JP2000067394A - Traveling safety device for vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To prevent a contact evasion operation based on the erroneous judgement on the possibility of the contact of a driver's own vehicle and an vehicle running on the opposite lane from being performed at the time of passing a preceding vehicle. SOLUTION: Based on the state of the oppositely oncoming vehicle detected with an object detection means 4 and the future moving track of the driver's own vehicle estimated with a moving track estimation means M1, a relative horizontal deviation calculation means M2 calculates the relative horizontal deviation of the driver's own vehicle and the oppositely oncoming vehicle. When a contact possibility judgement means M3 judges that there is a possibility of the contact of the driver's own vehicle with the oppositely oncoming vehicle in the case that the relative horizontal deviation is within a prescribed range, a contact evasion means M4 performs a contact evasion operation so as to prevent the contact. When a passing judgement means 5 judges that the driver's own vehicle is during passing the preceding vehicle, the contact evasion means M4 suppresses or stops the contact evasion operation for evading the contact with the oppositely oncoming vehicle and thus, the contact evasion operation is surely prevented from interfering with a passing operation by the driver.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a driving safety device for a vehicle which uses an object detecting means such as a radar device to prevent the vehicle from contacting an oncoming vehicle.

[0002]

2. Description of the Related Art Such a vehicle safety device is disclosed in Japanese Patent Application Laid-Open
It is already known from -14100.

[0003] The above-mentioned publication discloses that when the own vehicle may enter the oncoming lane and collide with the oncoming vehicle,
A warning is issued to prompt the driver to perform a voluntary collision avoidance operation, and a collision with an oncoming vehicle that automatically brakes the vehicle is avoided.

[0004]

By the way, as shown in FIG. 3, from the future movement trajectory of the own vehicle Ai estimated based on the vehicle speed Vi and the yaw rate γi, the lateral movement based on the body axis of the own vehicle Ai. and calculates the amount Y _1, the body axis of the subject vehicle Ai to calculate the relative transverse distance Y ₂ oncoming vehicle Ao on the basis by the radar device, comparing the lateral movement amount Y ₁ and the relative transverse distance Y ₂ Thus, it is conceivable to determine the possibility of collision between the own vehicle Ai and the oncoming vehicle Ao. However, as shown in FIG. 8, when the own vehicle Ai passes the preceding vehicle Af, first, the steering wheel is operated rightward to change the course to the right, and after overtaking the preceding vehicle Af, the steering wheel When the steering wheel is operated to the right, it is possible to collide with the oncoming vehicle Ao, even though there is no possibility of actually colliding with the oncoming vehicle Ao because the vehicle is operated to the left to return to the original course. A problem arises that a false determination is made that there is a possibility.

The present invention has been made in view of the above circumstances, and prevents a collision avoidance operation based on an erroneous determination of the possibility of contact between a host vehicle and an oncoming vehicle when passing a preceding vehicle or the like. The purpose is to do.

[0006]

In order to achieve the above object, the invention described in claim 1 comprises an object detecting means for detecting an object existing in the traveling direction of the own vehicle, and a future movement of the own vehicle. Trajectory estimating means for estimating a trajectory; relative lateral deviation calculating means for calculating a relative lateral deviation between the own vehicle and an oncoming vehicle based on a detection result by the object detecting means and a future trajectory of the own vehicle; A contact possibility determining means for determining that there is a possibility of contact between the own vehicle and the oncoming vehicle when the relative lateral deviation calculated by the deviation calculating means is within a predetermined range; and the contact possibility determining means facing the own vehicle. A contact avoidance unit that automatically performs a contact avoidance operation when it is determined that there is a possibility of contact with the vehicle; and an overtaking determination unit that determines whether the own vehicle is overtaking the preceding vehicle. The overtaking judgment means that the own vehicle follows the preceding vehicle When it is determined that the in come, contact avoiding means which comprises suppressing or cancel the contact avoidance operation.

According to the above construction, the relative lateral deviation calculating means is opposed to the own vehicle based on the state of the oncoming vehicle detected by the object detecting means and the future moving trajectory of the own vehicle estimated by the moving trajectory estimating means. When a relative lateral deviation from the vehicle is calculated, and the contact possibility determining means determines that there is a possibility that the own vehicle and the oncoming vehicle may contact each other when the relative lateral deviation is within a predetermined range, the contact avoiding means determines A contact avoidance operation is automatically performed to avoid contact with the car. If the overtaking determination means determines that the own vehicle is overtaking the preceding vehicle, the contact avoidance means suppresses or cancels the contact avoidance operation, so that an unnecessary contact avoidance operation is performed during the overtaking and the driver's overtaking operation is performed. Interference is prevented, and the driver's discomfort can be eliminated.

According to a second aspect of the present invention, in addition to the configuration of the first aspect, the contact avoiding operation by the contact avoiding means is performed in a direction opposite to the direction of the oncoming vehicle existing in the traveling direction of the own vehicle. It is characterized by steering.

According to the above configuration, the contact avoiding means steers the steering device in the direction opposite to the direction of the oncoming vehicle existing in the traveling direction of the own vehicle to avoid the contact, so that the contact with the oncoming vehicle is reliably avoided. can do.

According to a third aspect of the present invention, in addition to the configuration of the first or second aspect, a steering angle detecting means for detecting a steering angle is provided, and the overtaking determining means detects the steering angle by the object detecting means. Determining the start of overtaking for the preceding vehicle based on the relative speed of the preceding vehicle, the relative distance of the preceding vehicle detected by the object detection means, and the steering angle detected by the steering angle detection means. .

According to the above configuration, the overtaking determination means determines the start of overtaking for the preceding vehicle on the basis of the relative speed of the preceding vehicle, the relative distance of the preceding vehicle, and the steering angle of the own vehicle. It is possible to make a more accurate determination as compared with the case where the overtaking is determined based only on the corner.

According to a fourth aspect of the present invention, in addition to the configuration of the third aspect, a vehicle speed detecting means for detecting a vehicle speed of the own vehicle, and a vehicle speed detecting means for detecting the relative speed and the vehicle speed of the preceding vehicle. Preceding vehicle speed calculating means for calculating the speed of the preceding vehicle based on the vehicle speed of the vehicle, wherein the overtaking determination means includes: a moving distance of the own vehicle calculated from the vehicle speed of the own vehicle; And determining whether to overtake the preceding vehicle based on the moving distance of the preceding vehicle calculated from the speed and the relative distance of the preceding vehicle at the start of overtaking.

According to the above configuration, the overtaking determination means determines the end of overtaking for the preceding vehicle based on the moving distance of the own vehicle, the moving distance of the preceding vehicle, and the relative distance of the preceding vehicle at the time of starting the overtaking. The end of overtaking can be accurately determined without using a side sensor that detects the leading vehicle from the side.

According to a fifth aspect of the present invention, in addition to the configuration according to any one of the first to fourth aspects, the suppression of the contact avoiding operation by the contact avoiding means is performed by delaying the operation timing of the steering device or the steering device. The steering amount is reduced.

According to the above configuration, the contact avoiding means delays the operation timing of the steering device or reduces the steering amount of the steering device, so that the contact avoiding operation during the overtaking can be accurately suppressed.

[0016]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS Hereinafter, embodiments of the present invention will be described based on embodiments of the present invention shown in the accompanying drawings.

FIGS. 1 to 8 show an embodiment of the present invention. FIG. 1 is an overall configuration diagram of a vehicle provided with a driving safety device, FIG. 2 is a block diagram of the driving safety device, and FIG. FIG. 4 is a diagram illustrating the relative relationship between Ai and an oncoming vehicle Ao, FIG. 4 is a diagram illustrating the function of an electronic control unit, FIG. 5 is a block diagram illustrating a circuit of a frontal collision avoidance control unit, and FIG. FIG. 7 is a flowchart of the flag setting routine, and FIG. 8 is an explanatory diagram of the operation at the time of passing.

As shown in FIGS. 1 and 2, the left and right front wheels
Vehicle provided with Wf, Wf and left and right rear wheels Wr, Wr
Is used to steer the left and right front wheels Wf, Wf which are the steered wheels.
Steering wheel 1 and steering by driver
Steering force and impulse to assist the operation of the ring wheel 1
Electric power steering that generates steering force for collision avoidance
And a switching device 2. Of the electric power steering device 2
The electronic control unit U that controls the operation has the radar 3
A series of radar information processing devices 4 and wheels Wf, Wf;
Vehicle speed sensor S for detecting the rotation speed of Wr, Wr₁... and a car
Yaw rate sensor S for detecting body yaw rate_TwoAnd
Steering angle sensor for detecting steering angle of steering wheel 1
S_ThreeAnd the driver adds it to the steering wheel 1.
Steering torque sensor S for detecting the obtained steering torque_FourWhen
Is input. The electronic control unit U
Information processing device 4 and each sensor S₁…, S_Two,
S_Three, S _FourElectric power stearin based on signal from
Controls the operation of the liquid crystal display 2
Display 7 consisting of a buzzer and a lamp
8 is controlled.

The radar 3 transmits an electromagnetic wave toward a predetermined range in the left-right direction in front of the vehicle and receives a reflected wave of the electromagnetic wave reflected by an object. The device 4 calculates a relative positional relationship between the own vehicle Ai and the oncoming vehicle Ao based on a signal from the radar 3. As shown in FIG. 3, the own vehicle Ai and the oncoming vehicle A
The relative positional relationship between the host vehicle Ai and the oncoming vehicle Ao includes the relative distance ΔL between the host vehicle Ai and the oncoming vehicle Ao (that is, the relative speed ΔV between the host vehicle Ai and the oncoming vehicle Ao (that is, the vehicle speed Vi of the host vehicle Ai and the oncoming vehicle Ao). the difference) between the vehicle speed Vo of the relative transverse distance Y ₂ Doo oncoming Ao with respect to the vehicle body axis of the vehicle Ai. The relative lateral distance Y ₂ is an angle β formed by the oncoming vehicle Ao with respect to the vehicle body axis of the own vehicle Ai,
It can be calculated based on the relative distance ΔL between the own vehicle Ai and the oncoming vehicle Ao. The radar 3 detects a preceding vehicle Af (see FIG. 8) and a stationary object on the road in addition to the oncoming vehicle Ao, and detects the oncoming vehicle Ao from the preceding vehicle Af and the stationary object based on the detected relative speed ΔV. Can be determined. In this embodiment, a millimeter-wave radar capable of detecting the relative relationship (ΔL, ΔV, β) between the own vehicle Ai and the oncoming vehicle Ao by one transmission / reception is used.

As shown in FIG. 4, the electronic control unit U includes an electric power steering control means 11, a head-on collision avoidance control means 12, a switching means 13, and an output current determination means 1.
4 is provided. Normally, the switching means 13 is connected to the electric power steering control means 11 side, and the electric power steering device 2 performs a normal power steering function. That is, according to the steering torque and the vehicle speed input to the steering wheel 1, the output current determining means 14
Determines the output current to the actuator 15, and outputs the output current to the actuator 15 via the drive circuit 16, whereby the operation of the steering wheel 1 by the driver is assisted. On the other hand, when there is a possibility that the own vehicle Ai collides head-on with the oncoming vehicle Ao, the switching means 13
Is connected to the frontal collision avoidance control means 12, and the frontal collision avoidance control means 12 controls the driving of the actuator 15, whereby automatic steering for avoiding a frontal collision with the oncoming vehicle Ao is executed. The details of the automatic steering will be described later.

As shown in FIG. 5, inside the frontal collision avoidance control means 12 of the electronic control unit U, a moving trajectory estimating means M1, a relative lateral deviation calculating means M2, a contact possibility determining means M3, Avoidance means M4 and overtaking determination means M
5 and a preceding vehicle speed calculating means M6.

The moving trajectory estimating means M1 calculates the vehicle A based on the vehicle speed Vi of the vehicle Ai and the yaw rate γi of the vehicle Ai.
Estimate the future trajectory of i. Relative lateral deviation calculating means M
2 is the future movement trajectory of the vehicle Ai (ie, the lateral movement amount Y).
₁ ) and the relative distance ΔL between the own vehicle Ai and the oncoming vehicle Ao detected by the object detection means 4 (radar information processing device 4),
Based on the relative speed ΔV and the angle β, a relative lateral deviation ΔY between the own vehicle Ai and the oncoming vehicle Ao is calculated. When the relative lateral deviation ΔY satisfies −ε ≦ ΔY ≦ ε, the contact possibility determining means M3 determines that there is a possibility that the own vehicle Ai and the oncoming vehicle Ao make contact. The contact avoiding means M4 executes a contact avoiding operation via the electric power steering device 2 to avoid contact between the own vehicle Ai and the oncoming vehicle Ao when the contact possibility determining means M3 determines that there is a possibility of contact. I do.

At this time, if the overtaking judging means M5 judges that the own vehicle Ai is overtaking the preceding car Af, the contact avoiding means M4 suppresses or cancels the contact avoiding operation, so that the overtaking is possible. Unnecessary contact avoidance operation based on erroneous gender determination is prevented from being performed.

The overtaking determination by the overtaking determining means M5 is based on the relative speed ΔV 'of the preceding vehicle Af detected by the object detecting means 4, the relative distance ΔL' of the preceding vehicle Af detected by the object detecting means 4, The overtaking determination by the overtaking determination means M5 is performed based on the steering angle θ detected by the steering angle detection means S ₃ (the steering angle sensor S ₃ ), and the traveling distance of the own vehicle Ai and the preceding vehicle Af Travel distance and preceding vehicle A
This is performed based on the relative distance ΔL ′ of f. At this time,
The travel distance of the host vehicle Ai is calculated based on the vehicle speed Vi of the host vehicle Ai detected by the vehicle speed detecting means S ₁ (vehicle speed sensor S ₁ ), and the travel distance of the preceding vehicle Af is relative to the preceding vehicle Af. It is calculated based on the vehicle speed Vf of the preceding vehicle Af calculated by the preceding vehicle speed calculating means M6 from the speed Vf and the vehicle speed Vi of the own vehicle Ai.

Next, the operation of the embodiment of the present invention will be described with reference to the flowcharts of FIGS.

First, step S in the flowchart of FIG.
1, the electronic control unit U from the radar information processing device 4
And the relative distance ΔL between the own vehicle Ai and the oncoming vehicle Ao,
And the relative speed ΔV between the oncoming vehicle Ao and the oncoming vehicle Ao, and the relative lateral distance Y ₂ of the oncoming vehicle Ao with respect to the vehicle body axis of the own vehicle Ai. In the following step S2, the vehicle A detected by the vehicle speed sensors S ₁ .
and the vehicle speed Vi of i, and calculates the lateral movement amount Y ₁ on the basis of the yaw rate γi of the vehicle Ai detected by the yaw rate sensor S _2. As shown in FIG. 3, the lateral movement amount Y ₁ is the vehicle Ai is a moving amount of the lateral direction generated when advanced to the position of the current coming vehicle Ao, is calculated as follows. That is, the time t ₁ until the own vehicle Ai reaches the current position of the oncoming vehicle Ao is given by ΔL / Vi obtained by dividing the relative distance ΔL by the vehicle speed Vi of the own vehicle Ai, so that the time t ₁ = ΔL
Using the vehicle speed Vi of the own vehicle Ai and the yaw rate γi of the own vehicle Ai, the lateral movement amount Y ₁ of the own vehicle Ai when / Vi has elapsed is represented by Y ₁ = (１ ／) · Vi · γi · (ΔL) / Vi) ² ... (1)

[0027] In step S3, by subtracting the lateral movement amount Y ₁ from the relative transverse distance Y _2, calculates the relative lateral deviation [Delta] Y.

ΔY = Y ₂ −Y ₁ (2) As is apparent from FIG. 3, the relative lateral deviation ΔY is equal to the own vehicle Ai.
When the vehicle travels to the current position of the oncoming vehicle Ao, it corresponds to a lateral deviation between the current position of the oncoming vehicle Ao and the estimated position of the own vehicle Ai. The relative lateral deviation ΔY has positive and negative values, and in the case of left-hand traffic in the present embodiment, if Y ₂ > Y ₁ and the relative lateral deviation ΔY is positive, the estimated movement trajectory of the own vehicle Ai is the current oncoming vehicle Ao , If Y ₂ <Y ₁ and the relative lateral deviation ΔY is negative, the estimated trajectory of the own vehicle Ai passes right of the current position of the oncoming vehicle Ao. Then, the smaller the absolute value of the relative lateral deviation ΔY is, the higher the possibility that the own vehicle Ai contacts the oncoming vehicle Ao.

In the following step S4, the relative lateral deviation ΔY
Is determined to be within a preset range. That is, the relative lateral deviation ΔY falls within a predetermined range based on a predetermined value ε (for example, 2 m) set in advance based on the width of the body of the automobile, and therefore −ε ≦ ΔY ≦ ε (3) In the first step, it is determined that the own vehicle Ai may collide with the oncoming vehicle Ao in the first stage. On the other hand, when the above equation (3) is not established, the own vehicle Ai becomes the oncoming vehicle Ao.
It is determined that a collision does not occur by passing through the left or right side of the vehicle, and the process returns to step S1 without executing a warning for avoiding collision or executing steering control.

In a succeeding step S5, the own vehicle Ai becomes the preceding vehicle A
Reference is made to the state of an overtaking determination flag for identifying whether or not the vehicle is overtaking f. The overtaking determination flag is set to “1” when the vehicle Ai is overtaking the preceding vehicle Af, and is reset to “0” when the own vehicle Ai is not overtaking. The description will be made based on the flowchart of FIG.

First, in step S11, the relative distance ΔL 'between the object including the preceding vehicle Af and the own vehicle Ai is read from the radar information processing device 4, and the relative distance between the object including the preceding vehicle Af and the own vehicle Ai is read. The speed ΔV ′ is read. In step S12, it reads the vehicle speed Vi of the vehicle Ai detected by the vehicle speed sensor S ₁ ..., and θ steering angle of the vehicle Ai detected by the steering angle sensor S _3. In the following step S13, the preceding vehicle Af is identified from the oncoming vehicle Ao based on the relative speed ΔV ′. Since the oncoming vehicle Ao travels in the opposite direction to the own vehicle Ai, the absolute value of the relative speed ΔV 'increases, but the preceding vehicle Af runs in the same direction as the own vehicle Ai, so the absolute value of the relative speed ΔV' decreases. Accordingly, the vehicle whose absolute value of the relative speed ΔV ′ is equal to or less than the predetermined value can be determined to be the preceding vehicle Af. Note that when the vehicle speed Vi of the own vehicle Ai is higher than the vehicle speed Vf of the preceding vehicle Af, the relative speed ΔV ′ becomes a negative value, and when the vehicle speed Vi of the own vehicle Ai is lower than the vehicle speed Vf of the preceding vehicle Af, the relative speed increases. ΔV ′ takes a positive value.

In the following step S14, the own vehicle Ai and the preceding vehicle A
f is not a negative value, that is, the vehicle A
When the vehicle speed Vi of i is lower than the vehicle speed Vf of the preceding vehicle Af, it is determined that the own vehicle Ai is not in the overtaking state, and the overtaking determination flag is reset to “0” in step S20. In step S15, the host vehicle Ai and the preceding vehicle A
The change of the relative distance ΔL ′ of f is monitored, and the relative distance Δ
If L 'has not decreased, it is determined that the vehicle Ai is not in the overtaking state, and the overtaking determination flag is reset to "0" in step S20. Further, in step S16, the steering angle theta detected by the steering angle sensor S ₃ is compared with a threshold value theta _0,
If θ ≧ θ ₀ is not established, it is determined that the vehicle Ai is not in the overtaking state, and the overtaking determination flag is reset to “0” in step S20.

On the other hand, in step S14, ΔV '<0
It is established and the vehicle speed Vi of the own vehicle Ai is equal to the vehicle speed Vf of the preceding vehicle Af.
The vehicle Ai in step S15.
Relative distance ΔL ′ between the vehicle and the preceding vehicle Af has decreased, and
In step S16, θ ≧ θ ₀Is established and steering
If the wheel 1 is largely steered, the own vehicle Ai
It is determined that the vehicle has passed the vehicle, and the overtaking is determined in step S17.
Set the constant flag to “1”.

In the following step S18, the traveling position Xi of the own vehicle Ai and the traveling position Xf of the preceding vehicle Af are calculated with reference to the position of the own vehicle Ai when the overtaking is started. The travel position Xi of the own vehicle Ai can be given by the following equation by calculating the travel distance by integrating the vehicle speed of the own vehicle Ai with time to calculate the travel distance.

Xi = ∫Vidt (4) The traveling position Xf of the preceding vehicle Af is assumed to hold the vehicle speed Vf at the time when the preceding vehicle Af starts overtaking, and the relative distance ΔL at the time when overtaking starts is further performed. And the elapsed time t from the start of overtaking, can be given by the following equation.

Xf = ΔL ′ + Vf · t (5) In a succeeding step S19, the traveling position Xi of the own vehicle Ai and the traveling position Xf of the preceding vehicle Af are compared. If Xi ≦ Xf, the own vehicle Ai is ahead. It is determined that the vehicle Ai is in front of the running vehicle Af and is still overtaking. If Xi> Xf, it is determined that the own vehicle Ai has moved ahead of the preceding vehicle Af and the overtaking has ended. When it is determined that the overtaking is completed, the overtaking determination flag is reset to “0” in step S20.

Returning to the flowchart of FIG. 6, if the overtaking determination flag has been reset to "0" in step S5 and the host vehicle Ai is not overtaking the preceding vehicle Af, then in step S6, the collision avoidance control is executed. In order to determine the start timing, a time t ₀ until the vehicle Ai reaches the collision prediction point is calculated, and the time t ₀ is set to a predetermined threshold τ _0.
Compare with The time t ₀ until the vehicle Ai reaches the collision prediction point can be calculated by dividing the relative distance ΔL between the vehicle Ai and the oncoming vehicle Ao by the relative speed ΔV.

T ₀ = ΔL / ΔV (6) The threshold value τ ₀ corresponds to the timing at which the driver starts spontaneous collision avoidance steering, and is obtained experimentally. When t ₀ becomes equal to or less than τ ₀ in step S6, the display 7 and the alarm 8 are activated in step S7 to issue an alarm to the driver and execute automatic steering for collision avoidance.

If the driver's spontaneous collision avoidance operation is detected in step S8 while the automatic steering for collision avoidance is being executed, the driver operates the steering wheel 1 by, for example, a steering torque sensor. If it is detected or the driver's braking is detected by the brake pedal depressing force sensor, the automatic steering for warning or collision avoidance is stopped in step S9. This prevents the driver's spontaneous collision avoidance operation from interfering with the automatic steering, and can eliminate the uncomfortable feeling by giving priority to the driver's collision avoidance operation.

On the other hand, in step S5, the overtaking determination flag is set to "1" and the own vehicle Ai becomes the preceding vehicle Af
If the vehicle is overtaking, the steering control for avoiding collision is suppressed in step S10. The suppression of the steering control is achieved, for example, by reducing the target steering angle or delaying the steering start timing. When delaying the steering start timing, the start timing of the collision avoidance control is determined by the determination threshold τ _0.
May be made smaller than usual. This prevents the driver from inadvertently performing automatic steering to avoid a collision with the oncoming vehicle Ao while the driver is overtaking based on his own will, and eliminates the driver's discomfort. Can be. Note that only a warning is issued when there is a possibility of collision with the oncoming vehicle Ao so that the driver does not neglect the attention of the oncoming vehicle Ao during overtaking.

As described above, the overtaking start is determined based on the relative positional relationship between the own vehicle Ai and the preceding vehicle Af and the steering angle θ of the own vehicle Ai, and thus the determination is made based only on the steering angle θ. The determination accuracy can be improved as compared with the case of performing. In addition, since the overtaking is determined based on the traveling position Xi of the own vehicle Ai and the traveling position Xf of the preceding vehicle Af after the start of overtaking, a lateral sensor for detecting the preceding vehicle Af from the side is provided. The end of the overtaking can be determined without any overrun.

Although the embodiments of the present invention have been described in detail, various design changes can be made in the present invention without departing from the gist thereof.

For example, in the embodiment, the steering control for avoiding the collision is suppressed during the overtaking, but the steering control may be stopped. In the embodiment, the preceding vehicle Af running
Has been described, but the present invention can be similarly applied to a case in which the vehicle ahead of the vehicle Af stopped on the road or an obstacle that has fallen on the road is bypassed and avoided. Therefore, the preceding vehicle Af in the present invention includes the stopped preceding vehicle Af and stationary objects on the road in addition to the traveling preceding vehicle Af. The steering angle θ detected by the steering angle sensor S ₃ can be replaced by the turning angle of the wheels.

[0044]

As described above, according to the first aspect of the present invention, based on the state of the oncoming vehicle detected by the object detecting means and the future trajectory of the own vehicle estimated by the trajectory estimating means. The relative lateral deviation calculating means calculates the relative lateral deviation between the own vehicle and the oncoming vehicle, and the contact possibility determining means makes it possible for the own vehicle and the oncoming vehicle to come into contact when the relative lateral deviation is within a predetermined range. If it is determined that there is a possibility, the contact avoiding means automatically performs a contact avoiding operation to avoid contact with an oncoming vehicle. If the overtaking determination means determines that the own vehicle is overtaking the preceding vehicle, the contact avoidance means suppresses or cancels the contact avoidance operation, so that an unnecessary contact avoidance operation is performed during the overtaking and the driver's overtaking operation is performed. Interference is prevented, and the driver's discomfort can be eliminated.

According to the second aspect of the present invention,
Since the contact avoiding means steers the steering device in the direction opposite to the direction of the oncoming vehicle existing in the traveling direction of the own vehicle to avoid contact, it is possible to reliably avoid contact with the oncoming vehicle.

According to the third aspect of the present invention,
Since the overtaking determination means determines the start of overtaking for the preceding vehicle based on the relative speed of the preceding vehicle, the relative distance of the preceding vehicle, and the steering angle of the own vehicle, it determines the overtaking start based only on the steering angle of the own vehicle. This makes it possible to make a more accurate determination as compared with the case where the determination is made.

According to the invention described in claim 4,
Since the overtaking determination means determines the overtaking end of the preceding vehicle based on the traveling distance of the own vehicle, the traveling distance of the preceding vehicle, and the relative distance of the preceding vehicle at the time of starting the overtaking, the preceding vehicle is detected from the side. The overtaking end can be accurately determined without using the side sensor.

According to the invention described in claim 5,
Since the contact avoiding means delays the operation timing of the steering device or reduces the steering amount of the steering device, the contact avoiding operation during overtaking can be accurately suppressed.

[Brief description of the drawings]

FIG. 1 is an overall configuration diagram of a vehicle including a driving safety device.

FIG. 2 is a block diagram of a driving safety device.

FIG. 3 is a diagram showing a relative relationship between a host vehicle Ai and an oncoming vehicle Ao.

FIG. 4 is an explanatory diagram of functions of an electronic control unit.

FIG. 5 is a block diagram illustrating a circuit of a frontal collision avoidance control unit.

FIG. 6 is a flowchart of a frontal collision avoidance control routine.

FIG. 7 is a flowchart of a flag setting routine.

FIG. 8 is an explanatory diagram of an action at the time of passing.

[Explanation of symbols]

2 Power steering device (steering means) 4 Radar information processing device (object detecting means) Af preceding vehicle Ai own vehicle Ao oncoming vehicle M1 moving trajectory estimating means M2 relative lateral deviation calculating means M3 contact possibility determining means M4 contact avoiding means M5 overtaking determining means M6 forward vehicle speed calculation means S ₁ a vehicle speed sensor (vehicle speed detecting means) S ₃ the steering angle sensor (steering angle detection means) Vf front vehicle speed Vi speed -ε~ε predetermined range θ steering angle [Delta] L 'relative to Distance ΔV 'Relative speed ΔY Relative lateral deviation

 ────────────────────────────────────────────────── ─── Continued on the front page (72) Inventor Yoichi Sugimoto 1-4-1 Chuo, Wako-shi, Saitama F-term in Honda R & D Co., Ltd. (Reference) 3D032 CC08 CC20 CC21 CC26 DA03 DA15 DA22 DA24 DA27 DA33 DA76 DA77 DA88 DA93 DC02 DC09 DC33 DC34 DC35 DE09 DE11 EA01 EB04 EC23 GG01 5H180 AA01 CC14 LL01 LL04 LL07

Claims (5)

[Claims] 1. An object detecting means (4) for detecting an object existing in the traveling direction of the own vehicle (Ai); a moving trajectory estimating means (M1) for estimating a future moving trajectory of the own vehicle (Ai); The detection result by the object detection means (4) and the own vehicle (A
relative lateral deviation calculating means (M2) for calculating the relative lateral deviation (ΔY) between the own vehicle (Ai) and the oncoming vehicle (Ao) based on the future movement trajectory of i), and relative lateral deviation calculating means (M2) Relative lateral deviation (Δ
Y) is within a predetermined range (−ε to ε), and the vehicle (A)
i) and a contact possibility determining means (M3) for determining that there is a possibility of contact between the oncoming vehicle (Ao) and the oncoming vehicle (Ao). A contact avoiding means (M4) for automatically performing a contact avoiding operation when it is determined that there is a possibility of contact with the vehicle, and determining whether or not the own vehicle (Ai) is overtaking the preceding vehicle (Af). Overtaking determination means (M5) for performing the overtaking determination means (M5).
A driving safety device for a vehicle, wherein the contact avoiding means (M4) suppresses or cancels the contact avoiding operation when it is determined that the vehicle is overtaking f). 2. The contact avoiding operation by the contact avoiding means (M4) is performed by the oncoming vehicle (A) existing in the traveling direction of the own vehicle (Ai).
The driving safety device for a vehicle according to claim 1, wherein the steering device (2) is steered in a direction opposite to the direction of (o). 3. A steering angle detecting means (S ₃ ) for detecting a steering angle (θ), and an overtaking judging means (M5) detects a steering angle of the preceding vehicle (Af) detected by the object detecting means (4). The relative speed (ΔV ′) and the relative distance (ΔF) of the preceding vehicle (Af) detected by the object detection means (4)
L ') and the start of overtaking for the preceding vehicle (Af) is determined based on the steering angle (θ) detected by the steering angle detecting means (S ₃ ). A driving safety device for a vehicle according to the above. 4. A vehicle speed detecting means (S ₁ ) for detecting a vehicle speed (Vi) of the own vehicle (Ai), and a relative speed (ΔV ') and a vehicle speed detecting means (S ₁ ) of the preceding vehicle (Af). Detected vehicle speed (Vi) of own vehicle (Ai)
And a preceding vehicle speed calculating means (M6) for calculating a speed (Vf) of the preceding vehicle (Af) based on the vehicle speed. Vi) and the traveling distance of the vehicle (Ai) calculated from Vi) and the preceding vehicle (A) calculated from the speed (Vf) of the preceding vehicle (Af).
The overtaking for the preceding vehicle (Af) is determined based on a moving distance of f) and a relative distance (ΔL ′) of the preceding vehicle (Af) at the time of starting overtaking. The vehicle safety device according to claim 4. 5. The suppression of the contact avoiding operation by the contact avoiding means (M4) is achieved by delaying the operation timing of the steering device (2).
The driving safety device for a vehicle according to any one of claims 2 to 4, wherein the steering amount of the steering device (2) is reduced.