Abstract: A driving assistance device includes a travel information acquisition unit, a first information acquisition unit, a second information acquisition unit, a first determination unit, a second determination unit, a first avoidance-amount setting unit, a second avoidance-amount setting unit, and a driving control unit. The second avoidance-amount setting unit sets, when the second avoidance-amount setting unit sets a control amount of a driving control as a second avoidance amount for performing a second avoidance driving action, the control amount smaller than a control amount that is set as a first avoidance amount by the first avoidance-amount setting unit, and sets, when the second avoidance-amount setting unit sets a start timing of the driving control as the second avoidance amount for performing the second avoidance driving action, the start timing later than a start timing that is set as the first avoidance amount by the first avoidance-amount setting unit.

Abstract: A driving assistance device includes a travel information acquisition unit, a first information acquisition unit, a second information acquisition unit, a first determination unit, a second determination unit, a first avoidance-amount setting unit, a second avoidance-amount setting unit, and a driving control unit. The second avoidance-amount setting unit sets, when the second avoidance-amount setting unit sets a control amount of a driving control as a second avoidance amount for performing a second avoidance driving action, the control amount smaller than a control amount that is set as a first avoidance amount by the first avoidance-amount setting unit, and sets, when the second avoidance-amount setting unit sets a start timing of the driving control as the second avoidance amount for performing the second avoidance driving action, the start timing later than a start timing that is set as the first avoidance amount by the first avoidance-amount setting unit.

Abstract: A driving assistance device includes a travel information acquisition unit, a first information acquisition unit, a second information acquisition unit, a first determination unit, a second determination unit, a first avoidance-amount setting unit, a second avoidance-amount setting unit, and a driving control unit. The second avoidance-amount setting unit sets, when the second avoidance-amount setting unit sets a control amount of a driving control as a second avoidance amount for performing a second avoidance driving action, the control amount smaller than a control amount that is set as a first avoidance amount by the first avoidance-amount setting unit, and sets, when the second avoidance-amount setting unit sets a start timing of the driving control as the second avoidance amount for performing the second avoidance driving action, the start timing later than a start timing that is set as the first avoidance amount by the first avoidance-amount setting unit.

Abstract: The likelihood of a collision of a vehicle colliding with an object in front of an own vehicle is determined, and an emergency braking control for avoiding a collision with the object is started in accordance with the determination results. A determination is made as to whether travel environment conditions have been established, from the location at which the vehicle is currently travelling, the situation behind the vehicle, and, the travel state of the vehicle, and the braking control is released when the likelihood of a collision dropped to a predetermined safety level during the period from the start of the emergency braking control until the own vehicle stops, and when the travel environment conditions have been established.

Abstract: A traveling assistance apparatus recognizes a travel road on which a vehicle is traveling, acquires a traveling state of the vehicle, and determines whether or not the vehicle will deviate from the travel road based on the recognition result of the travel road and the traveling state of the vehicle. The apparatus determines whether to perform, as a prevention method for preventing from the travel road, a method in which either of steering control and brake control of the vehicle is performed, or a method in which a period over which either of the steering control and the brake control is performed and a period over which both of the steering control and the brake control are performed are set. The apparatus sets a steering amount for the steering control and a brake amount for the brake control when the deviation prevention control is performed based on the prevention method.

Abstract: An avoidance control unit performs, as collision-avoidance control for causing an object that exists ahead of an own vehicle and the own vehicle to avoid a collision with each other, one or both of automatic steering control for changing a traveling direction of the own vehicle by controlling a steering device of the own vehicle, and automatic braking control for reducing a traveling speed of the own vehicle by controlling a braking device of the own vehicle. A situation determination unit determines whether a low-friction situation, which is a situation where a road-surface frictional coefficient of a road on which the own vehicle becomes low, has occurred. A changing unit causes the avoidance control unit to start the collision avoidance control at an earlier timing at a time when the situation determination unit determines that the low-friction situation has occurred than a timing at a time when the situation determination unit determines that the low-friction situation has not occurred.

Abstract: A collision avoidance apparatus provided with object recognition means, collision determination means, and notification means. The object recognition means identifies an object around an own vehicle. The collision determination means determines the possibility of a collision between an object identified by the object recognition means and the own vehicle. The notification means notifies the outside of the own vehicle about the movement direction of the vehicle if the collision determination means determines that the target object is an object having the potential for collision with the own vehicle.

Abstract: A vehicle control apparatus includes a collision determining section configured to determine a probability of a collision between an own vehicle and an object located ahead of the own vehicle, a control section configured to, in a case where it is determined by the collision determining section that there is a probability of a collision, execute automatic steering control of steering the own vehicle as collision avoidance control for avoiding a collision between the own vehicle and the object, and a road surface determining section configured to perform processing of determining whether or not a road surface on which the own vehicle is traveling is a low-? road. The control section prohibits execution of the automatic steering control in a case where it is determined by the road surface determining section that the road surface is a low-? road.

Abstract: A driving assistance device includes a travel information acquisition unit, a first information acquisition unit, a second information acquisition unit, a first determination unit, a second determination unit, a first avoidance-amount setting unit, a second avoidance-amount setting unit, and a driving control unit. The second avoidance-amount setting unit sets, when the second avoidance-amount setting unit sets a control amount of a driving control as a second avoidance amount for performing a second avoidance driving action, the control amount smaller than a control amount that is set as a first avoidance amount by the first avoidance-amount setting unit, and sets, when the second avoidance-amount setting unit sets a start timing of the driving control as the second avoidance amount for performing the second avoidance driving action, the start timing later than a start timing that is set as the first avoidance amount by the first avoidance-amount setting unit.

Abstract: The likelihood of a collision of a vehicle colliding with an object in front of an own vehicle is determined, and an emergency braking control for avoiding a collision with the object is started in accordance with the determination results. A determination is made as to whether travel environment conditions have been established, from the location at which the vehicle is currently travelling, the situation behind the vehicle, and, the travel state of the vehicle, and the braking control is released when the likelihood of a collision dropped to a predetermined safety level during the period from the start of the emergency braking control until the own vehicle stops, and when the travel environment conditions have been established.

Abstract: A collision avoidance apparatus provided with object recognition means, collision determination means, and notification means. The object recognition means identifies an object around an own vehicle. The collision determination means determines the possibility of a collision between an object identified by the object recognition means and the own vehicle. The notification means notifies the outside of the own vehicle about the movement direction of the vehicle if the collision determination means determines that the target object is an object having the potential for collision with the own vehicle.

Abstract: A traveling assistance apparatus recognizes a travel road on which a vehicle is traveling, acquires a traveling state of the vehicle, and determines whether or not the vehicle will deviate from the travel road based on the recognition result of the travel road and the traveling state of the vehicle. The apparatus determines whether to perform, as a prevention method for preventing from the travel road, a method in which either of steering control and brake control of the vehicle is performed, or a method in which a period over which either of the steering control and the brake control is performed and a period over which both of the steering control and the brake control are performed are set. The apparatus sets a steering amount for the steering control and a brake amount for the brake control when the deviation prevention control is performed based on the prevention method.

Abstract: This control device for a vehicle obtain a cant amount CANT by subtracting, from a detected actual lateral acceleration Gy, an estimated lateral acceleration Gyest corresponding to centrifugal force due to a turning run, calculated based upon the difference between the wheel speed at the left side of the vehicle body and the wheel speed at the right side of the vehicle body, by utilizing the fact that a lateral acceleration sensor 54 that detects the detected actual lateral acceleration Gy according to a component of external force (centrifugal force, gravity or the like) exerted on the vehicle detects, as the detected actual lateral acceleration Gy, the acceleration whose absolute value is greater than the absolute value of the actual lateral acceleration (≠0) actually exerted on the vehicle (based upon the centrifugal force due to the turning run), that is running approximately straight, by the amount according to the cant amount CANT in the body roll direction of the road surface.

Abstract: In an acceleration slip control system for a motor vehicle, (a) a device for detecting the temperature of brake fluid at the end of an acceleration slip control or, (b) a device for detecting the hydraulic pressure of the wheel cylinder at the end of the acceleration slip control, is installed in order that a predetermined time period for which a releasing device for reducing the hydraulic pressure of a wheel cylinder is released to open a fluid passage leading to a reservoir, may be made variable in accordance with the detected brake fluid temperature or the hydraulic pressure. Alternatively, (c) a device for detecting the hydraulic pressure of the wheel cylinder in real time is installed in order that the releasing means for reducing the hydraulic pressure of the wheel cylinder may be released until the hydraulic pressure of the wheel cylinder becomes lower than a predetermined value.