Patent ID: 12252117

DESCRIPTION OF THE EMBODIMENTS

Below, a vehicle driving assistance apparatus, a vehicle driving assistance method, and a computer-readable storage medium storing a vehicle driving assistance program according to an embodiment of the present disclosure will be described with reference to the drawings. As shown inFIG.1, the vehicle driving assistance apparatus10according to the embodiment of the present disclosure is installed on an own vehicle100.

<ECU>

The vehicle driving assistance apparatus10includes an ECU90as a control device. ECU stands for electronic control unit. The ECU90includes a micro-computer as a main component. The micro-computer includes a CPU, a ROM, a RAM, a non-volatile memory, and an interface. The CPU is configured or programmed to realize various functions by executing instructions, programs, or routines stored in the ROM. In particular, the CPU is configured or programmed to execute the vehicle driving assistance program stored in the ROM as the computer-readable storage medium.

<Driving Apparatus, Etc.>

Further, the own vehicle100is installed with a driving apparatus21, a braking apparatus22, and a steering apparatus23.

<Driving Apparatus>

The driving apparatus21is an apparatus which outputs a driving force or a driving torque to be applied to the own vehicle100to move the same. The driving apparatus21includes, for example, an internal combustion engine and at least one electric motor. The driving apparatus21is electrically connected to the ECU90. The ECU90controls the driving force output from the driving apparatus21by controlling operations of the driving apparatus21. Thus, the ECU90controls an acceleration of the own vehicle100by controlling the operations of the driving apparatus21.

<Braking Apparatus>

The braking apparatus22is an apparatus which outputs a braking force or a braking torque to be applied to the own vehicle100to brake the same. The braking apparatus22includes, for example, a brake apparatus. The braking apparatus22is electrically connected to the ECU90. The ECU90controls the braking force output from the braking apparatus22by controlling operations of the braking apparatus22. Thus, the ECU90controls a deceleration of the own vehicle100by controlling the operations of the braking apparatus22.

<Steering Apparatus>

The steering apparatus23is an apparatus which outputs a steering force or a steering torque to be applied to the own vehicle100to steer the same. The steering apparatus23includes, for example, a power steering apparatus. The steering apparatus23is electrically connected to the ECU90. The ECU90controls the steering force output from the steering apparatus23by controlling operations of the steering apparatus23. Thus, the ECU90controls a steering angle of the own vehicle100by controlling the operations of the steering apparatus23.

<Sensors, Etc.>

Further, the own vehicle100is installed with an accelerator pedal31, an accelerator pedal operation amount sensor32, a brake pedal33, a brake pedal operation amount sensor34, a steering wheel35, a steering shaft36, a steering angle sensor37, a steering torque sensor38, a vehicle kinetic momentum detection apparatus50, a surrounding information detection apparatus60.

<Accelerator Pedal Operation Amount Sensor>

The accelerator pedal operation amount sensor32is a sensor which detects an operation amount of the accelerator pedal31. The accelerator pedal operation amount sensor32is electrically connected to the ECU90. The accelerator pedal operation amount sensor32sends information on the detected operation amount of the accelerator pedal31to the ECU90. The ECU90acquires the operation amount of the accelerator pedal31as an accelerator pedal operation amount AP, based on the information sent from the accelerator pedal operation amount sensor32.

The ECU90calculates and acquires a requested driving force or a requested driving torque, based on the accelerator pedal operation amount AP and a moving speed of the own vehicle100. The requested driving force is the driving force which the driving apparatus21is requested to output. The ECU90controls the operations of the driving apparatus21so as to output the driving force corresponding to the requested driving force when not executing a steering avoidance control described later in detail.

<Brake Pedal Operation Amount Sensor>

The brake pedal operation amount sensor34is a sensor which detects an operation amount of the brake pedal33. The brake pedal operation amount sensor34is electrically connected to the ECU90. The brake pedal operation amount sensor34sends information on the detected operation amount of the brake pedal33to the ECU90. The ECU90acquires the operation amount of the brake pedal33as a brake pedal operation amount BP, based on the information sent from the brake pedal33.

The ECU90calculates and acquires a requested braking force or a requested braking torque, based on the brake pedal operation amount BP. The requested braking force is the braking force which the braking apparatus22is requested to output. The ECU90controls the operations of the braking apparatus22so as to output the braking force corresponding to the requested braking force when not executing the steering avoidance control described later in detail.

<Steering Angle Sensor>

The steering angle sensor37is a sensor which detects a rotation angle of the steering shaft36with respect to its neutral position. The steering angle sensor37is electrically connected to the ECU90. The steering angle sensor37sends information on the detected rotation angle of the steering shaft36to the ECU90. The ECU90acquires the rotation angle of the steering shaft36as a steering angle AG, based on the information sent from the steering angle sensor37.

<Steering Torque Sensor>

The steering torque sensor38is a sensor which detects a torque which a driver of the own vehicle100inputs to the steering shaft36with the steering wheel35. The steering torque sensor38is electrically connected to the ECU90. The steering torque sensor38sends information on the detected torque to the ECU90. The ECU90acquires the torque which the driver inputs to the steering shaft36with the steering wheel35as a driver input torque, based on the information sent from the steering torque sensor38.

<Vehicle Kinetic Momentum Detection Apparatus>

The vehicle kinetic momentum detection apparatus50is an apparatus which detects kinetic momentum of the own vehicle100. In this embodiment, the vehicle kinetic momentum detection apparatus50includes a vehicle moving speed detection device51, a longitudinal acceleration sensor52, a lateral acceleration sensor53, and a yaw rate sensor54.

<Vehicle Moving Speed Detection Device>

The vehicle moving speed detection device51is a device which detects the moving speed of the own vehicle100. The vehicle moving speed detection device51includes, for example, vehicle wheel rotation speed sensors. The vehicle moving speed detection device51is electrically connected to the ECU90. The vehicle moving speed detection device51sends information on the detected moving speed of the own vehicle100to the ECU90. The ECU90acquires the moving speed of the own vehicle100as an own vehicle moving speed V100, based on the information sent from the vehicle moving speed detection device51.

The ECU90calculates and acquires a requested steering force or a requested steering torque, based on the steering angle AG, the driver input torques, and the own vehicle moving speed V100. The requested steering force is the steering force which the steering apparatus23is requested to output. The ECU90controls the operations of the steering apparatus23so as to output the steering force corresponding to the requested steering force when not executing the steering avoidance control described later in detail.

<Longitudinal Acceleration Sensor>

The longitudinal acceleration sensor52is a sensor which detects an acceleration of the own vehicle100in a longitudinal direction of the own vehicle100. The longitudinal acceleration sensor52is electrically connected to the ECU90. The longitudinal acceleration sensor52sends information on the detected acceleration to the ECU90. The ECU90acquires the acceleration of the own vehicle100in the longitudinal direction of the own vehicle100as a longitudinal acceleration Gx, based on the information sent from the longitudinal acceleration sensor52.

<Lateral Acceleration Sensor>

The lateral acceleration sensor53is a sensor which detects an acceleration of the own vehicle100in a lateral direction or a width direction of the own vehicle100. The lateral acceleration sensor53is electrically connected to the ECU90. The lateral acceleration sensor53sends information on the detected acceleration to the ECU90. The ECU90acquires the acceleration of the own vehicle100in the lateral direction of the own vehicle100as a lateral acceleration Gy, based on the information sent from the lateral acceleration sensor53.

<Yaw Rate Sensor>

The yaw rate sensor54is a sensor which detects a yaw rate YR of the own vehicle100. The yaw rate sensor54is electrically connected to the ECU90. The yaw rate sensor54sends information on the detected yaw rate to the ECU90. The ECU90acquires the yaw rate of the own vehicle100as a yaw rate YR, based on the information sent from the yaw rate sensor54.

It should be noted that an IMU (Inertial Measurement Unit) in which the longitudinal acceleration sensor52, the lateral acceleration sensor53, and the yaw rate sensor54are integrated, may be used in place of the longitudinal acceleration sensor52, the lateral acceleration sensor53, and the yaw rate sensor54.

<Surrounding Information Detection Apparatus>

The surrounding information detection apparatus60is an apparatus which detects information on a situation around the own vehicle100. In this embodiment, the surrounding information detection apparatus60includes radio wave sensors61and image sensors62. The radio wave sensor61is, for example, a radar sensor such as a millimeter wave radar. The image sensor62is, for example, a camera. It should be noted that the surrounding information detection apparatus60may include sonic wave sensors such as ultrasonic wave sensors such as clearance sonars, or optical sensors such as laser radars such as LiDARs, or ToF sensors (Time of Flight sensors).

<Radio Wave Sensors>

The radio wave sensors61are electrically connected to the ECU90. The radio wave sensor61transmits radio waves and receives reflected waves, i.e., the radio waves reflected by objects. The radio wave sensors61send information or detection results on the transmitted radio waves and the received reflected waves to the ECU90. In other words, the radio wave sensors61detect objects around the own vehicle100and send information or detection results on the detected objects to the ECU90. The ECU90acquires the information on the objects around the own vehicle100as surrounding detection information ID, based on the information or radio wave information sent from the radio wave sensors61.

It should be noted that in this embodiment, the object is a vehicle, a motorcycle, a bicycle, or a person.

<Image Sensors>

The image sensors62are electrically connected to the ECU90. The image sensor62takes images of a view around the own vehicle100and sends information on the taken images to the ECU90. The ECU90acquires the information on the situation around the own vehicle100as the surrounding detection information ID, based on the information or image information sent from the image sensors62.

As shown inFIG.2, when there is a forward object200(i.e., an object ahead of the own vehicle100), the ECU90detects the forward object200, based on the surrounding detection information ID. It should be noted that the forward object200is a vehicle, a motorcycle, a bicycle, or a person. In an example shown inFIG.2, the forward object200is the vehicle.

When the ECU90detects the forward object200, the ECU90acquires, for example, an object distance D200and a relative speed ΔV200, based on the surrounding detection information ID. The object distance D200is a distance between the forward object200and the own vehicle100. The relative speed ΔV200is a moving speed of the own vehicle100with respect to the forward object200.

In addition, the ECU90recognizes a left lane marking LM_L and a right lane marking LM_R, based on the surrounding detection information ID. The left lane marking LM_L and the right lane marking LM_R define an own vehicle moving lane LN, i.e., a moving lane in which the own vehicle100currently moves. The ECU90specifies an area of the own vehicle moving lane LN, based on the recognized left lane marking LM_L and the recognized right lane marking LM_R.

<Summary of Operations of Vehicle Driving Assistance Apparatus>

Next, a summary of operations of the vehicle driving assistance apparatus10will be described.

The vehicle driving assistance apparatus10executes a process to detect the object such as the vehicle ahead of the own vehicle100in a moving direction of the own vehicle100, based on the surrounding detection information ID while the own vehicle100moves. While the vehicle driving assistance apparatus10does not detect any objects ahead of the own vehicle100in the moving direction of the own vehicle100, the vehicle driving assistance apparatus10executes an ordinary moving control.

The ordinary moving control is a control to (i) control the operations of the driving apparatus21so as to output the driving force corresponding to the requested driving force when the requested driving force is greater than zero, (ii) control the operations of the braking apparatus22so as to output the braking force corresponding to the requested braking force when the requested braking force is greater than zero, and (iii) control the operations of the steering apparatus23so as to output the steering force corresponding to the requested steering force when the requested steering force is greater than zero.

When the vehicle driving assistance apparatus10detects the object ahead of the own vehicle100in the moving direction of the own vehicle100, the vehicle driving assistance apparatus10determines, based on the surrounding detection information ID, whether the object, i.e., the forward object200is in a predicted moving area A100.

As shown inFIG.3A, the predicted moving area A100is an area which has a center line corresponding to a predicted moving route R100of the own vehicle100and a width corresponding to a width of the own vehicle100. The predicted moving route R100is a moving route along which the own vehicle100predictively moves assuming that the own vehicle100moves, maintaining the current steering angle AG. The predicted moving route R100shown inFIG.3Ais a straight line, however, may be a curved line, depending on the situations.

When the detected forward object200is not in the predicted moving area A100, the vehicle driving assistance apparatus10continues executing the ordinary moving control.

On the other hand, when the vehicle driving assistance apparatus10determines that the detected forward object200is in the predicted moving area A100as shown inFIG.3B, the vehicle driving assistance apparatus10acquires a predicted reaching time TTC. The predicted reaching time TTC is a time predictively taken for the own vehicle100to reach the forward object200. The vehicle driving assistance apparatus10acquires the predicted reaching time TTC by dividing the object distance D200by the relative speed ΔV200(TTC=D200/ΔV200). While the vehicle driving assistance apparatus10determines that the forward object200is in the predicted moving area A100, the vehicle driving assistance apparatus10acquires the object distance D200, the relative speed ΔV200, and the predicted reaching time TTC with a predetermined calculation cycle.

When the relative speed ΔV200is constant, the predicted reaching time TTC decreases as the own vehicle100approaches the forward object200. Thus, the predicted reaching time TTC is an index which represents a probability that the own vehicle100does not collide with the forward object200. The index decreases as the predicted reaching time TTC decreases. In addition, the index decreases as the probability that the own vehicle100does not collide with the forward object200, decreases.

The vehicle driving assistance apparatus10determines whether the predicted reaching time TTC decreases to a predetermined time or a collision determination time TTCth. When the predicted reaching time TTC is greater than the collision determination time TTCth, the vehicle driving assistance apparatus10continues executing the ordinary moving control.

When (i) no collision avoidance steering wheel maneuvering is carried out by the driver of the own vehicle100, that is, a maneuvering to the steering wheel35to avoid a collision of the own vehicle100with the forward object200is not carried out by the driver of the own vehicle100, and (ii) the own vehicle100has approached the forward object200, and (iii) the predicted reaching time TTC decreases to the collision determination time TTCth, the own vehicle100determines that the own vehicle100collides with the forward object200if the own vehicle100moves without change. When the vehicle driving assistance apparatus10determines that the own vehicle100collides with the forward object200, the vehicle driving assistance apparatus10determines that a steering avoidance control execution condition becomes satisfied.

When the vehicle driving assistance apparatus10determines that the steering avoidance control execution condition becomes satisfied, the vehicle driving assistance apparatus10sets a target moving route Rtgt. In addition when the vehicle driving assistance apparatus10determines that the steering avoidance control execution condition becomes satisfied, the vehicle driving assistance apparatus10sets the forward object200as an avoidance target object200tgt.

The target moving route Rtgt is a route along which the own vehicle100is caused to move by the steering avoidance control to avoid the collision of the own vehicle100with the avoidance target object200tgt by passing by the avoidance target object200tgt within the own vehicle moving lane LN as shown inFIG.4B.

The target moving route Rtgt shown inFIG.4Bis a route passing through the right side of the avoidance target object200tgt. In this regard, the target moving route Rtgt may be a route passing through the left side of the avoidance target object200tgt when there is a space at the left side of the avoidance target object200tgt which the own vehicle100can pass within the own vehicle moving lane LN.

When the vehicle driving assistance apparatus10sets the target moving route Rtgt, the vehicle driving assistance apparatus10sets (i) a steering angle control pattern (i.e., a pattern of controlling the steering angle of the own vehicle100to move the own vehicle100along the target moving route Rtgt) and (ii) a deceleration control pattern (i.e., a pattern of controlling a deceleration of the own vehicle100while moving the own vehicle100along the target moving route Rtgt).

While the vehicle driving assistance apparatus10executes the steering avoidance control, the vehicle driving assistance apparatus10sets a target steering angle AGtgt, based on the steering angle control pattern. The target steering angle AGtgt is a target value of the steering angle of the own vehicle100. In addition, while the vehicle driving assistance apparatus10executes the steering avoidance control, the vehicle driving assistance apparatus10sets a target deceleration Gtgt, based on the deceleration control pattern. The target deceleration Gtgt is a target value of the deceleration of the own vehicle100.

Then, the vehicle driving assistance apparatus10controls the steering angle of the own vehicle100at the target steering angle AGtgt and controls the deceleration of the own vehicle100at the target deceleration Gtgt.

Thereby, the own vehicle100starts to turn right as shown inFIG.5A. Immediately thereafter, the own vehicle100turns in an opposite direction, i.e., left and then, the moving direction of the own vehicle100becomes parallel to the own vehicle moving lane LN. Then, as shown inFIG.5B, the own vehicle100passes by the avoidance target object200tgt. Thereby, the collision of the own vehicle100with the avoidance target object200tgt is avoided. When the own vehicle100has passed by the avoidance target object200tgt as shown inFIG.5C, the vehicle driving assistance apparatus10determines that the collision of the own vehicle100with the avoidance target object200tgt has been avoided and terminates executing the steering avoidance control.

It should be noted that the vehicle driving assistance apparatus10may be configured not to set the target moving route Rtgt when the steering avoidance control execution condition becomes satisfied if there is no space through which the own vehicle100passes at the side of the avoidance target object200tgt, and thus there is no route along which the own vehicle100is moved to pass by the avoidance target object200tgt within the own vehicle moving lane LN. When the vehicle driving assistance apparatus10does not set the target moving route Rtgt, the own vehicle100does not execute the steering avoidance control.

Further, the vehicle driving assistance apparatus10may be configured to stop executing the steering avoidance control when the driver input torque becomes equal to or greater than a predetermined relatively great torque while executing the steering avoidance control, in other words, when an operation amount of the steering wheel35by the driver of the own vehicle100becomes equal to or greater than a predetermined amount while executing the steering avoidance control.

<Setting of Target Steering Angle and Target Deceleration>

As described above, while executing the steering avoidance control, the vehicle driving assistance apparatus10sets the target steering angle AGtgt, based on the steering angle control pattern and sets the target deceleration Gtgt, based on the deceleration control pattern.

If a defined steering angle AGbase (i.e., the steering angle determined by the steering angle control pattern) is set as the target steering angle AGtgt, and a defined deceleration Gbase (i.e., the deceleration determined by the deceleration control pattern) is set as the target deceleration Gtgt, the own vehicle100should be moved along the target moving route Rtgt without departing from the own vehicle moving lane LN.

However, the own vehicle100may depart from the own vehicle moving lane LN even by executing the steering avoidance control by setting the defined steering angle AGbase as the target steering angle AGtgt and setting the defined deceleration Gbase as the target deceleration Gtgt due to properties of the steering apparatus23and the braking apparatus22of the own vehicle100and a state of a road surface on which the own vehicle100moves.

<First Process>

Accordingly, while the vehicle driving assistance apparatus10executes the steering avoidance control, the vehicle driving assistance apparatus10changes the target steering angle AGtgt so as to move the own vehicle100toward a center of the own vehicle moving lane LN when the vehicle driving assistance apparatus10determines that the own vehicle100departs from the own vehicle moving lane LN. In other words, when the vehicle driving assistance apparatus10determines that the own vehicle100departs from the own vehicle moving lane LN while executing the steering avoidance control, the vehicle driving assistance apparatus10executes the steering avoidance control by changing the target steering angle AGtgt so as to move the own vehicle100away from a lane end END of the own vehicle moving lane LN beyond which the own vehicle100is moving.

In particular, in this embodiment, when the vehicle driving assistance apparatus10starts executing the steering avoidance control, the vehicle driving assistance apparatus10acquires a lane end distance Dend. The lane end distance Dend is one of a right end distance Dend_R and a left end distance Dend_L. As shown inFIG.6A, the right end distance Dend_R is a distance between the own vehicle100(in particular, a right front corner portion of the own vehicle100) and the right lane end END (a right end of the own vehicle moving lane LN). In an example shown inFIG.6A, the right lane end END is the right lane marking LM_R. Similarly, as shown inFIG.6B, the left end distance Dend_L is a distance between the own vehicle100(in particular, a left front corner portion of the own vehicle100) and the left lane end END (a left end of the own vehicle moving lane LN). In an example shown inFIG.6B, the left lane end END is the left lane marking LM_L.

When the target moving route Rtgt passes through the right side of the avoidance target object200tgt, the vehicle driving assistance apparatus10acquires a right end distance Dend_R as the lane end distance Dend. On the other hand, when the target moving route Rtgt passes through the left side of the avoidance target object200tgt, the vehicle driving assistance apparatus10acquires a left end distance Dend_L as the lane end distance Dend.

While executing the steering avoidance control, the vehicle driving assistance apparatus10repeatedly acquires the lane end distance Dend and repeatedly determines whether the lane end distance Dend becomes equal to or smaller than a predetermined distance Dend_th.

When the lane end distance Dend becomes equal to or smaller than the predetermined distance Dend_th, the vehicle driving assistance apparatus10determines that the own vehicle100departs from the own vehicle moving lane LN and sets the target steering angle AGtgt and the target deceleration Gtgt by executing a first process. The first process includes a first target steering angle setting process and a first deceleration setting process.

<First Target Steering Angle Setting Process>

The first target steering angle setting process is a process to (i) acquire a value by changing the defined steering angle AGbase (i.e., the steering angle determined by the steering angle control pattern) so as to move the own vehicle100toward the center of the own vehicle moving lane LN and (ii) set the acquired value as the target steering angle AGtgt. In other words, the first target steering angle setting process is a process to (i) acquire a value by changing the defined steering angle AGbase so as to move the own vehicle100away from the lane end END of the own vehicle moving lane LN beyond which the own vehicle100may move and (ii) set the acquired value as the target steering angle AGtgt.

For example, as shown inFIG.7, when the target moving route Rtgt passes through the right side of the avoidance target object200tgt, and the vehicle driving assistance apparatus10determines that the lane end distance Dend becomes equal to or smaller than the predetermined distance Dend_th in the latter half of the steering avoidance control by which the steering angle of the own vehicle100is controlled to an angle for turning the own vehicle100left, the vehicle driving assistance apparatus10executes the first target steering angle setting process as described below.

The vehicle driving assistance apparatus10executes the first target steering angle setting process to (i) calculate and acquire a first steering angle correction value dAG1(i.e., a value to be added to the defined steering angle AGbase for increasing a degree of turning the own vehicle100left), (ii) acquire a value by adding the acquired first steering angle correction value dAG1to the defined steering angle AGbase, and (iii) set the acquired value as the target steering angle AGtgt.

Thereby, when (i) the target moving route Rtgt is a route passing through the right side of the avoidance target object200tgt, and (ii) the vehicle driving assistance apparatus10determines that the lane end distance Dend becomes equal to or smaller than the predetermined distance Dend_th at a point of time t83(seeFIG.8) in the latter half of the steering avoidance control by which the steering angle of the own vehicle100is controlled to an angle for turning the own vehicle100left as shown inFIG.8, the target steering angle AGtgt is set as shown by a solid line by setting a value changed from the defined steering angle AGbase shown by a dashed line as the target steering angle AGtgt.

In particular, from the point of time t83when the lane end distance Dend becomes equal to or smaller than the predetermined distance Dend_th to a point of time t85when the defined steering angle AGbase becomes zero, the vehicle driving assistance apparatus10(i) calculates and acquires the first steering angle correction value dAG1(i.e., a value to be added to the defined steering angle AGbase for increasing the degree of turning the own vehicle100left), based on a difference between the lane end distance Dend and the predetermined distance Dend_th, (ii) acquires a value by adding the acquired first steering angle correction value dAG1to the defined steering angle AGbase, and (iii) sets the acquired value as the target steering angle AGtgt. In this case, the vehicle driving assistance apparatus10(i) acquires a value by adding the first steering angle correction value dAG1increasing as the defined steering angle AGbase increases to the defined steering angle AGbase and (ii) sets the acquired value as the target steering angle AGtgt. That is, the vehicle driving assistance apparatus10(i) acquires a value by adding the first steering angle correction value dAG1decreasing as the defined steering angle AGbase decreases to the defined steering angle AGbase and (ii) sets the acquired value as the target steering angle AGtgt. It should be noted that when the defined steering angle AGbase is zero, the vehicle driving assistance apparatus10sets the first steering angle correction value dAG1to zero and sets the target steering angle AGtgt. Thus, when the defined steering angle AGbase is zero, the target steering angle AGtgt is set to zero.

It should be noted that in an example shown inFIG.8, at a point of time t80, the steering avoidance control starts to be executed, and the target steering angle AGtgt starts to be increased in a range of turning the own vehicle100right. Then, at a point of time t81, the target steering angle AGtgt starts to be decreased in the range of turning the own vehicle100right. Then, at a point of time t82, the target steering angle AGtgt starts to be increased in a range of turning the own vehicle100left. Then, at a point of time t84, the target steering angle AGtgt starts to be decreased in the range of turning the own vehicle100left. Then, at the point of time t85, the target steering angle AGtgt becomes zero and after the point of time t85, the target steering angle AGtgt continues to be zero.

On the other hand, when (i) the target moving route Rtgt is a route passing through the right side of the avoidance target object200tgt, and (ii) the vehicle driving assistance apparatus10determines that the lane end distance Dend becomes equal to or smaller than the predetermined distance Dend_th in the first half of the steering avoidance control by which the steering angle of the own vehicle100is controlled to an angle for turning the own vehicle100right, the vehicle driving assistance apparatus10executes the first target steering angle setting process as follows.

While the own vehicle100turns right, the vehicle driving assistance apparatus10executes the first target steering angle setting process to (i) calculate and acquire the first steering angle correction value dAG1(i.e., a value to be subtracted from the defined steering angle AGbase for decreasing a degree of turning the own vehicle100right), (ii) acquire a value by subtracting the acquired first steering angle correction value dAG1from the defined steering angle AGbase, and (iii) set the acquired value as the target steering angle AGtgt. After the own vehicle100starts to turn left, the vehicle driving assistance apparatus10executes the first target steering angle setting process to (i) calculate and acquire the first steering angle correction value dAG1(i.e., a value to be added to the defined steering angle AGbase for increasing the degree of turning the own vehicle100left), (ii) acquire a value by adding the acquired first steering angle correction value dAG1to the defined steering angle AGbase, and (iii) set the acquired value as the target steering angle AGtgt.

Thereby, when (i) the target moving route Rtgt is a route passing through the right side of the avoidance target object200tgt, and (ii) the vehicle driving assistance apparatus10determines that the lane end distance Dend becomes equal to or smaller than the predetermined distance Dend_th at a point of time t92(seeFIG.9) in the first half of the steering avoidance control by which the steering angle of the own vehicle100is controlled to an angle for turning the own vehicle100right as shown inFIG.9, the target steering angle AGtgt is set as shown by a solid line by setting a value changed from the defined steering angle AGbase shown by a dashed line as the target steering angle AGtgt.

In particular, from the point of time t92when the lane end distance Dend becomes equal to or smaller than the predetermined distance Dend_th to a point of time t95when the defined steering angle AGbase becomes zero, while the own vehicle100turns right, the vehicle driving assistance apparatus10(i) calculates and acquires the first steering angle correction value dAG1(i.e., a value to be subtracted from the defined steering angle AGbase for decreasing the degree of turning the own vehicle100right), (ii) acquires a value by subtracting the acquired first steering angle correction value dAG1from the defined steering angle AGbase, and (iii) sets the acquired value as the target steering angle AGtgt. After the own vehicle100starts to turn left, the vehicle driving assistance apparatus10(i) calculates and acquires the first steering angle correction value dAG1(i.e., a value to be added to the defined steering angle AGbase for increasing the degree of turning the own vehicle100left), (ii) acquires a value by adding the acquired first steering angle correction value dAG1to the defined steering angle AGbase, and (iii) sets the acquired value as the target steering angle AGtgt. In this case, while the own vehicle100turns right, the vehicle driving assistance apparatus10(i) acquires a value by subtracting the first steering angle correction value dAG1decreasing as the defined steering angle AGbase increases from the defined steering angle AGbase and (ii) sets the acquired value as the target steering angle AGtgt. After the own vehicle100starts to turn left, the vehicle driving assistance apparatus10(i) acquires a value by adding the first steering angle correction value dAG1increasing as the defined steering angle AGbase increases to the defined steering angle AGbase and (ii) sets the acquired value as the target steering angle AGtgt. That is, the vehicle driving assistance apparatus10(i) acquires a value by adding the first steering angle correction value dAG1decreasing as the defined steering angle AGbase decreases to the defined steering angle AGbase and (ii) sets the acquired value as the target steering angle AGtgt. It should be noted that when the defined steering angle AGbase is zero, the vehicle driving assistance apparatus10sets the first steering angle correction value dAG1to zero and sets the target steering angle AGtgt. Thus, when the defined steering angle AGbase is zero, the target steering angle AGtgt is set to zero.

It should be noted that in an example shown inFIG.9, at a point of time t90, the steering avoidance control starts to be executed, and the target steering angle AGtgt starts to be increased in the range of turning the own vehicle100right. Then, at a point of time t91, the target steering angle AGtgt starts to be decreased in the range of turning the own vehicle100right. Then, at a point of time t93, the target steering angle AGtgt starts to be increased in the range of turning the own vehicle100left. Then, at a point of time t94, the target steering angle AGtgt starts to be decreased in the range of turning the own vehicle100left. Then, at the point of time t95, the target steering angle AGtgt becomes zero and after the point of time t95, the target steering angle AGtgt continues to be zero.

On the other hand, when the target moving route Rtgt passes through the left side of the avoidance target object200tgt, and the vehicle driving assistance apparatus10determines that the lane end distance Dend becomes equal to or smaller than the predetermined distance Dend_th in the latter half of the steering avoidance control by which the steering angle of the own vehicle100is controlled to an angle for turning the own vehicle100right, the vehicle driving assistance apparatus10executes the first target steering angle setting process as described below.

The vehicle driving assistance apparatus10executes the first target steering angle setting process to (i) calculate and acquire the first steering angle correction value dAG1(i.e., a value to be added to the defined steering angle AGbase for increasing the degree of turning the own vehicle100right), (ii) acquires a value by adding the acquired first steering angle correction value dAG1to the defined steering angle AGbase, and (iii) set the acquired value as the target steering angle AGtgt.

Thereby, when (i) the target moving route Rtgt is a route passing through the left side of the avoidance target object200tgt, and (ii) the vehicle driving assistance apparatus10determines that the lane end distance Dend becomes equal to or smaller than the predetermined distance Dend_th at a point of time t103(seeFIG.10) in the latter half of the steering avoidance control by which the steering angle of the own vehicle100is controlled to an angle for turning the own vehicle100left as shown inFIG.10, the target steering angle AGtgt is set as shown by a solid line by setting a value changed from the defined steering angle AGbase shown by a dashed line as the target steering angle AGtgt.

In particular, from the point of time t103when the lane end distance Dend becomes equal to or smaller than the predetermined distance Dend_th to a point of time t105when the defined steering angle AGbase becomes zero, the vehicle driving assistance apparatus10(i) calculates and acquires the first steering angle correction value dAG1(i.e., a value to be added to the defined steering angle AGbase for increasing the degree of turning the own vehicle100right), (ii) acquires a value acquired by adding the acquired first steering angle correction value dAG1to the defined steering angle AGbase, and (iii) sets the acquired value as the target steering angle AGtgt. In this case, the vehicle driving assistance apparatus10(i) acquires a value by adding the first steering angle correction value dAG1increasing as the defined steering angle AGbase increases to the defined steering angle AGbase and (ii) sets the acquired value as the target steering angle AGtgt. That is, the vehicle driving assistance apparatus10(i) acquires a value by adding the first steering angle correction value dAG1decreasing as the defined steering angle AGbase decreases to the defined steering angle AGbase and (ii) sets the acquired value as the target steering angle AGtgt. It should be noted that when the defined steering angle AGbase is zero, the vehicle driving assistance apparatus10sets the first steering angle correction value dAG1to zero and sets the target steering angle AGtgt. Thus, when the defined steering angle AGbase is zero, the target steering angle AGtgt is set to zero.

It should be noted that in an example shown inFIG.10, at a point of time t100, the steering avoidance control starts to be executed, and the target steering angle AGtgt starts to be increased in the range of turning the own vehicle100left. Then, at a point of time t101, the target steering angle AGtgt starts to be decreased in the range of turning the own vehicle100left. Then, at a point of time t102, the target steering angle AGtgt starts to be increased in the range of turning the own vehicle100right. Then, at a point of time t104, the target steering angle AGtgt starts to be decreased in the range of turning the own vehicle100right. Then, at the point of time t105, the target steering angle AGtgt becomes zero and after the point of time t105, the target steering angle AGtgt continues to be zero.

On the other hand, when (i) the target moving route Rtgt is a route passing through the left side of the avoidance target object200tgt, and (ii) the vehicle driving assistance apparatus10determines that the lane end distance Dend becomes equal to or smaller than the predetermined distance Dend_th in the first half of the steering avoidance control by which the steering angle of the own vehicle100is controlled to an angle for turning the own vehicle100left, the vehicle driving assistance apparatus10executes the first target steering angle setting process as follows.

While the own vehicle100turns left, the vehicle driving assistance apparatus10executes the first target steering angle setting process to (i) calculate and acquire the first steering angle correction value dAG1(i.e., a value to be subtracted from the defined steering angle AGbase for decreasing the degree of turning the own vehicle100left), (ii) acquire a value by subtracting the acquired first steering angle correction value dAG1from the defined steering angle AGbase, and (iii) set the acquired value as the target steering angle AGtgt. After the own vehicle100starts to turn right, the vehicle driving assistance apparatus10executes the first target steering angle setting process to (i) calculate and acquire the first steering angle correction value dAG1(i.e., a value to be added to the defined steering angle AGbase for increasing the degree of turning the own vehicle100right), (ii) acquire a value by adding the acquired first steering angle correction value dAG1to the defined steering angle AGbase, and (iii) set the acquired value as the target steering angle AGtgt.

Thereby, when (i) the target moving route Rtgt is a route passing through the left side of the avoidance target object200tgt, and (ii) the vehicle driving assistance apparatus10determines that the lane end distance Dend becomes equal to or smaller than the predetermined distance Dend_th at a point of time t112(seeFIG.11) in the first half of the steering avoidance control by which the steering angle of the own vehicle100is controlled to an angle for turning the own vehicle100left as shown inFIG.11, the target steering angle AGtgt is set as shown by a solid line by setting a value changed from the defined steering angle AGbase shown by a dashed line as the target steering angle AGtgt.

In particular, from the point of time t112when the lane end distance Dend becomes equal to or smaller than the predetermined distance Dend_th to a point of time t115when the defined steering angle AGbase becomes zero, while the own vehicle100turns left, the vehicle driving assistance apparatus10(i) calculates and acquires the first steering angle correction value dAG1(i.e., a value to be subtracted from the defined steering angle AGbase for decreasing the degree of turning the own vehicle100left), (ii) acquires a value by subtracting the acquired first steering angle correction value dAG1from the defined steering angle AGbase, and (iii) sets the acquired value as the target steering angle AGtgt. After the own vehicle100starts to turn right, the vehicle driving assistance apparatus10(i) calculates and acquires the first steering angle correction value dAG1(i.e., a value to be added to the defined steering angle AGbase for increasing the degree of turning the own vehicle100right), (ii) acquires a value by adding the acquired first steering angle correction value dAG1to the defined steering angle AGbase, and (iii) sets the acquired value as the target steering angle AGtgt. In this case, while the own vehicle100turns left, the vehicle driving assistance apparatus10(i) acquires a value by subtracting the first steering angle correction value dAG1decreasing as the defined steering angle AGbase increases from the defined steering angle AGbase and (ii) sets the acquired value as the target steering angle AGtgt. After the own vehicle100starts to turn right, the vehicle driving assistance apparatus10(i) acquires a value by adding the first steering angle correction value dAG1increasing as the defined steering angle AGbase increases to the defined steering angle AGbase and (ii) sets the acquired value as the target steering angle AGtgt. That is, the vehicle driving assistance apparatus10(i) acquires a value by adding the first steering angle correction value dAG1decreasing as the defined steering angle AGbase decreases to the defined steering angle AGbase and (ii) sets the acquired value as the target steering angle AGtgt. It should be noted that when the defined steering angle AGbase is zero, the vehicle driving assistance apparatus10sets the first steering angle correction value dAG1to zero and sets the target steering angle AGtgt. Thus, when the defined steering angle AGbase is zero, the target steering angle AGtgt is set to zero.

It should be noted that in an example shown inFIG.11, at a point of time t110, the steering avoidance control starts to be executed, and the target steering angle AGtgt starts to be increased in the range of turning the own vehicle100left. Then, at a point of time t111, the target steering angle AGtgt starts to be decreased in the range of turning the own vehicle100left. Then, at a point of time t113, the target steering angle AGtgt starts to be increased in the range of turning the own vehicle100right. Then, at a point of time t114, the target steering angle AGtgt starts to be decreased in the range of turning the own vehicle100right. Then, at the point of time t115, the target steering angle AGtgt becomes zero and after the point of time t115, the target steering angle AGtgt continues to be zero.

<First Deceleration Setting Process>

The first deceleration process is executed when the lane end distance Dend becomes equal to or smaller than the predetermined distance Dend_th. The deceleration setting process is a process to (i) calculate and acquire a first deceleration correction value dG1(i.e., a value to be added to the defined deceleration Gbase for increasing the defined deceleration Gbase to surely avoid a departure of the own vehicle100from the own vehicle moving lane LN), (ii) acquires a value by adding the acquired first deceleration correction value dG1to the defined deceleration Gbase, and (iii) set the acquired value as the target deceleration Gtgt.

It should be noted that when the departure of the own vehicle100from the own vehicle moving lane LN can be surely avoided without increasing the deceleration of the own vehicle100, the first deceleration correction value dG1is set to zero, and the defined deceleration Gbase is set as the target deceleration Gtgt.

Thereby, when the own vehicle100approaches the lane end END to have the increased probability that the own vehicle100departs from the own vehicle moving lane LN while the steering avoidance control is executed, the departure of the own vehicle100from the own vehicle moving lane LN and the collision of the own vehicle100with the avoidance target object200tgt can be avoided.

<Second Process>

While the steering avoidance control is executed, the own vehicle100may not move along the target moving route Rtgt and may move off the target moving route Rtgt even by setting the defined steering angle AGbase as the target steering angle AGtgt and setting the defined deceleration Gbase as the target deceleration Gtgt due to the properties of the steering apparatus23and the braking apparatus22of the own vehicle100and the condition of the road on which the own vehicle100moves. Further, the own vehicle100may move off the target moving route Rtgt when the own vehicle100is steered by the target steering angle AGtgt set by the first process described above.

Accordingly, while the vehicle driving assistance apparatus10executes the steering avoidance control, the vehicle driving assistance apparatus10changes the target steering angle AGtgt so as so decrease a route deviation amount dW (i.e., a deviation amount of the own vehicle100from the target moving route Rtgt) when the own vehicle100deviates from the target moving route Rtgt by a predetermined amount or more. In other words, while the vehicle driving assistance apparatus10executes the steering avoidance control, the vehicle driving assistance apparatus10changes the target steering angle AGtgt so as so move the own vehicle100toward the target moving route Rtgt when the own vehicle100deviates from the target moving route Rtgt by the predetermined amount or more.

In particular, in this embodiment, when the vehicle driving assistance apparatus10starts executing the steering avoidance control, the vehicle driving assistance apparatus10acquires the route deviation amount dW. As shown inFIG.12, the route deviation amount dW is a distance between a tangent line at a point on the target moving route Rtgt corresponding to a position of the own vehicle100and an own vehicle center longitudinal line L100.FIG.12shows the route deviation amount dW when the own vehicle100deviates leftward from the target moving route Rtgt. Also, when the own vehicle100deviates rightward from the target moving route Rtgt, the vehicle driving assistance apparatus10acquires as the route deviation amount dW, the distance between the tangent line at the point on the target moving route Rtgt corresponding to the position of the own vehicle100and the own vehicle center longitudinal line L100.

While the vehicle driving assistance apparatus10executes the steering avoidance control, the vehicle driving assistance apparatus10acquires the route deviation amount dW and determines whether the route deviation amount dW is equal to or greater than a predetermined deviation amount dW_th with a predetermined cycle.

When the route deviation amount dW becomes equal to or greater than the predetermined deviation amount dW_th, the vehicle driving assistance apparatus10sets the target steering angle AGtgt and the target deceleration Gtgt by a second process, independently of whether the lane end distance Dend is equal to or greater than the predetermined distance Dend_th. The second process includes a second target steering angle setting process and a second target deceleration setting process.

<Second Target Steering Angle Setting Process>

The second target steering angle setting process is a process to (i) acquire a value by changing the defined steering angle AGbase so as to decrease the route deviation amount dW and (ii) set the acquired value as the target steering angle AGtgt. In other words, the second target steering angle setting process is a process to (i) acquire a value by changing the defined steering angle AGbase so as to move the own vehicle100toward the target moving route Rtgt and (ii) set the acquired value as the target steering angle AGtgt.

For example, as shown inFIG.13, when (i) the steering angle of the own vehicle100is controlled to an angle for turning the own vehicle100left, (ii) the own vehicle100deviates leftward from the target moving route Rtgt, and (iii) the route deviation amount dW becomes equal to or greater than the predetermined deviation amount dW_th, the vehicle driving assistance apparatus10(i) calculates and acquires a second steering angle correction value dAG2(i.e., a value to be subtracted from the defined steering angle AGbase for decreasing the degree of turning the own vehicle100left), based on the route deviation amount dW, (ii) acquires a value by subtracting the acquired second steering angle correction value dAG2from the defined steering angle AGbase and (iii) sets the acquired value as the target steering angle AGtgt.

On the other hand, when (i) the steering angle of the own vehicle100is controlled to an angle for turning the own vehicle100left, (ii) the own vehicle100deviates rightward from the target moving route Rtgt, and (iii) the route deviation amount dW becomes equal to or greater than the predetermined deviation amount dW_th, the vehicle driving assistance apparatus10(i) calculates and acquires the second steering angle correction value dAG2(i.e., a value to be added to the defined steering angle AGbase for increasing the degree of turning the own vehicle100left), based on the route deviation amount dW, (ii) acquires a value by adding the acquired second steering angle correction value dAG2to the defined steering angle AGbase, and (iii) sets the acquired value as the target steering angle AGtgt.

On the other hand, when (i) the steering angle of the own vehicle100is controlled to an angle for turning the own vehicle100right, (ii) the own vehicle100deviates rightward from the target moving route Rtgt, and (iii) the route deviation amount dW becomes equal to or greater than the predetermined deviation amount dW_th, the vehicle driving assistance apparatus10(i) calculates and acquires the second steering angle correction value dAG2(i.e., a value to be subtracted from the defined steering angle AGbase for decreasing the degree of turning the own vehicle100right), based on the route deviation amount dW, (ii) acquires a value by subtracting the acquired second steering angle correction value dAG2from the defined steering angle AGbase, and (iii) sets the acquired value as the target steering angle AGtgt.

On the other hand, when (i) the steering angle of the own vehicle100is controlled to an angle for turning the own vehicle100right, (ii) the own vehicle100deviates leftward from the target moving route Rtgt, and (iii) the route deviation amount dW becomes equal to or greater than the predetermined deviation amount dW_th, the vehicle driving assistance apparatus10(i) calculates and acquires the second steering angle correction value dAG2(i.e., a value to be added to the defined steering angle AGbase for increasing the degree of turning the own vehicle100right), based on the route deviation amount dW, (ii) acquires a value by adding the acquired second steering angle correction value dAG2to the defined steering angle AGbase, and (iii) sets the acquired value as the target steering angle AGtgt.

<Second Target Deceleration Setting Process>

The second target deceleration setting process is a process to (i) calculate and acquire a second deceleration correction value dG2(i.e., a value to be added to the defined deceleration Gbase for increasing the defined deceleration Gbase so as so surely decrease the route deviation amount dW when the steering angle of the own vehicle100is controlled at the target steering angle AGtgt set by the second target steering angle setting process), (ii) acquire a value by adding the acquired second deceleration correction value dG2to the defined deceleration Gbase, and (iii) sets the acquired value as the target deceleration Gtgt.

It should be noted that if the route deviation amount dW is surely decreased when the steering angle of the own vehicle100is controlled at the target steering angle AGtgt set by the second target steering angle setting process without increasing the deceleration of the own vehicle100, the second deceleration correction value dG2is zero and as a result, the defined deceleration Gbase is set as the target deceleration Gtgt.

Thereby, the own vehicle100can be surely moved along the target moving route Rtgt while the steering avoidance control is executed.

It should be noted that the vehicle driving assistance apparatus10sets the target steering angle AGtgt and the target deceleration Gtgt by an ordinary process when (i) the route deviation amount dW is smaller than the predetermined deviation amount dW_th, and (ii) the lane end distance Dend is greater than the predetermined distance Dend_th. The ordinary process is a process to (i) set the defined steering angle AGbase as the target steering angle AGtgt and (ii) set the defined deceleration Gbase as the target deceleration Gtgt.

Further, the vehicle driving assistance apparatus10may be configured to change the target steering angle AGtgt and the target deceleration Gtgt by the first process by (i) acquiring parameters such as the kinetic momentum of the own vehicle100and an angle defined by the own vehicle center longitudinal line L100and the lane end END, (ii) acquiring a suitable value, based on the parameters, (iii) acquiring a value changed from the defined steering angle AGbase by the suitable value, and (iv) setting the acquired value as the target steering angle AGtgt. The kinetic momentum of the own vehicle100includes, for example, at least one of the own vehicle moving speed V100and the yaw rate YR of the own vehicle100. The suitable value described above is a value which can surely prevent the own vehicle100from departing the own vehicle moving lane LN and surely provide the own vehicle100with a sufficient moving safety. Alternatively, the vehicle driving assistance apparatus10may be configured to (i) acquire a value by changing the defined steering angle AGbase by a constant value, independently of the parameters described above and (ii) set the acquired value as the target steering angle AGtgt.

The summary of the operations of the vehicle driving assistance apparatus10has been described.

<Specific Operations of Vehicle Driving Assistance Apparatus>

Next, specific operations of the vehicle driving assistance apparatus10will be described. The CPU of the ECU90of the vehicle driving assistance apparatus10according to the embodiment of the present disclosure is configured or programmed to execute a routine shown inFIG.14with a predetermined calculation cycle. Thus, at a predetermined timing, the CPU starts a process from a step1400of the routine shown inFIG.14and proceeds with the process to a step1405to determine whether a value of a steering avoidance control execution flag is “0.” The steering avoidance control execution flag X1represents that the steering avoidance control is executed when the value of the steering avoidance control execution flag X1is “1.” On the other hand, the steering avoidance control execution flag X1represents that the steering avoidance control is not executed when the value of the steering avoidance control execution flag X1is “0.”

When the CPU determines “Yes” at the step1405, the CPU proceeds with the process to a step1410to acquire the predicted reaching time TTC. Then, the CPU proceeds with the process to a step1415to determine whether the steering avoidance control execution condition is satisfied. In particular, the CPU determines whether the predicted reaching time TTC is equal to or smaller than the collision determination time TTCth.

When the CPU determines “Yes” at the step1415, the CPU proceeds with the process to a step1420to set the target moving route Rtgt. Then, the CPU proceeds with the process to a step1425to set the value of the steering avoidance control execution flag X1to “1.” Then, the CPU proceeds with the process to a step1495to terminate executing this routine once.

On the other hand, when the CPU determines “No” at the step1405or the step1415, the CPU proceeds with the process directly to the step1495to terminate executing this routine once.

Further, the CPU is configured or programmed to execute a routine shown inFIG.15with the predetermined calculation cycle. Thus, at a predetermined timing, the CPU starts a process from a step1500of the routine shown inFIG.15and proceeds with the process to a step1505to determine whether the value of the steering avoidance control execution flag X1is “1.”

When the CPU determines “Yes” at the step1505, the CPU proceeds with the process to a step1510to determine whether the route deviation amount dW is equal to or greater than the predetermined deviation amount dW_th. When the CPU determines “Yes” at the step1510, the CPU proceeds with the process to a step1515to set the target steering angle AGtgt and the target deceleration Gtgt by the second process described above. Then, the CPU proceeds with the process to a step1535to control the operations of the steering apparatus23, the driving apparatus21, and the braking apparatus22to realize the target steering angle AGtgt and the target deceleration Gtgt set at the step1515. Then, the CPU proceeds with the process to a step1540.

On the other hand, when the CPU determine “No” at the step1510, the CPU proceeds with the process to a step1520to determine whether the lane end distance Dend is equal to or smaller than the predetermined distance Dend_th. When the CPU determines “Yes” at the step1520, the CPU proceeds with the process to a step1525to set the target steering angle AGtgt and the target deceleration Gtgt by the first process described above. Then, the CPU proceeds with the process to the step1535to control the operations of the steering apparatus23, the driving apparatus21, and the braking apparatus22to realize the target steering angle AGtgt and the target deceleration Gtgt set at the step1525. Then, the CPU proceeds with the process to the step1540.

On the other hand, when the CPU determine “No” at the step1520, the CPU proceeds with the process to a step1530to set the target steering angle AGtgt and the target deceleration Gtgt by the ordinary process described above. Then, the CPU proceeds with the process to the step1535to control the operations of the steering apparatus23, the driving apparatus21, and the braking apparatus22to realize the target steering angle AGtgt and the target deceleration Gtgt set at the step1530. Then, the CPU proceeds with the process to the step1540.

When the CPU proceeds with the process to the step1540, the CPU determines whether an avoidance of the collision of the own vehicle100with the avoidance target object200tgt by the steering avoidance control is completed. When the CPU determine “Yes” at the step1540, the CPU proceeds with the process to a step1545to set the value of the steering avoidance control execution flag X1to “0.” Thereby, an execution of the steering avoidance control is terminated. Then, the CPU proceeds with the process to a step1595to terminate executing this routine once.

On the other hand, when the CPU determines “No” at the step1540, the CPU proceeds with the process directly to the step1595to terminate executing this routine once. In this case, the execution of the steering avoidance control continues.

When the CPU determines “No” at the step1505, the CPU proceeds with the process directly to the step1595to terminate executing this routine once.

The specific operations of the vehicle driving assistance apparatus10have been described.

It should be noted that the present disclosure is not limited to the aforementioned embodiments, and various modifications can be employed within the scope of the present disclosure.