the vehicle 100 moves to a target position (parking position) along a predetermined route, and drives and a brake device 41 so that the speed of the vehicle 100 is maintained. Can be instructed to the brake ECU 40, the engine ECU 50, the M / GECU 60, and the like. The IPA-ECU 32 is also an example of a vehicle behavior control unit. In FIG. 1, the connection between the IPA-ECU 32 and the engine ECU 50, the M / GECU 60, etc. is not shown.

ICS (intelligent clearance sonar) -ECU 33 constitutes a second collision prevention system. For example, the ICS-ECU 33 controls a display or a speaker (not shown) so that a warning by display or sound is output when approaching an obstacle, and the obstacle is detected within a predetermined distance. In the case where the operation of the driving device is restricted by an instruction to the engine ECU 50, the M / GECU 60, etc. to suppress the movement of the vehicle 100, and an obstacle is detected within a predetermined distance during the movement of the vehicle 100. Instructs the brake ECU 40 that controls the brake device 41 to prevent a collision with the obstacle. The ICS-ECU 33 is also an example of a vehicle behavior control unit. The ICS-ECU 33 is also an example of a second collision avoidance control unit. In the present embodiment, as an example, the PCS-ECU 10, ACC-ECU 31, IPA-ECU 32, ICS-ECU 33, and brake ECU 40 are included in the collision avoidance control device. In FIG. 1, the connection between the ICS-ECU 33 and the engine ECU 50, the M / GECU 60, etc. is not shown.

FIG. 2 shows an example of the transition of the control state in the automatic collision avoidance control when the driver does not perform the brake operation. In the graph included in FIG. 2, the horizontal axis represents time t and the vertical axis represents deceleration D. The vertical axis in FIG. 2 is the required deceleration value.

The PCS-ECU 10 calculates TTC at predetermined time intervals based on data acquired while the vehicle 100 is traveling, and starts collision avoidance control or performs collision avoidance control according to this TTC value. To the next stage, or the collision avoidance control is terminated. That is, the PCS-ECU 10 monitors the situation related to collision avoidance based on the TTC.

First, the PCS-ECU 10 starts an alarm operation by the meter 71 or a speaker.

Next, the PCS-ECU 10 instructs the brake ECU 40 to start preliminary braking. Specifically, the PCS-ECU 10 transmits an instruction signal to the brake ECU 40 so that the stop lamp 42 is lit. Further, for example, the PCS-ECU 10 instructs the brake ECU 40 to obtain the minimum necessary deceleration (braking force) accompanying the lighting of the stop lamp 42, and the brake ECU 40 controls the brake device 41 based on the instruction. . In the present embodiment, the main purpose of the preliminary braking is to turn on the stop lamp 42, but a required deceleration that makes the driver of the rear vehicle aware of the deceleration operation may be obtained.

Next, the PCS-ECU 10 instructs the brake ECU 40 to start braking control for the purpose of avoiding a collision. Specifically, the PCS-ECU 10 instructs the brake ECU 40 to change the speed of the vehicle 100 at a required deceleration, that is, to obtain a required braking force, and the brake ECU 40 determines a brake device based on the instruction. 41 is controlled. In the braking control, the deceleration (braking force) may increase stepwise. The deceleration in the braking control is larger than the deceleration in the preliminary braking.

When the vehicle 100 stops without colliding with an obstacle, the PCS-ECU 10 instructs the brake ECU 40 to maintain the stopped state for a predetermined period, and the brake ECU 40 controls the brake device 41 based on the instruction. To do. This operation can also be referred to as a brake hold (BH).

In this embodiment, the PCS-ECU 10 can end the above-described collision avoidance control by an operation of an accelerator pedal or a steering wheel by the driver, that is, an acceleration request operation, a steering operation, or the like.

FIG. 2 shows a change with time of the deceleration D in a state where the vehicle 100 is not controlled to decelerate in a vehicle behavior different from the collision avoidance control. When the vehicle 100 is controlled to decelerate by the ACC-ECU 31, the IPA-ECU 32, the ICS-ECU 33, etc., and the vehicle 100 is decelerated, the collision avoidance control is started, that is, the collision avoidance. At the time of transition from vehicle behavior different from that to collision avoidance, control different from FIG. 2 is executed so that the deceleration changes more smoothly. In the present embodiment, a processing unit for changing the deceleration more smoothly is mounted on the brake ECU 40.

FIG. 3 shows an example of the brake ECU 40. The brake ECU 40 can execute processing according to the installed and loaded program to realize each function. That is, by executing the process according to the program, the brake ECU 40 can function as the data acquisition unit 40a, the comparison unit 40b, the braking control unit 40c, and the like. Note that at least some of the functions of the above-described units may be realized by hardware.

The data acquisition unit 40a can acquire data used for braking control. The data used for the braking control includes data indicating the deceleration obtained from the PCS-ECU 10, ACC-ECU 31, IPA-ECU 32, ICS-ECU 33, and the like.

The comparison unit 40b executes the preliminary braking when the vehicle 100 is decelerated in the vehicle behavior different from the collision avoidance control by the PCS-ECU 10 before the start of the preliminary braking, that is, before the time ts1 in FIG. 2, that is, the data indicating the deceleration obtained from the PCS-ECU 10 and the ACC-ECU 31, IPA-ECU 32, or ICS-ECU 33 during the period (predetermined period) from time ts1 to time ts2 in FIG. Compared with the data indicating the measured deceleration.

The braking control unit 40c performs the above-described preliminary braking, braking control, and brake hold in the PCS operation of FIG. 2, that is, collision avoidance control. Further, the braking control unit 40c executes braking in a vehicle behavior different from the collision avoidance control, that is, in ACC, IPA, or ICS. Note that the control for causing the vehicle behavior different from the collision avoidance control may be simply referred to as other control hereinafter.

FIG. 4 shows an example of a braking control procedure according to this embodiment. The flow shown in FIG. 4 is executed at predetermined time intervals. When the PCS-ECU 10 determines that there is a possibility of a collision based on the TTC, specifically, for example, when the TTC is equal to or less than a predetermined value (Yes in S1), the vehicle is different from the collision avoidance control. When the vehicle is not decelerating in the behavior, that is, ACC, IPA, ICS, that is, when other control is not being executed, when the vehicle 100 is controlled to travel at a constant speed by another control, or other When the vehicle 100 is controlled to accelerate by the control (No in S2), the control is executed based on an instruction from the PCS-ECU 10 (S7).

In the case of Yes in S2, that is, when decelerating by other control, it is determined whether the PCS is operating, that is, whether or not preliminary braking, braking control, and brake hold are executed in the collision avoidance control. (S3). When deceleration is being performed under other control and the PCS is not operating (No in S3), control is performed in accordance with the deceleration Da by the other control, that is, the deceleration Da (S6). On the other hand, when the PCS is operating (Yes in S3), it is determined whether or not it is within the preliminary braking period (S4). Even if the vehicle is decelerated by another control but not during the preliminary braking period (No in S4), the control by the PCS-ECU 10 is executed (S7).

In the case of Yes in S4, the comparison by the comparison unit 40b in FIG. 3 is performed. That is, the comparison unit 40b compares the deceleration Dpp of preliminary braking by the PCS-ECU 10 with the deceleration Da by other control (S5).

In S5, when Da is equal to or less than Dpp (Da ≦ Dpp, No in S5), the braking control unit 40c controls the brake device 41 so that the vehicle 100 decelerates at the deceleration Dpp based on an instruction from the PCS-ECU 10. (S7). After completion of S6 and S7, the process returns to S1.

On the other hand, when Da is larger than Dpp in S5 (Da> Dpp, Yes in S5), the braking control unit 40c controls the brake device 41 so that the vehicle 100 decelerates according to the deceleration Da, that is, at the deceleration Da. (S6). The deceleration Da is an example of a third deceleration, and the deceleration Dpp is an example of a first deceleration.

In the present embodiment, the case where deceleration (braking force) is generated by the brake device 41 is illustrated, but the braking force is shared by the motor generator 62 and the engine 51 in each stage described above depending on the situation. May be.

FIG. 5 shows a case where it is determined that there is a possibility of a collision when the vehicle 100 is controlled to decelerate at the deceleration Da by other control, and when Da> Dpp. The change in speed over time is shown. In this case, the deceleration D of the vehicle 100 shifts from the deceleration Da in the other control to the deceleration Dp in the braking control without shifting to the deceleration Dpp in the preliminary braking. Therefore, compared with the case where the deceleration D of the vehicle 100 decreases from Da to Dpp and further increases to Dp, the frequency of change of the deceleration D is lower and the range of change of the deceleration D is smaller. Become. The deceleration Dp is an example of a second deceleration.

FIG. 6 shows an example different from FIG. 5 when it is determined that there is a possibility of collision when the vehicle 100 is controlled to decelerate at the deceleration Da by other control. In FIG. 6, the deceleration Da by other control decreases with time, and Da = Dpp at time tx. In this case, in a period in which Da> Dpp, that is, a time before time tx, the deceleration D of the vehicle 100 becomes the deceleration Da in other control, and after time tx, the deceleration in the collision avoidance control by the PCS-ECU 10 The speeds Dpp and Dp are obtained. Therefore, for example, compared with a case where the deceleration D of the vehicle 100 decreases from Da to Dpp at time ts1, a sudden change in the deceleration D is suppressed.

As described above, in this embodiment, the deceleration D is the deceleration Da (third deceleration) by other control and the deceleration Dpp (first deceleration) in the preliminary braking of the collision avoidance control. After the larger one is set, the speed changes to the deceleration Dp (second deceleration) in the braking control of the collision avoidance control. Therefore, when the vehicle behavior is different from the collision avoidance, the deceleration D is changed. Changes more smoothly.

In the present embodiment, for example, even when the deceleration Da (third deceleration) by other control decreases with time, the deceleration D is changed from the deceleration Da to the preliminary braking. Since the transition to the deceleration Dpp is performed without a step, the transition of the deceleration D becomes smoother when shifting from the vehicle behavior different from the collision avoidance to the collision avoidance.

As mentioned above, although embodiment of this invention was illustrated, the said embodiment is an example and is not intending limiting the range of invention. The above embodiment can be implemented in various other forms, and various omissions, replacements, combinations, and changes can be made without departing from the spirit of the invention. In addition, the configuration, parts, number, time, speed, acceleration, and other specifications in the above embodiment can be variously changed and implemented.

DESCRIPTION OF SYMBOLS 10 ... PCS-ECU (determination part), 31 ... ACC-ECU (vehicle behavior control part), 32 ... IPA-ECU (vehicle behavior control part), 33 ... ICS-ECU (vehicle behavior control part), 40 ... Brake ECU (Braking control part), 41 ... brake device, 51 ... engine (drive device), 62 ... motor generator (drive device), 100 ... vehicle.

Claims

A determination unit that determines whether to perform collision avoidance control with an obstacle ahead based on data acquired during traveling;
A vehicle behavior control unit that controls at least one of the drive device and the brake device so that a behavior different from the collision avoidance with the obstacle occurs in the vehicle;
When the determination unit determines that the collision avoidance control is to be performed, the vehicle decelerates at a first deceleration during a predetermined period, and then the vehicle decelerates at a second deceleration greater than the first deceleration. A braking control unit for controlling at least the brake device;
With
The brake control unit performs the collision avoidance control by the determination unit in a state where the vehicle behavior control unit controls at least one of a drive device and a brake device so that the vehicle decelerates at a third deceleration. Is determined so that the vehicle decelerates at the second deceleration after the vehicle decelerates at a large one of the first deceleration and the third deceleration during the predetermined period. A collision avoidance control device for a vehicle that controls at least a brake device.
When the third deceleration decreases with the elapse of time within the predetermined period, the vehicle behavior control unit determines that the vehicle is in a state where the third deceleration is greater than the first deceleration. The vehicle collision avoidance control device according to claim 1, wherein the vehicle is controlled to decelerate at the third deceleration.
Computer
Based on the data acquired during traveling, determine whether to perform collision avoidance control with obstacles ahead,
When the execution of the collision avoidance control is determined, at least so that the vehicle decelerates at a second deceleration greater than the first deceleration after the vehicle decelerates at a first deceleration in a predetermined period. While controlling the brake device,
The execution of the collision avoidance control is determined in a state where at least one of the drive device and the brake device is controlled so that the vehicle decelerates at the third deceleration in a vehicle behavior different from the collision avoidance with the obstacle. When the vehicle is decelerated, at least a brake is applied so that the vehicle decelerates at the second deceleration after the vehicle decelerates at a large one of the first deceleration and the third deceleration during the predetermined period. Control the device,
Vehicle collision avoidance control method.