JP2006273000A - Travel support device for vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a travel support device for a vehicle performing the travel support control wherein one's own vehicle can safely and smoothly cross an oncoming vehicle having enough allowance in the road width direction. <P>SOLUTION: The travel support device predicts the cross position of one's own vehicle with the oncoming vehicle, and calculates a first road width remaining amount after the width of the oncoming vehicle is subtracted from the road width at the predicted cross position. The travel support device detects the preliminary cross position where a second road width remaining amount after the width of the oncoming vehicle is subtracted from the road width further at one's own vehicle side than the predicted cross position is not less than the width having allowance. When the first road width remaining amount is smaller than the attention width necessary to have the attention when one's own vehicle crosses the oncoming vehicle, and the preliminary cross position is detected by the preliminary cross position detection means, the second travel support control is performed so as to cross at the preliminary position. <P>COPYRIGHT: (C)2007,JPO&INPIT

Description

    The present invention relates to a vehicular travel support apparatus that performs travel support control so that a host vehicle passes a oncoming vehicle safely and smoothly.

In the vehicle control apparatus described in Patent Document 1, an oncoming vehicle detection unit that detects an oncoming vehicle that is traveling in a predetermined range in front of the own vehicle, and a passing position between the oncoming vehicle based on the relative speed between the own vehicle and the oncoming vehicle. The passing position calculating means for calculating the obstacle, the obstacle detecting means for detecting the obstacle ahead of the host vehicle, and the passing position calculated by the passing position calculating means are close to the position where the obstacle detected by the obstacle detecting means exists. A road remaining amount calculating means for calculating a remaining road width w obtained by subtracting the width W0 of the obstacle and the vehicle width Wb of the oncoming vehicle from the road width W. When the remaining road width w is equal to or less than a predetermined value, In order to decelerate or stop the vehicle greatly before the vehicle, the brake assist amount is increased, or the vehicle is controlled to pass an obstacle at a vehicle speed V0 suitable for the remaining road width w.
Japanese Patent Laid-Open No. 11-348598 (6th and 7th pages, FIG. 9)

  In the vehicle control device described in Patent Document 1, when the remaining road width w at the passing position is equal to or less than a predetermined value obtained by adding the margin α to the own vehicle width Wa, the own vehicle is greatly decelerated in front of the obstacle. Therefore, the brake assist amount is only increased. Therefore, the road width remaining portion where the road width remaining value is a value that allows the own vehicle and the oncoming vehicle to pass each other with a margin is closer to the own vehicle side than the predicted passing position, and the remaining road width w in front of the predicted passing position w Even if the vehicle is small, the vehicle only decelerates or stops before the predicted passing position to pass the oncoming vehicle, and it passes smoothly and safely with the oncoming vehicle in the wide part of the vehicle side. I can't.

   SUMMARY OF THE INVENTION An object of the present invention is to provide a vehicular driving support device that performs driving support control that allows a vehicle to pass between an oncoming vehicle and a road in the width direction in a safe and smooth manner.

  In order to solve the above problems, the structural feature of the invention described in claim 1 is that an oncoming vehicle detection means for detecting an oncoming vehicle ahead of the own vehicle, an oncoming vehicle detected by the oncoming vehicle detection means, and the own vehicle. Passing position predicting means for calculating a predicted passing position with a vehicle, and a first remaining width remaining for calculating a first remaining road width by subtracting the width of the oncoming vehicle from the road width at the predicted passing position calculated by the passing position predicting means. In the vehicular travel support apparatus comprising: calculation means; and first travel support control means for performing travel support control in accordance with the first road width remaining amount calculated by the first road width remaining amount calculating means. Preliminary passing position detection for detecting a pre-passing position where the remaining width of the second road, which is obtained by subtracting the width of the oncoming vehicle from the road width on the own vehicle side, can pass between the own vehicle and the oncoming vehicle with a clearance. Means and said When the remaining width of one road is smaller than the attention width that needs attention when the own vehicle and the oncoming vehicle pass each other, and the preliminary passing position is detected by the preliminary passing position detecting means, the preliminary passing position is passed. A second travel support control means for performing the second travel support control.

  The structural feature of the invention described in claim 2 is that, in claim 1, the second driving support control means includes braking force control means for controlling the braking force regardless of the operation of the driver.

  The structural feature of the invention according to claim 3 is that, in claim 2, when the remaining amount of the first road width is smaller than the caution width and the preliminary passing position is detected by the preliminary passing position detecting means, The second driving support control means causes the braking force control means to perform stop control so as to pass at a preliminary passing position.

  According to a fourth aspect of the present invention, in the first aspect, the second driving support control unit is characterized in that the first remaining road width is smaller than the caution width and the preliminary passing position is the preliminary passing position. When it is detected by the detection means, an alarm means for warning the driver to pass at the preliminary passing position is provided.

  According to a fifth aspect of the present invention, in any one of the first to fourth aspects, the second driving support control unit stops driving support control when detecting the stop of the oncoming vehicle. That is.

  In the invention according to claim 1 configured as described above, the passing position between the oncoming vehicle and the host vehicle is predicted, and the first road width remaining amount is calculated by subtracting the width of the oncoming vehicle from the road width at the predicted passing position. Preliminary passing positions where the remaining amount of the second road width, which is obtained by subtracting the width of the oncoming vehicle from the road width on the own vehicle side from the predicted passing position, are larger than the clearance width where the own vehicle and the oncoming vehicle can pass each other with a clearance are detected. When the first road width remaining amount is smaller than the attention width that needs attention when the own vehicle and the oncoming vehicle pass each other, and the preliminary passing position is detected by the preliminary passing position detection means, the second road width is set so as to pass the preliminary passing position. Run support control.

  As a result, if the remaining amount of the first road width at the predicted passing position is smaller than the caution width, the vehicle may pass safely and smoothly with the oncoming vehicle with a margin at the preliminary passing position on the vehicle side from the predicted passing position. it can. When the preliminary passing position is not detected, the host vehicle decelerates at the predicted passing position and passes the oncoming vehicle, so that the time required to pass the oncoming vehicle can be shortened.

  In the invention according to claim 2 configured as described above, when the remaining first road width at the predicted passing position is smaller than the caution width, the vehicle is controlled by the braking force control means without depending on the driver's operation. It is possible to pass smoothly and safely with the oncoming vehicle at a preliminary passing position where the remaining amount of the second road width on the own vehicle side is more than the clearance width from the predicted passing position.

  In the invention according to claim 3 configured as described above, when the remaining first road width at the predicted misplaced position is smaller than the caution width, the own vehicle has a clear remaining second road width remaining on the own vehicle side from the predicted misplaced position. Since the braking force control means stops the preliminary passing position exceeding the width without depending on the driver's operation, the oncoming vehicle can be passed smoothly and safely.

  In the invention according to claim 4 configured as described above, if the first remaining road width is smaller than the caution width and the preliminary passing position is detected, the driver is warned by warning means so as to pass the preliminary passing position. Therefore, the driver can pass the own vehicle smoothly and safely with the oncoming vehicle at the preliminary passing position.

  In the invention according to claim 5 configured as described above, the second driving support control means stops the driving support control when detecting the stop of the oncoming vehicle, so the oncoming vehicle is stopped due to passing each other. It is possible to prevent the vehicle from continuing an unnecessary stop.

  Embodiments of a vehicle travel support apparatus according to the present invention will be described below with reference to the drawings. As shown in FIGS. 1 and 2, a vehicle travel support device 10 is mounted on the vehicle. The electronic control device 12 of the vehicle travel support device 10 includes an image processing device 14 to which a pair of left and right CCD cameras (hereinafter referred to as cameras) 13l and 13r are connected, a vehicle speed sensor 15, a steering angle sensor 16, and a yaw rate sensor. 17 is connected to an estimated progress locus calculating device 18 that calculates an estimated advance locus 31 of the host vehicle 11 based on the signal from the vehicle 17 and outputs control signals to the braking force control device 21 and the driving force control device 22. Yes. The own vehicle 11 is a vehicle on which the vehicle travel support device 10 is mounted and becomes a main body in the description of the present embodiment.

  The pair of cameras 13l and 13r are arranged on the front grille at the front of the vehicle body symmetrically with respect to the center of the vehicle, and each has a photographable area that spreads at a predetermined angle toward the front of the vehicle, and is located within the field of view. An object around the traveling direction of the host vehicle 11 is photographed. The image processing device 14 performs image processing on the image information captured by the pair of cameras 13l and 13r, and uses various information related to the shape of the various traffic-related objects 19 stored in the memory, such as feature images and feature items. 19 is extracted from the image information and detected. In other words, the image processing device 14 is an image obtained by a pair of cameras 13l and 13r capturing an oncoming vehicle of the own vehicle 11, a road on which the own vehicle 11 travels, and a traffic-related object 19 such as a white line or a yellow line drawn on the road surface. Extract from information and detect. In this way, the pair of cameras 13l and 13r and the image processing device 14 operate as the object detection means 33 that detects traffic-related objects around the traveling direction of the host vehicle 11, and are stored in the memory by a command from the electronic control device 12. When the oncoming vehicle 35 of the own vehicle 11 is extracted from the image information photographed by the pair of cameras 13l and 13r using the characteristic image and the information on the matter related to the front shape of the automobile, the front of the own vehicle 11 is detected. Functions as oncoming vehicle detection means 36 for detecting the oncoming vehicle 35 of the vehicle.

  The pair of cameras 13l and 13r and the image processing device 14 are object distance detection devices that detect the distance Ds between the object 19 photographed by performing stereo image processing on the images photographed by the pair of cameras 13l and 13r and the host vehicle 11. 34 also operates. That is, as shown in FIG. 2, the image processing apparatus 14 selects the object 19 from the image information of the left camera 13l, extracts the same object 19 by matching with the image information of the right camera 13r, and the left and right cameras 13l and 13r. The relative distance Ds to the object 19 is calculated by Ds = (F × B) / δ based on the deviation (parallax δ) of the same object 19 captured in step S2. Here, F is the focal length of the pair of cameras 13l and 13r, and B is the distance between the lens centers of the pair of cameras 13l and 13r.

  Then, the relative position of the object 19 with respect to the own vehicle 11 is calculated from the calculated relative distance Ds and the image information of the same object 19 captured by the left and right cameras 13l and 13r, and the change in the relative distance Ds of the object 19 in a minute time is calculated. The relative movement speed Vs of the object 19 relative to the own vehicle 11 is calculated, and the relative direction distance Dx between the own vehicle 11 and the object 19 in the traveling direction of the own vehicle 11 is calculated from the relative position, the relative distance Ds, and the relative movement speed Vs. The traveling direction relative speed Vx is calculated.

   In the braking force control device 21 shown in FIG. 3, when the brake pedal 39 is depressed, the master cylinder hydraulic pressure corresponding to the brake operating force is changed from the hydraulic chambers 40f, 40r for the front and rear wheels 41f, 41r of the tandem master cylinder 40 to the wheels. It is supplied to the wheel cylinders 43f and 43r of the braking devices 42f and 42r, respectively. A vacuum booster 44 is interposed between the brake pedal 39 and the master cylinder 40 and boosts the brake operation force acting on the brake pedal 39 by causing the intake negative pressure of the engine to act on the diaphragm. 45f and 45r are solenoid hydraulic pressure proportional control valves whose inlet and outlet ports are connected to the hydraulic chambers 40f and 40r of the master cylinder 40 and the wheel cylinders 43f and 43r, respectively. Solenoid hydraulic pressure proportional control valves 45f and 45r control the pressure so that the hydraulic pressure at the outlet port is higher than zero by the assist hydraulic pressure in accordance with the control current applied to the linear solenoid from the master cylinder hydraulic pressure at the inlet port. is there.

   The outlet ports of the solenoid hydraulic pressure proportional control valves 45f and 45r are connected to the wheel cylinders 43f and 43r via ABS valve devices 46f and 46r that increase, hold, and control the pressure in the wheel cylinders 43f and 43r. .

   47f and 47r are hydraulic pumps that are rotationally driven by a motor 48, and the outlets of the solenoid hydraulic pressure proportional control valves 45f and 45r have their discharge ports blocked by check valves 49f and 49r that block the liquid flow to the discharge ports. The intake port is connected to the inlet port of the solenoid hydraulic pressure proportional control valves 45f and 45r via the electromagnetic on-off valves 50f and 50r. The suction ports of the hydraulic pumps 47f and 47r are also connected between the discharge ports of the ABS valve devices 46f and 46r and the reservoirs 51f and 51r via check valves that allow liquid flow to the suction ports. When a braking command is sent from the electronic control unit 12 to the braking ECU 52, the braking ECU 52 switches the electromagnetic on-off valves 50 f and 50 r to the open state and rotationally drives the hydraulic pumps 47 f and 47 r by the motor 48. Discharged liquid discharged from the hydraulic pumps 47f and 47r is circulated through the solenoid hydraulic pressure proportional control valves 45f and 45r and the electromagnetic on-off valves 50f and 50r, and is proportional to the solenoid hydraulic pressure in accordance with a command from the electronic control unit 12. An assist hydraulic pressure corresponding to a control current applied to the linear solenoids of the control valves 45f and 45r is generated and supplied to the wheel cylinders 43f and 43r via the ABS valve devices 46f and 46r, without depending on the operation of the driver. Generate braking force.

  The driving force control device 22 includes an engine 23, an automatic transmission 24, a differential, and a left and right drive shaft. The driving force of the engine 23 is shifted by the automatic transmission 24 and is a drive wheel through the differential and the left and right drive shafts. It is transmitted to the left and right front wheels 41f. The engine 23 includes an intake pipe through which air flows into the combustion chamber of the engine 23. A throttle valve 25 that adjusts the amount of air passing through the intake pipe by adjusting the opening / closing amount of the intake pipe is provided in the intake pipe. Is provided. The throttle valve 25 is opened and closed by driving a motor 27 in response to a command from the engine control ECU 26, the opening / closing amount of the throttle valve 25 is detected by a throttle opening sensor 28, and the detection signal is fed back to the engine control ECU 26. The engine control ECU 26 basically receives the depression amount of the accelerator pedal detected by the accelerator opening sensor and transmits a command value corresponding to the opening / closing amount of the throttle valve 25 according to the depression amount to the motor 27.

  The automatic transmission 24 shifts the driving force of the engine 23 and outputs it to the drive wheels. The automatic transmission control ECU (not shown) controls the vehicle speed V of the host vehicle 11, the engine speed N, and the opening of the throttle valve 25. Based on the above, an actuator for establishing each gear stage is operated to establish a gear stage suitable for the traveling state of the host vehicle 11.

  The estimated travel locus calculation device 18 includes a vehicle speed sensor 15, a steering angle sensor 16, and a yaw rate sensor 17, and the vehicle speed sensor 15 is based on the number of pulses generated according to the rotation of the non-driven wheels of the vehicle 11. The steering angle sensor 16 detects the meandering angle θ of the meandering wheel 41f provided on the steering shaft, and the yaw rate sensor 17 detects the rotational angular velocity γ (yaw rate) generated around the vertical axis passing through the center of gravity of the vehicle. ) Is output. The estimated traveling locus calculation device 18 has an estimated traveling locus 31 having a width of about the vehicle width estimated to travel by the host vehicle 11 based on the vehicle speed V, the turning angle θ, and the yaw rate γ detected by the sensors 15 to 17. Is calculated by a known calculation formula.

  A driving support program shown in FIG. 4 is stored in the storage device 32 connected to the electronic control device 12. The driving support program predicts a passing position between the host vehicle 11 and the oncoming vehicle 35, and calculates a first remaining road width w1 obtained by subtracting the width Wb of the oncoming vehicle 35 from the road width W1 at the predicted passing position P1. The second width remaining w2 obtained by subtracting the width Wb of the oncoming vehicle 35 from the road width W2 on the own vehicle side from the predicted passing position P1 allows the own vehicle 11 and the oncoming vehicle 35 to pass each other with a clearance H2 (for example, A preliminary passing position P2 that is equal to or larger than the width Wa + 1m) of the host vehicle 11 is detected. When the first road width remaining amount w1 is equal to or larger than the attention width H1 (for example, the width Wa + 0.6 m of the own vehicle 11) that requires attention when the own vehicle 11 and the oncoming vehicle 35 pass each other, and the first road width remaining amount w1 is careful. When it is smaller than the width H1 and the preliminary passing position P2 is not detected, the first driving support control is executed by executing the first driving support control subprogram of FIG. When the first road width remaining amount w1 is smaller than the attention width H1 and the preliminary passing position P2 is detected, the second driving support control subprogram of FIG. To do. Note that the attention width H1 and the clearance width H2 may be the same value (for example, the width Wa + 1m of the host vehicle 11).

  The electronic control device 12 repeatedly executes the driving support program at predetermined time intervals, and the image processing device 14 operates as the oncoming vehicle detection means 36 based on a command from the electronic control device 12 and is photographed by the cameras 13l and 13r. The image is processed to detect the oncoming vehicle 35, the relative distance Ds and the relative speed Vs between the host vehicle 11 and the oncoming vehicle 35 are calculated, and the width Wb of the oncoming vehicle 35 is relative to the width of the oncoming vehicle 35 on the image. Calculation based on the distance Ds and output to the electronic control unit 12 (step S1).

  When the oncoming vehicle 35 is detected, an oncoming vehicle route is predicted (step S2). For the prediction of the course of the oncoming vehicle 35, the image processing apparatus 14 captures a road that extends from the oncoming vehicle 35 in the direction of the host vehicle 11, a white line or a yellow line drawn on the road surface, and the like taken by the pair of cameras 13l and 13r. The detection is performed by extracting from the information and predicting from the detected road and the extending direction of white lines and yellow lines drawn on the road surface. The electronic control unit 12 can also determine that the course of the oncoming vehicle 35 is changed before passing the own vehicle 11 by detecting lighting of the right turn or left turn turn signal of the oncoming vehicle 35.

  The image processing device 14 performs image processing on image information captured by the pair of cameras 13l and 13r, extracts roads extending forward from the own vehicle 11, white lines and yellow lines drawn on the road surface, and the like, and performs electronic control. Transmit to device 12. The electronic control unit 12 predicts the own vehicle path along which the host vehicle 11 travels based on the road input from the image processing unit 14, the white line or the yellow line drawn on the road (step S3). The electronic control unit 12 can perform a more accurate own vehicle course prediction by adding the estimated course 31 read from the estimated course computation unit 18 to the automatic course prediction.

  As shown in FIG. 8, the electronic control unit 12 calculates a time T until the two vehicles pass each other by dividing the relative distance Ds between the host vehicle 11 and the oncoming vehicle 35 by the relative speed Vs. By multiplying the vehicle speed V of the read own vehicle 11 by the time T, the distance Dp1 from the own vehicle 11 to the predicted passing position P1 is calculated. Then, an object distance detection is performed on a position separated from the own vehicle 11 by a distance Dp1 on the road R extending in front of the own vehicle 11 extracted from the images taken by the pair of cameras 13l and 13r in the own vehicle course prediction in step S3. Based on the information from the means 34, the predicted position P1 is predicted (step S4). In step S4, the pair of cameras 13l and 13r, the image processing device 14, the vehicle speed sensor 15 and the like, the passing position prediction means for predicting the predicted passing position P1 between the oncoming vehicle 35 and the own vehicle 11 detected by the oncoming vehicle detecting means 36. 37 is configured.

  The image processing device 14 calculates the road width W1 of the road R at the predicted passing position P1 based on a command from the electronic control device 12 in consideration of the distance Dp1 from the own vehicle 11, and there is an obstacle at the predicted passing position P1. In this case, the obstacle width Wt is calculated in the same manner. (Step S5). The electronic control unit 12 calculates the first remaining road width w1 by subtracting the width Wb of the oncoming vehicle 35 from the road width W1 at the predicted passing position P1 (step S6). When there is an obstacle, the first road width remaining amount w1 is a value obtained by subtracting the width Wb of the oncoming vehicle 35 and the width Wt of the obstacle from the road width W1. The first road width remaining amount calculating means 38 for calculating the first road width remaining amount w1 obtained by subtracting the width Wb of the oncoming vehicle 35 from the road width W1 at the predicted passing position P1 predicted by the passing position predicting means 37 is configured by steps S5 and S6. Has been.

  If the vehicle 11 passes the oncoming vehicle 35 at the predicted passing position P1 when the remaining first road width w1 is smaller than the attention width H1, the driver needs to decelerate the vehicle 11 and drive carefully. If there is a preliminary passing position P2 in which the second road width remaining amount w2 is greater than or equal to the clearance width H2 on the side of the own vehicle from the predicted passing position P1, the own vehicle 11 is more at the preliminary passing position P2 than the predicted passing position P1. You can pass smoothly and safely, sometimes in a shorter time.

  For this reason, the electronic control unit 12 detects the spare passing position P2 on the own vehicle side closest to the predicted passing position P1 when the second road width remaining amount w2 is equal to or larger than the clearance width H2. That is, the image processing device 14 calculates the road width W2 of the road R on the vehicle side from the predicted passing position P1 based on a command from the electronic control device 12 in consideration of the distance Dp2 from the vehicle 11, and the road R When there is an obstacle, the width Wt of the obstacle is calculated similarly. The electronic control unit 12 inputs the road width W2 of the road R on the vehicle side from the predicted passing position P1 at appropriate intervals, and subtracts the width Wb of the oncoming vehicle 35 and the width Wt of the obstacle from the road width W2 at each position. The two-way width remaining amount w2 is calculated, and a position closest to the predicted passing position P1 when the second road width remaining amount w2 is equal to or larger than the clearance width H2 is detected as the preliminary passing position P2 (steps S8 and S9). The preliminary passing position P2 may be a position where the remaining second road width w2 is larger than the clearance width H2 in a predetermined range on the own vehicle side from the predicted passing position P1.

  By the steps S8 and S9, the pair of cameras 13l and 13r, the image processing device 14, and the like, the second road width remaining amount w2 obtained by subtracting the width Wb of the oncoming vehicle 35 from the road width W2 on the own vehicle side from the predicted passing position P1 is the own vehicle 11. And a preliminary passing position detecting means 55 for detecting a preliminary passing position P2 having a clearance width H2 or more that allows the oncoming vehicle 35 to pass with a clearance.

  When the first remaining road width w1 is equal to or greater than the attention width H1 (step S7), the electronic control unit 12 executes a first travel support control subprogram (step S11) as the first travel support control means 53. The electronic control unit 12 obtains the target passing vehicle speed Vt from the map shown in FIG. 7 based on the first road width remaining amount w1 (step S21). When the current vehicle speed V of the host vehicle 11 detected by the vehicle speed sensor 15 is greater than the target passing vehicle speed Vt (step S22) and the distance Dp1 from the host vehicle 11 to the predicted passing position P1 is smaller than a predetermined distance (step S23). The electronic control unit 12 sets the deceleration of the host vehicle 11 (step S24), outputs commands to the braking ECU 52 and the engine control ECU 26, and controls the braking force control unit 21 and the driving force control unit 22 to 11 is decelerated from the vehicle speed V to the target passing vehicle speed Vt suitable for the first remaining road width w1 and passed the oncoming vehicle 35 at the predicted passing position P1 (step S25). That is, when a braking command is sent from the electronic control unit 12 to the braking ECU 52 before the predicted passing position P1, the braking ECU 52 switches the electromagnetic on-off valves 50f and 50r to the open state, and the hydraulic pumps 47f and 47r are switched to the motor 48. Is driven to rotate. The discharged liquid discharged from the hydraulic pumps 47f and 47r is circulated through the solenoid hydraulic pressure proportional control valves 45f and 45r and the electromagnetic on-off valves 50f and 50r. The control ECU 52 is a solenoid hydraulic pressure proportional control valve based on a command from the electronic control unit 12 to generate a control current for generating an assist hydraulic pressure that applies a braking force to the extent that the host vehicle 11 is decelerated from the vehicle speed V to the target passing vehicle speed Vt. Applied to 45f and 45r linear solenoids. Such assist hydraulic pressure is supplied to the wheel cylinders 43f and 43r without being operated by the driver, and braking force is applied to the own vehicle 11 without being operated by the driver. At this time, a command for setting the engine 23 to an idling state is output from the electronic control unit 12 to the engine control ECU 26. When the current vehicle speed V of the host vehicle 11 is smaller than the target passing vehicle speed Vt (step S22), or the distance Dp1 from the host vehicle 11 to the predicted passing position P1 is greater than a predetermined distance (step S23). Also return to the driving assistance program.

  When the first road width remaining amount w1 is smaller than the attention width H1 (step S7) and the preliminary passing position P2 is detected by the preliminary passing position detecting means 55 (step S10), the electronic control unit 12 performs the second driving support control. A subprogram (step S12) is executed. That is, when the distance Dp2 from the own vehicle 11 to the preliminary passing position P2 becomes smaller than the predetermined distance (step S31), the deceleration of the own vehicle 11 is set (step S32), and a command is output to the braking ECU 52 and the engine control ECU 26. Then, the braking force control device 21 and the driving force control device 22 are controlled to stop the host vehicle 11 at the preliminary passing position P2 (step S33). When the relative distance Ds between the host vehicle 11 and the oncoming vehicle 35 becomes 0, the electronic control unit 12 determines that the passing has been completed (step S34), and a stop command to the braking force control device 21 and the driving force control device 22 is determined. Is canceled (step S36) and the process returns to the driving support program. In addition, also when the distance Dp2 from the own vehicle 11 to the preliminary passing position P2 is larger than the predetermined distance, the process returns to the driving support program.

  If the oncoming vehicle 35 has not been passed, but the oncoming vehicle 35 has stopped (step S35), the electronic control unit 12 releases the stop command to the braking force control device 21 and the driving force control device 22 ( Step S36) Return to the driving support program. Thereby, when the oncoming vehicle 35 stops due to passing each other, it is possible to prevent the own vehicle 11 from continuing to stop. When the oncoming vehicle 35 does not stop, the own vehicle 11 continues to stop until the passing of the oncoming vehicle 35 is completed. When the oncoming vehicle 35 is stopped, the electronic control device 12 reads the traveling direction relative speed Vx of the oncoming vehicle 35 with respect to the own vehicle 11 from the image processing device 14, and the difference between the traveling direction relative speed Vx and the vehicle speed V of the own vehicle 11 is calculated. If it is less than the slight value, it is determined that the oncoming vehicle 35 is stopped.

  By the second driving support control subprogram (step S12), the braking force control device 21, the driving force control device 22, and the like, the first road width remaining amount w1 is smaller than the attention width H1, and the preliminary passing position P2 is the preliminary passing position detecting means. When detected by 55, the second travel support control means 54 is configured to perform the second travel support control so as to pass at the preliminary passing position P2.

  In the above embodiment, the second travel support control means 54 is configured by the second travel support control subprogram, the braking force control device 21, the driving force control device 22, and the like. When the first road width remaining amount w1 is smaller than the attention width H1 and the preliminary passing position P2 is detected by the preliminary passing position detection means 55, the electronic control unit 12 executes a subprogram similar to the second driving support control subprogram. The driver may be alerted by an alarm means so as to pass at the preliminary passing position P2 after execution.

  In the above embodiment, the preliminary passing position P2 is detected in the entire range on the own vehicle side from the predicted passing position P1, but the preliminary passing position P2 is detected in the predetermined range on the own vehicle side from the predicted passing position P1. Alternatively, the driving support program may be executed when the relative distance Ds between the host vehicle 11 and the oncoming vehicle 35 is equal to or less than a predetermined value. By doing so, it is possible to prevent the own vehicle 11 from decelerating or stopping at a preliminary passing position that is very far from the oncoming vehicle 35.

  In the above embodiment, the relative distance Ds between the own vehicle 11 and the oncoming vehicle 35 is detected by the left and right cameras 13l and 13r and the image processing device 14, but is detected by the millimeter wave radar device. Also good.

1 is a system configuration diagram of a vehicle travel support device according to an embodiment. FIG. The figure which shows the object and image processing which a right and left CCD camera image | photographs. The figure which shows a braking force control apparatus. The figure which shows a driving assistance program. The figure which shows a 1st driving assistance control subprogram. The figure which shows a 2nd driving assistance control subprogram. The map which shows the target passing vehicle speed suitable for the 1st road width remaining amount. The figure which shows the relationship between a predicted passing position and a preliminary passing position.

Explanation of symbols

DESCRIPTION OF SYMBOLS 10 ... Vehicle travel assistance device, 11 ... Own vehicle, 12 ... Electronic control device, 13l, 13r ... CCD camera, 14 ... Image processing device, 15 ... Vehicle speed sensor, 18 ... Estimated travel locus calculation device, 19 ... Object, 20 DESCRIPTION OF SYMBOLS ... Automatic stop control means, 21 ... Braking force control apparatus, 22 ... Driving force control apparatus, 26 ... Engine control ECU, 31 ... Estimated progress locus, 32 ... Memory | storage device, 33 ... Object detection means, 34 ... Object distance detection means, 35 ... Oncoming vehicle, 36 ... Oncoming vehicle detection means, 37 ... Passing position prediction means, 38 ... First road width remaining amount calculation means, 52 ... Braking ECU, 53 ... First travel support control means, 54 ... Second travel support control Means 55: Preliminary passing position detection means, w1: First road width remaining amount, w2: Second road width remaining amount, P1: Predicted passing position, P2: Preliminary passing position, Wa: Own vehicle width, Wb: Oncoming vehicle Width, R ... road .

Claims (5)

An oncoming vehicle detection means for detecting an oncoming vehicle ahead of the host vehicle;
Passing position predicting means for calculating a predicted passing position between the oncoming vehicle and the own vehicle detected by the oncoming vehicle detecting means;
First road width remaining amount calculating means for calculating a first road width remaining amount obtained by subtracting the width of the oncoming vehicle from the road width at the predicted passing position calculated by the passing position predicting means;
In a vehicle travel support device comprising: first travel support control means for performing travel support control according to the first road width remaining amount calculated by the first road width remaining amount calculating means;
Detects a preliminary passing position where the remaining width of the second road, which is obtained by subtracting the width of the oncoming vehicle from the road width on the own vehicle side from the predicted passing position, is larger than the clearance width that allows the own vehicle and the oncoming vehicle to pass each other with a clearance. Preliminary passing position detecting means for
When the first road width remaining amount is smaller than the attention width that needs attention when the own vehicle and the oncoming vehicle pass each other, and the preliminary passing position is detected by the preliminary passing position detecting means, the preliminary passing position is passed. And a second travel support control means for performing the second travel support control as described above. The vehicle travel support apparatus according to claim 1, wherein the second travel support control unit includes a braking force control unit that controls a braking force regardless of a driver's operation. 3. The second travel support control unit according to claim 2, wherein when the first remaining road width is smaller than the caution width and the preliminary passing position is detected by the preliminary passing position detecting unit, the second traveling support control unit is configured to pass by the preliminary passing position. Makes the braking force control means perform stop control. 2. The second travel support control means according to claim 1, wherein when the first road remaining amount is smaller than the caution width and the preliminary passing position is detected by the preliminary passing position detecting means, the second passing support control means passes the preliminary passing position. As described above, a vehicular travel support apparatus comprising alarm means for alarming a driver. 5. The vehicle travel support device according to claim 1, wherein the second travel support control unit stops the travel support control when detecting the stop of the oncoming vehicle. 6.

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