JP3352157B2 - Car safety equipment - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a vehicle safety device provided with a traveling area recognition device for detecting a guide line that divides a road into a plurality of traveling lanes and recognizing a traveling area of a vehicle.

[0002]

2. Description of the Related Art Conventionally, as a safety device for an automobile, when driving in a driving lane partitioned by a guide line (white line) marked on a road, the driver operates the vehicle by carelessness such as looking aside or falling asleep. When the driver is inadvertently performing unintended steering operation and the vehicle is about to deviate from the predetermined lane, the driver automatically operates the steering to prevent the departure or alerts the driver by issuing an alarm There is known a so-called key plane system which prevents the vehicle from inadvertently deviating from the driving lane by prompting the driver. For example, JP-A-63-
In Japanese Patent No. 214900, the position of a linear mark such as a white line is detected, and an alarm is issued when the position is different from the position or the traveling speed during normal traveling so as to prevent deviation from the traveling lane. Is disclosed. Also, for example, in JP-A-2-270005,
There is disclosed an autonomous traveling vehicle that autonomously travels along a white line of a traveling lane while taking an image of the white line with a camera.

A safety device provided with the above-mentioned key plane system is provided with a traveling area recognition device for detecting a white line written on a road and recognizing the traveling area of the own vehicle. As such a traveling area recognition device, for example, CC
An image obtained by photographing a traveling road ahead of a vehicle with a video camera such as a D-camera is processed, and a white line is detected based on the image processing data. Various devices have been devised to improve the accuracy and reliability of the device.

[0004]

When a white line is detected by the above-mentioned traveling area recognition device, the white line is difficult to see due to the road environment and the like, and the white line detection accuracy is reduced.
There may be a case where the original function of the key plane system cannot be exhibited. For example, when the road surface is wet, or particularly when there are many puddles, the light is easily reflected, so that there are many bright portions on the image, and it becomes difficult to identify the white line. That is, it has a great effect on the white line detection accuracy. It is also conceivable that some failure occurs in the apparatus itself, and it becomes impossible to ensure sufficient white line detection accuracy. In such a case, it is desirable to detect as soon as possible that a problem has occurred in the accurate detection of the white line, stop the operation of the key plane system, and switch to the manual operation operation by the driver.

SUMMARY OF THE INVENTION It is an object of the present invention to provide a vehicle safety device provided with a vehicle traveling area recognition device capable of detecting the presence or absence of a problem with white line detection.

[0006]

[0007]

[0008]

Therefore, the vehicle safety device according to the first invention of the present application has image input means for inputting a road image ahead of the own vehicle, and is obtained by the image input means. A travel area recognition means for detecting a guide line of a travel lane marked on the road based on the road image and recognizing a travel area of the vehicle, and preventing a deviation from the travel area recognized by the travel area recognition means. And a reference point setting means for setting an arbitrary point located on a guide line on the road image as a reference point. Traveling state detection means for detecting the traveling state of the vehicle, prediction means for predicting a position on the road image after a predetermined time from the reference point based on the detection value of the traveling state detection means, A reference point whose position was predicted Determining means for determining whether or not the vehicle is located on a guide line on the road image obtained after the predetermined time, wherein the determining means determines that the reference point is the road obtained after the predetermined time. When it is determined that the vehicle is not located on the guide line on the image, the operation of the safety mechanism is stopped.

Further, in the vehicle safety device according to a second invention of the present application, in the first invention, the reference point setting means may include a predetermined virtual line drawn on the road image and the guide line. Is set as a reference point.

[0010] Further, the vehicle safety device according to the third invention of the present application is the vehicle safety device according to the first invention or the second invention.
If the setting of the reference point by the reference point setting means cannot be performed for a predetermined time or more, the operation of the safety mechanism is stopped.

Further, in the vehicle safety device according to the fourth invention of the present application, in the second invention, when a large number of the intersections are detected substantially continuously over a predetermined period or more, The operation of the safety mechanism is stopped.

[0012]

[0013]

[0014]

According to the first aspect of the present invention, since the traveling area recognition device is provided with the prediction means and the determination means, a predetermined time after the reference point based on the detection value of the traveling state detection means. And determining whether or not the reference point whose position after the predetermined time has been predicted is actually located on a guide line on the road image obtained after the predetermined time. When it is determined that the vehicle is not actually located, it can be determined that some trouble has occurred in the traveling area recognition device. That is, it is possible to detect that trouble has occurred in the accurate detection of the white line by the travel recognition device. When it is determined that the reference point is not actually located on the guide line on the road image obtained after a predetermined time, the operation of the safety mechanism is stopped. In the case where the accurate detection of the white line by the area recognition device is hindered and the original function of the safety mechanism cannot be exhibited, the operation can be promptly switched to the manual operation by the driver.

Further, according to the second aspect of the present invention, basically the same effects as those of the first aspect can be obtained. In particular, since the intersection of the virtual line and the guide line is used as the reference point when setting the reference point, the reference point can be easily set by a certain simple method.

Further, according to the third aspect of the present invention, basically, the same effects as those of the first or second aspect can be obtained. In addition, when the reference point cannot be set by the reference point setting means for a predetermined time or more, the operation of the safety mechanism is stopped. The original function of the safety mechanism can no longer be exercised when a fault occurs, when the white line cannot be detected due to the road environment, etc., or when the white line is not originally written on the running road. In this case, the operation can be promptly switched to manual operation by the driver.

Further, according to the fourth invention of the present application,
Basically, the same effects as those of the second invention can be obtained. In addition, when a large number of the intersections are detected substantially continuously over a predetermined period or more, the operation of the safety mechanism is stopped.For example, when the road surface is wet, , Especially when there are many puddles
In the case where erroneous detection of a white line is likely to occur due to light reflection or the like, and it is difficult to ensure sufficient white line detection accuracy, the operation can be promptly switched to a manual operation operation by a driver.

[0018]

Embodiments of the present invention will be described below in detail with reference to the accompanying drawings. In the vehicle according to the present embodiment, a so-called key plane system is employed in order to prevent the vehicle from inadvertently deviating from the driving lane. In order to perform the key plane control, the vehicle is configured by means shown in FIG. Equipped safety devices. C as image input means
As shown in FIG. 2, the CD camera 2 is located at the upper front side of the vehicle 1.
(For example, the front end of a vehicle roof), each guide line (white line) 21 in front of the road on which the vehicle 1 is traveling, and each traveling lane 2 partitioned by these white lines 21,.
4. It is possible to image other vehicles, the sidewalk 25, the median strip (not shown), the guardrail (not shown), and the like on the traveling lane 24. The video signal output from the CCD camera 2 is processed by the signal processing unit 3 into a signal that can be processed by the arithmetic unit 4, and then supplied to the arithmetic unit 4. The arithmetic unit 4 calculates the current position y ₀ and the estimated position of the vehicle 1 traveling on the traveling lane 24 based on the input signal from the signal processing unit 3 as described later.
y ₁ , target position y ₂ , lateral movement speed Vy, and traveling lane width b ₀
And so on. Further, the arithmetic unit 4 recognizes the number of traveling lanes 24 in the same direction on the road and the traveling lane 24 on which the vehicle 1 is currently traveling, and detects the departure direction of the vehicle 1.

The left radar head unit 11 and the right radar head unit 12 are attached to, for example, left and right door mirrors 1a and 1b (see FIG. 2) of the vehicle 1, and transmit laser radar waves from the transmitting unit to the rear or side of the vehicle 1. A vehicle traveling behind the vehicle 1 while transmitting toward the vehicle;
Alternatively, the receiving unit receives a reflected wave reflected on an obstacle such as a reflector, a guardrail, or a roadside feature such as a road wall disposed along the roadside. The arithmetic unit 4 inputs the signals from the radar head units 11 and 12 via the signal processing unit 13 and detects, for example, a rear vehicle, and calculates a distance from the rear vehicle based on a delay time from the transmission time of the radar reception wave. And the relative speed and the like are calculated.

The above two radar head units 11 and 12
The transmission / reception direction of the laser radar wave by the
5, the operation is changed by driving both radar head units 11 and 12, and the operation of the motor 15 is
Is controlled by The angle sensor 14 detects the transmission / reception direction of the laser radar wave from the rotation angle of the motor 15, and the arithmetic unit 4 considers the transmission / reception direction of the laser radar wave obtained from the angle sensor 14, and The distance and the relative speed are calculated. still,
By driving the radar head units 11 and 12 by the motor 15 to adjust the transmission / reception direction of the laser radar wave in the vehicle width direction, the above-described roadside feature is detected, and the distance to the own vehicle, the relative speed, and the like are measured. be able to. Control unit 5
Controls the operation of the steering actuator unit 6 and the alarm buzzer 8 based on the operation result obtained from the operation unit 4, the input from the steering angle sensor 9 and the operation of the direction indicator (turn signal) 7, as described later. It has become.

The steering angle sensor 9 detects a steering angle, and the vehicle speed sensor 10 detects the traveling speed of the vehicle 1. The steering actuator unit 6 changes the steering angle by its operation. Further, the alarm buzzer 8 is provided on an instrument panel in the vehicle compartment, and issues an alarm to the driver. The steering angle sensor 9 and the vehicle speed sensor 10 constitute traveling state detecting means for detecting the traveling state of the vehicle 1. The traveling state detecting means 9, 10 and the CCD camera 2, the signal processing unit 3, Arithmetic unit 4
The travel area setting device is constituted by the above-mentioned operations. And, as described later in detail, in the arithmetic unit 4,
An image processing unit 41 that performs image processing based on the video signal of the CCD camera 2 supplied from the signal processing unit 3 and a diagnosis unit 42 (FIG. 10) for detecting that the detection of the white line 21 has been hindered has occurred. Reference).

[0022] Here, the arithmetic unit 4, when detecting that the vehicle 1 deviates from the white line 21, first detects the current position y ₀ of the vehicle 1 and the lateral moving velocity Vy, these current position y ₀ and based on the lateral movement speed Vy, the estimated position y ₁ of the vehicle 1, determined by the calculation of _{y 1 = y 0 + Vy ·} T 1, by the estimated position y ₁ detects the deviation from the white line 21 of the vehicle 1 I have. Then, the white line 21 of the vehicle 1 is calculated by the arithmetic unit 4.
When a deviation from the white line 21 is detected, the control unit 5 controls the steering actuator unit to avoid the deviation of the vehicle 1 from the white line 21 or to return the vehicle 1 from the white line 21 to the original traveling lane 24. 6 for corrective steering.

[0023] In this case, the estimated position y ₁ is changed by the set value T ₁ in the above equations and the set value T ₁ is increased, the estimated position y ₁ becomes a value which the vehicle 1 moves further to the departure direction, The operation timing of the correction steering by the control unit 5 is advanced. Thus, in this embodiment, basically, are in accordance with the travel lane 24 where the vehicle 1 is currently traveling, the value of the set value T ₁ is set individually, by changing the operation timing of the corrective steering.

Next, the setting of the set value T ₁ will be described. For example, as shown in FIG. 3, when the vehicle 1 is traveling on a road on which three traveling lanes 24a to 24c are provided in the same traveling direction, the traveling lane 2 on which the vehicle 1 travels
The urgency of the corrective steering differs depending on the departure direction of the vehicle 1 from 4a to 24c and the traveling lanes 24a to 24c.
Therefore, the set value T ₁ is set as follows by T ₁₀ , T ₁₁ and T ₁₂ according to each case.

The vehicle 1 is moved to the rightmost traveling lane 24a.
During traveling, → T ₁₀ vehicle 1 when trying to deviate from the right side of the center line 21a is white line 21, most traveling in the left lane 24c, deviations from the left of the white line 21d, i.e. going to deviate to the road shoulder when → T ₁₁ the vehicle 1, when performing the deviation operation other than the above and → T ₁₂ the relationship T ₁₀ through T ₁₂ are, T _10> T _12, T _11> is T _12, T ₁₀ and T The magnitude of ₁₁ changes as appropriate depending on the situation.

Further, in each of the above cases,
Set value T _1, in response to each condition is set as follows. −a When there is an oncoming vehicle → T ₁₃ −b When there is no oncoming vehicle → T ₁₀ −c When there is a median strip → T ₁₄ (T ₁₃ > T ₁₄ > T ₁₀ ) −a Colliding obstacles such as guardrails When there is → T
₁₅ -b When there is no obstacle such as a guardrail → T
₁₁ when there is a -c sidewalk → T ₁₆ -e intersection, etc., when there is a left branch path → T ₁₇ -f intersection, etc., when there is no left branch path _{→ T 11 (T 15> T} 16> T 10> T 11 > T ₁₇ ) -a When there is another vehicle behind the traveling lanes 24a, 24c in the deviating direction → T ₁₈ -b When there is no other vehicle behind the traveling lanes 24a, 24c in the deviating direction → T ₁₂ (T ₁₈ > T ₁₂ , T ₁₈ ≒ T ₁₆ )

In the above configuration, an example of key plane control by the vehicle safety device according to the present embodiment will be described with reference to the flowcharts of FIGS. First detects the current position y ₀ and the lateral moving velocity Vy in the width direction of the traveling lane 24 of the vehicle 1 (step # 1). In this detection operation, C obtained through the signal processing unit 3
Based on the output of the CD camera 2, a white line 21 shown in FIG.
21, that is, the running road width b ₀ , and the running road width b ₀
Based on the left of the white line 21 in the direction to detect the current position y ₀ of the vehicle 1, also for detecting a lateral movement velocity Vy by differentiating the position of the vehicle.

The number of traveling lanes 24 in the same traveling direction and the traveling lane 24 in which the vehicle is traveling are recognized.
(Step # 2). Next, if the number of the driving lanes 24 is 1 (step # 3: YES), the set value i indicating the driving lane 24 in which the own vehicle runs is set to i = 0, and the own vehicle is set in the driving lane 24. A set value T _1R , which is a set value T ₁ when deviating to the right from 24, is set to T _1R = T _10, and a set value T when the own vehicle departs from the traveling lane 24 to the left.
_The set value T _1L which is ₁ is set to T _1L = T ₁₁ (step # 4).

If the traveling lane 24 on which the vehicle is traveling is the traveling lane 24a at the right end shown in FIG.
5: YES), i = 1 is set, and T _1R = T ₁₀ ,
T _1L = T ₁₂ is set (step # 6). Further, if the host vehicle traveling lane 24 is the leftmost traveling lane 24c shown in FIG. 3 (step # 7: YES), i = 2 is set, and
T _1R = T ₁₂ and T _1L = T ₁₁ are set (step # 8). Further, if the vehicle traveling lane 24 is the central traveling lane 24b shown in FIG. 3, i = 3 and T _1R
= T ₁₂ and T _1L = T ₁₂ (step # 9).

In step # 10, i = 0 or i
= 1, that is, whether or not the vehicle traveling lane 24 is the traveling lane 24 in which only one lane is set in one traveling direction or the rightmost traveling path 24a shown in FIG. If NO, the process proceeds to step # 15 shown in FIG. 5, while if YES, it is determined whether there is a median strip on the right side of the traveling paths 24, 24a (step # 11). Then, if there is a median strip, T _1R = T ₁₄ is set (step # 12), and the process proceeds to step # 15. If there is no median strip, an adjacent run through the center line 21a shown in FIG. Determine whether there is an oncoming vehicle in the lane (step #
13). If there is no oncoming vehicle, the process proceeds to step # 15. If there is an oncoming vehicle, T _1R = T ₁₃ is set (step # 14), and the process proceeds to step # 15.

In step # 15, i = 0 or i
= 2, that is, whether or not the host vehicle traveling lane 24 is the traveling path 24 in which only one traveling lane is set in one traveling direction or the leftmost traveling lane 24c shown in FIG. If NO, the process proceeds to step # 22, while if YES, the presence or absence of a guardrail on the left side of the traveling lanes 24, 24c is determined (step # 16). Then, while if there is no guard rail moves to step # 18, if there is a guard rail, set to T _1L = T ₁₅ (step # 17)
To step # 18.

In step # 18, the driving lane 2
Determine the presence or absence of a sidewalk on the left side of 4,24C, the process proceeds to step # 20 if no sidewalk, if there is a sidewalk, T _1L
= Set to T ₁₆ by (step # 19), the process proceeds to step # 20. In step # 20, the driving lanes 24, 24c
It is determined whether or not the intersection that becomes the branch road to the left of is near,
If it is not close, the process proceeds to S22. If it is close, T _1L = T ₁₇
(Step # 21), and then proceeds to Step # 22. In step # 22, it is determined whether or not T _1R = T _12, the process proceeds to step # 25 if NO, YES
If so, the vehicle is traveling on the central traveling lane 24b, so it is determined whether there is a vehicle behind the right traveling lane 24a (step # 23). If there is no vehicle, the process proceeds to step # 25, while if there is a vehicle, T _1R =
Set to T ₁₈ and (step # 24), the process proceeds to step # 25.

In step # 25, it is determined whether or not T _1L = T _12. If NO, the process proceeds to step # 28 shown in FIG. Because you are traveling on 24b, the left traveling lane 2
It is determined whether there is a vehicle behind 4c (step # 2).
6). If there is no vehicle, the process proceeds to step # 28. If there is a vehicle, T _1L = T ₁₈ is set (step # 27).
Then, the process proceeds to step # 28.

In step # 28, the current position Y ₀
From the horizontal moving speed Vy, the estimated position y ₁ of the right departure direction in the vehicle, determined by the calculation of _{y 1 = y 0 + T 1R} · Vy. Then, the vehicle width W and a traveling path width b ₀ of the vehicle shown in FIG. 2, the estimated position y ₁ is, y _1> (b ₀ -W / 2) and whether or not,
That is, it is determined whether or not the own vehicle deviates to the right side of the traveling lane 24 (step # 29). If YES, it is determined that the own vehicle deviates to the right side (step # 30), and step # 34 is performed.
Proceed to.

On the other hand, if NO in step # 29, the estimated position y ₁ of the left departure direction in the vehicle, y ₁ = y ₀
+ T _1L · Vy is calculated. Next, whether or not the estimated position y ₁ satisfies y ₁ <W / 2, that is, the own vehicle
It is determined whether the vehicle deviates to the left of Step 4 (Step # 32).
If YES, it is determined that the vehicle deviates to the left (step # 33), and the process proceeds to step # 34. On the other hand, if NO, the process returns to step # 1.

Next, step # 30 or step # 3
If it is determined in step 3 that the own vehicle deviates to the right or left side of the traveling lane 24, it is determined whether or not the direction indicator 7 has been operated (step # 34). When the direction indicator 7 is operated, the departure operation is determined to be caused by the driver's conscious steering operation, and after the alarm buzzer 8 is activated and a warning sound is issued (step # 35), Return to step # 1. In this case, the warning sound has a meaning of confirmation. On the other hand, in step # 34, the direction indicator 7
If is not operated, it is determined that the departure operation is due to careless steering operation by the driver, and correct steering is performed (step # 36).

[0037] In this modified steering, as shown in FIG. 7, when the flag j _R is 1 indicating the vehicle deviation to the right direction of the traveling lane 24 (step # 41), the vehicle target position y ₂
Is set to y ₂ = b ₀ −W / 2 (step # 42). still,
The target position y ₂ is the vehicle, the right side white line 21 that
The vehicle is driven in a state that matches the condition. On the other hand, the flag j _L which indicates the vehicle in deviation to the left direction of the traveling lane 24 1
When (step # 43), the target position y ₂ of the vehicle, y ₂ = W
/ 2 (step # 44). Note that this target position y ₂
Is for driving the vehicle in a state where the left side surface thereof coincides with the white line 21.

Next, the deviation e is obtained by e = y ₁ −y ₂ ,
Further, a corrected steering angle Δθ is obtained by Δθ = kf · e.
(Step # 45). Note that kf is an appropriate coefficient for obtaining the steering angle from the deviation e. Next, the steering actuator unit 6 is controlled so that the steering angle is corrected based on the corrected steering angle Δθ (step # 46). Then, again, the current position y ₀ and determine the lateral movement velocity Vy estimated position y ₁ from (step # 47), the absolute value of the threshold e ₀ whether the difference is less than the deviation e, i.e. the absolute value of the deviation e is It is determined whether or not it is within the allowable range (step # 48). If it is not within the allowable range, the process returns to step # 45.
This correction steering is completed, and the process returns to step # 1.

In the present travel control device, by performing the above-described operation, the vehicle 1 traveling at the center position of the rightmost travel path 24a is operated by the driver inadvertent steering operation as shown in FIG. Thus, for example, when the vehicle 1 is going to deviate from the center line 21a, the vehicle 1 travels along the white line that is going to deviate, that is, the center line 21a.
Correction steering is added. The operation timing of the correction steering is determined based on each traveling path 2 on which the vehicle 1 is traveling.
4 and the direction of deviation of the vehicle 1 from the travel path 24, the setting is made in accordance with the urgency of the corrective steering. When the urgency of the corrective steering is high, the corrective steering is operated quickly.

For example, as shown in FIG. 8, when the vehicle 1 travels on the right traveling lane 24a and tries to deviate from the center line 21a, there is a possibility that the vehicle 1 may come into contact with an oncoming vehicle. The degree of urgency is high and corrective steering is activated early. On the other hand, as shown in FIG. 9, when the vehicle 1 travels on the left traveling lane 24c and attempts to deviate from the white line 21e, the urgency of the correction steering is lower than the above case, and Corrective steering is activated at a later point in time. The subsequent operation of returning the vehicle 1 from traveling along the white line 21 to the center position of the traveling lane 24 is performed by the driver's steering operation after safety is confirmed.

In this embodiment, the operation timing of the correction steering is determined by the travel lane 24 on which the vehicle 1 is traveling.
Is set in accordance with the urgency of the corrective steering based on the departure direction of the vehicle 1 from the travel lane 24, but is not considered in the departure direction, and is uniformly determined according to the travel lane 24 in which the vehicle 1 is traveling. May be set. In this embodiment, the steering actuator unit 6
Although the departure of the vehicle 1 is suppressed by the operation of the vehicle, the present invention is not limited to this. , And the driver may perform steering to avoid the departure operation. In this case, for example, if the means for preventing departure is the alarm buzzer 8, the alarm buzzer 8 is activated in step # 36 shown in FIG.

In the vehicle safety device according to the present embodiment, as described above, the arithmetic unit 4 of the traveling area recognition device includes:
A diagnostic unit 42 is provided for detecting whether or not a problem has occurred with respect to the accurate detection of the white line 21. When a problem occurs, the operation of the key plane system is immediately stopped. That is, as shown in FIG. 10, an image processing unit 41 for performing image processing based on the video signal of the CCD camera 2 supplied from the signal processing unit 3 is provided in the arithmetic unit 4, Part 43
The diagnosis unit 42 is provided, which is constituted by a failure determination unit 44 and a failure determination unit 44.

In the image processing section 41, the CCD camera 2
An arbitrary point located on the white line 21 on the road image ahead of the own vehicle obtained in the step is set as a reference point. The traveling path prediction unit 43 includes a steering angle sensor 9 and a vehicle speed sensor 1 as traveling state detecting means for detecting the traveling state of the vehicle 1.
Based on the detected value of 0, the position on the road image after a predetermined time from the reference point is predicted. Further, the fail determination unit 44 determines whether the reference point whose position after a predetermined time has been predicted by the traveling path prediction unit 43 is actually located on the white line 21 on the road image obtained after the predetermined time. Is determined.

At this time, if the reference point is actually located on the white line 21 on the road image obtained after a predetermined time,
There is no hindrance to the detection of the white line 21, and the accurate white line detection is performed. However, if this is not the case, at least one of the image processing unit 41 and the traveling state detecting means (the steering angle sensor 9 and the vehicle speed sensor 10)
The operation of the key plane system is stopped because it is possible that some failure has occurred. In addition, not only when any failure occurs in the traveling area recognition device, but also when the white line 21 cannot be detected due to the road environment or the like, or when the traveling road does not originally have a white line, the key plane When the original function of the system cannot be exhibited, its operation is stopped.

Hereinafter, a specific example of the operation of the traveling area recognition device of the vehicle 1 and the safety device of an automobile equipped with the same will be described. First, the traveling path prediction section 43 predicts the traveling path of the vehicle 1 according to, for example, the flowchart of FIG. When the system starts, first, in step # 51, respective detection signals are input from the steering angle sensor 9 and the vehicle speed sensor 10, and then, in step # 52,
The traveling path of the vehicle 1 is estimated (predicted) based on the steering angle signal and the vehicle speed signal. The prediction of the traveling path is performed in consideration of the side slip angle of the vehicle 1 from the steering angle signal and the vehicle speed signal. Then, in step # 53, data on the predicted traveling path of the own vehicle 1 is output.

The failure determination by the failure determination section 44 is performed according to, for example, the flowchart of FIG. Note that this fail determination processing is executed at predetermined intervals (for example, one minute intervals) while the key plane is running. First, in step # 61, a basic data signal for fail determination is input. That is, the video signal of the road image ahead of the own vehicle is input to the image processing unit 41, and the steering angle signal and the vehicle speed signal are transmitted to the traveling path prediction unit 43.
And a data signal about the traveling route of the vehicle 1 is input from the traveling route prediction unit 43 to the fail determination unit 44.

Next, at step # 62, it is determined whether or not the running state of the vehicle 1 is stable. This determination is performed based on the vehicle speed signal and the steering angle signal, and when the vehicle speed is equal to or less than a predetermined value and the rate of change of the steering angle is substantially equal to 0 (zero), it is determined that the traveling state is stable. Is determined. If the result of the determination is NO, the subsequent steps are not executed, and the determination processing step of step # 62 is continuously performed until the result of the determination becomes YES (until the running state is stabilized). That is, the failure determination is performed only when the running state is stable.

On the other hand, if the decision result in the above step # 62 is YES, for example, a horizontal virtual line is drawn on the currently obtained road image (step # 63), and this virtual line and the white line 21 are connected. Are set as reference points located on the white line 21 (step # 64). FIG. 13 shows an example of an image showing the virtual line and the reference point. In the example of FIG. 13, the traveling lane 24 is curved, but the virtual line Lh intersects the white line 21 on both the left and right sides, and there are two intersections. Then, these two intersections A and B are set as reference points. As described above, when the reference point is set, the intersection points A and B between the virtual line Lh drawn on the image and the white lines 21 and 21 are set as the reference point, so that the reference point can be easily set by a certain simple method. It can be performed.

In the present embodiment, when the CCD camera 2 captures a road image in front of the own vehicle, for example, in addition to the left and right white lines that separate the own vehicle's running lane when the vehicle is traveling straight, The imaging range is set so that up to the white line is reflected, that is, at most three white lines are reflected.
Therefore, when a horizontal imaginary line is drawn on the image, the number of intersections of the imaginary line and the white line (that is, the number of reference points) is three when the vehicle is in a straight-ahead state, and when the vehicle is turning along the traveling lane. If so, it becomes two or one. Next, step # 65
And the number of reference points thus set is 1 or more and 3
It is determined whether it is within the following range. If this determination result is NO, that is, if the intersection of the virtual line Lh and the white line 21 is not found (the number of reference points = 0), or if there are four or more intersections (the number of reference points> 3), , Step # 66
Then, the timer starts counting, and the count value T is incremented by 1 (T = T + 1). Number of reference points is 0
In the case of, there may be a case where a white line is not originally drawn on the road on which the vehicle is traveling, except for a failure of the traveling area recognition device. In addition, when the number of reference points is four or more, other than the failure of the traveling area recognition device, for example, when the road surface is wet, there are many puddles, and erroneous detection of a white line due to light reflection or the like is likely to occur. In this case, many (four or more) substantially continuous points may be erroneously detected as intersections with the virtual line.

Then, in step # 67, it is determined whether or not the count value T of the timer has exceeded a predetermined value.
In the case of O, each step after step # 61 is repeated. Also, if the determination result in step # 67 is Y
In the case of ES, the number of reference points does not fall within the range of 1 or more and 3 or less even after the predetermined time has elapsed, and the reference points cannot be set. Or, it is determined that the white line cannot be detected at least accurately due to the road environment or the like. And step #
At 68, the key plane control is stopped and the operation is switched to a manual operation operation by the driver. In the present embodiment, when the reference point cannot be set, the determination of the key plane control stop is made after the predetermined time has elapsed in step # 67. However, this determination is made after the vehicle has traveled the predetermined distance. Is also good.

On the other hand, if the decision result in the above step # 65 is YES, the timer is reset in step # 69, and then, in step # 70, based on the traveling route data predicted by the traveling route predicting section 43. Thus, the position A ′, on the road image after the predetermined time Δt of the reference points A, B
B ′ is calculated. Then, in step # 71, the white line 21 on the image obtained after the predetermined time Δt actually exists on at least one of the points A ′ and B ′ after the predetermined time Δt from the reference points A and B. It is determined whether or not it is. FIG. 14 shows an example of a road image obtained after the predetermined time Δt. In the figure, a point C is the intersection of the newly drawn virtual line Lh (Δt) and the white line 21 after Δt, and indicates a reference point newly set after Δt.
If the decision result in the above step # 71 is YES,
The position data A ′, B ′ of the reference points A, B after a predetermined time Δt predicted based on the traveling state detecting means (the steering angle sensor 9 and the vehicle speed sensor 10) of the vehicle 1 and the position data A ′, B ′ actually obtained after the predetermined time Δt Since the acquired image data matches, the detection of the white line 21 by the traveling area recognition device is correctly performed, and it is determined that the operation of the device is normal.
(Step # 72), the key plane control is continued as it is (Step # 73). If the result of the determination in step # 71 is NO, it is determined that a failure has occurred because some trouble has occurred in the travel area recognition device (step # 71).
74), the key plane control is stopped (step # 75).

As described above, in the present embodiment, the traveling area recognizing device is provided with the traveling path predicting section 43 and the fail judging section 44, so that the traveling state detecting means (the steering angle sensor 9 and the vehicle speed sensor 10) are used. Based on the detected values, the positions A ′, B ′ on the road image after a predetermined time Δt of the reference points A, B are predicted, and the positions A ′, B ′ after the predicted predetermined time Δt.
On at least one of the above, it can be determined whether or not it actually exists on the white line 21 on the road image obtained after the predetermined time Δt, and it is determined that it is not actually located Can determine that some trouble has occurred in the traveling area recognition device. That is, it is possible to detect that trouble has occurred in the accurate detection of the white line 21 by the travel recognition device.

When it is determined that the reference points A and B are not actually located on the white line 21 on the road image obtained after a predetermined time Δt on the predicted positions A ′ and B ′, Is
Since the operation of the key plane system is stopped, the detection of the white line 21 by the traveling area recognition device is hindered, and if the original function of the key plane system cannot be exhibited, It is possible to quickly switch to manual operation by the driver.

If the reference point cannot be set after a predetermined time has elapsed (step # 67: NO), the key plane control is stopped. The original function of the safety mechanism will not be able to be exerted if any failure occurs, if the white line cannot be detected due to the road environment, etc., or if the white line is not originally written on the running road. In this case, the driver can quickly switch to the manual operation operation by the driver.

Further, if a large number of intersections between the virtual line Lh and the white line 21 are detected substantially continuously even after a predetermined time has elapsed, the key plane control is stopped. If the road surface is wet, or if there are many puddles, etc., it is easy for erroneous detection of white lines to occur due to light reflection, etc., and it is difficult to ensure sufficient white line detection accuracy. You can switch to operation.

[Brief description of the drawings]

FIG. 1 is a block diagram schematically showing an overall configuration of a vehicle safety device including a traveling area recognition device according to an embodiment of the present invention.

FIG. 2 is an explanatory plan view showing a vehicle provided with the safety device and a road on which the vehicle travels.

FIG. 3 is an explanatory plan view showing an example of a departure operation from a traveling lane of a vehicle including the safety device.

FIG. 4 is a part of a flowchart showing an example of key plane control by the safety device.

FIG. 5 is a part of a flowchart showing an example of key plane control by the safety device.

FIG. 6 is a part of a flowchart showing an example of key plane control by the safety device.

FIG. 7 is a flowchart illustrating correction steering in the key plane control.

FIG. 8 is an explanatory plan view showing an example of the correction steering.

FIG. 9 is an explanatory plan view showing an example of the correction steering.

FIG. 10 is a block diagram showing an image processing unit and a diagnosis unit of the traveling area recognition device.

FIG. 11 is a flowchart illustrating a process of predicting an own vehicle traveling route by a traveling route prediction unit of the diagnostic unit.

FIG. 12 is a flowchart illustrating a failure determination process performed by a failure determination unit of the diagnostic unit.

FIG. 13 is an explanatory diagram showing an example of a road image in front of the own vehicle, showing a virtual line and a reference point.

FIG. 14 is an explanatory diagram showing an example of a road image ahead of the own vehicle obtained after a predetermined time.

[Explanation of symbols]

 DESCRIPTION OF SYMBOLS 1 ... Automobile 2 ... CCD camera 3,13 ... Signal processing unit 4 ... Calculation unit 5 ... Control unit 6 ... Steering actuator unit 8 ... Alarm buzzer 9 ... Steering angle sensor 10 ... Vehicle speed sensor 11,12 ... Radar head unit 21,21L , 21R: guide line (white line) 24: traveling lane 41: image processing unit 42: diagnostic unit 43: traveling route predicting unit 44: fail determining unit A, B: reference point A ', B': reference position predicted position Lh … Virtual line

────────────────────────────────────────────────── ─── Continued on the front page (51) Int.Cl. ⁷ Identification symbol FI G06T 1/00 G08G 1/16 D G08G 1/16 G06F 15/62 380 (72) Inventor Hiroshi Seni Fuchu-cho, Aki-gun, Hiroshima Prefecture Shinchi No.3-1 Mazda Co., Ltd. (56) References JP-A-4-304503 (JP, A) JP-A-3-231311 (JP, A) JP-A-6-12121 (JP, A) (58) ) Field surveyed (Int.Cl. ⁷ , DB name) B60K 31/00 B60R 21/00 624 B62D 6/00 G05D 1/02 G08G 1/16

Claims (4)

(57) [Claims] An image input means for inputting a road image in front of a host vehicle detects a guide line of a driving lane written on a road based on the road image obtained by the image input means. And a safety mechanism for preventing a deviation from the running area recognized by the running area recognizing means. The apparatus includes a reference point setting unit that sets an arbitrary point located on the guide line on the road image as a reference point, a traveling state detection unit that detects a traveling state of the own vehicle, and a traveling state detection unit. Prediction means for predicting a position on the road image after a predetermined time from the reference point based on the detected value; and a guide on the road image obtained by the prediction means for the reference point whose position has been predicted after the predetermined time. Is on the line Determining means for determining whether the reference point is not located on a guide line on a road image obtained after the predetermined time. A safety device for an automobile, wherein the operation of the mechanism is stopped. 2. The vehicle safety device according to claim 1, wherein the reference point setting means sets an intersection between a predetermined virtual line drawn on the road image and the guide line as a reference point. An automobile safety device characterized by the above-mentioned. 3. The vehicle safety device according to claim 1, wherein the reference point setting means cannot set the reference point for a predetermined time or more.
A safety device for an automobile, wherein the operation of the safety mechanism is stopped. 4. The safety device for a vehicle according to claim 2, wherein the operation of the safety mechanism is stopped when a large number of the intersections are detected substantially continuously over a predetermined period or more. An automobile safety device characterized by the above-mentioned.