JP4971222B2 - Vehicle safety device - Google Patents

Description

  The present invention relates to a vehicle travel safety device.

There is a technique for estimating the course of the own vehicle and the course of the object, and determining that they collide when the vehicle and the object are within a predetermined range at the same time (see, for example, Patent Document 1).
JP-A-7-262497

  By the way, the estimated course of the vehicle ahead of the entrance of the curve is calculated in a straight line, and the estimated course of the oncoming vehicle in front of the entrance of the curve is also calculated in a straight line. Therefore, in this situation, the host vehicle and the oncoming vehicle approach the curve. Then, it is predicted that the host vehicle and the oncoming vehicle come into contact with each other, and the host vehicle may perform unnecessary contact avoidance operation.

  Therefore, an object of the present invention is to provide a vehicle travel safety device that can more accurately determine the possibility of contact between the host vehicle and the oncoming vehicle.

  In order to achieve the above object, the invention according to claim 1 is directed to an object detection means (for example, the radar device 2 in the embodiment) for detecting an object around the own vehicle at predetermined time intervals, and a detection result of the object detection means. A relative relationship calculating means (for example, the relative relationship calculating unit 10 in the embodiment) for calculating the relative relationship between the own vehicle and the object based on the vehicle, and a traveling state detecting means for detecting the traveling state of the own vehicle (for example, the own vehicle in the embodiment). Various courses 3) and a first course for estimating the course of an oncoming vehicle among the objects based on the relative relation calculated by the relative relation calculating means and the running state detected by the running state detecting means. Second route estimation for estimating the route of the host vehicle based on the travel state detected by the estimation unit (for example, the oncoming vehicle route estimation unit 11 in the embodiment) and the travel state detection unit. Means (for example, the own vehicle course estimating unit in the embodiment), the estimated course of the oncoming vehicle estimated by the first course estimation means, and the estimated course of the host vehicle estimated by the second course estimation means. There is a possibility of contact by the contact possibility determination means (for example, the contact possibility determination section 15 in the embodiment) for determining the possibility of contact between the oncoming vehicle and the own vehicle and the contact possibility determination means. A contact time calculation means (for example, a contact time calculation unit 16 in the embodiment) that calculates a contact time that is a time until the oncoming vehicle and the host vehicle come into contact with each other based on the relative relationship. When the contact time calculated by the contact time calculation means becomes a predetermined threshold value or less, the contact avoidance means (for example, the alarm device 5 and the automatic brake device 6 in the embodiment) provided in the vehicle is activated. A vehicle travel safety device (for example, the vehicle travel safety device 1 in the embodiment) including avoidance support means (for example, the avoidance method setting unit 17 and the vehicle control unit 18 in the embodiment), and other than the oncoming vehicle and Route calculation means for calculating the route of a vehicle other than the own vehicle (for example, the preceding vehicle route calculation unit 13 in the embodiment), and estimation of the oncoming vehicle based on the route of the other vehicle calculated by the route calculation means A course correction means for correcting the course (for example, a course correction unit 14 in the embodiment), and the contact possibility determination means has a predetermined deviation of the position of the oncoming vehicle with respect to the corrected course corrected by the course correction means. It is characterized in that it is determined that there is a possibility of contact when the deviation threshold value is equal to or greater than.

  The invention according to claim 2 includes curvature calculation means (for example, a curvature calculation unit 20 in the embodiment) for calculating the curvature of the correction course, and the contact possibility determination means is the correction calculated by the curvature calculation means. The deviation threshold is increased in accordance with an increase in the curvature of the course.

  According to the first aspect of the present invention, when the relative relationship calculating means calculates the relative relationship between the vehicle and the object based on the detection result of the object detecting means, and the traveling state detecting means detects the traveling state of the own vehicle, Based on the relative relationship between the host vehicle and the object and the traveling state of the host vehicle, the first course estimating means estimates the course of the oncoming vehicle of the object, and based on the traveling state, The route estimating means estimates the route of the own vehicle. Then, based on the estimated course of the oncoming vehicle and the estimated course of the own vehicle, the contact possibility determining means determines whether or not there is a possibility of contact between the oncoming vehicle and the own vehicle. The correcting means corrects the estimated course of the oncoming vehicle based on the course of the vehicle other than the oncoming vehicle and other than the own vehicle calculated by the course calculating means, and the contact possibility determining means is the course correcting means. When the deviation of the position of the oncoming vehicle with respect to the corrected correction course is equal to or greater than the deviation threshold, it is determined that there is a possibility of contact. In this way, when the estimated course of the oncoming vehicle is corrected based on the course of the other vehicle other than the oncoming vehicle and the vehicle other than the own vehicle, the possibility of contact from the deviation of the position of the oncoming vehicle with respect to the corrected estimated course is corrected. Therefore, the estimated course of the oncoming vehicle can be accurately estimated, and the possibility of contact between the own vehicle and the oncoming vehicle can be more accurately determined.

  According to the second aspect of the invention, the contact possibility determination means increases the deviation threshold according to the increase in the curvature of the corrected course calculated by the curvature calculation means. The possibility of contact with the oncoming vehicle can be determined more accurately.

  Hereinafter, a vehicle travel safety device according to an embodiment of the present invention will be described with reference to the accompanying drawings.

  As shown in FIG. 1, a vehicular travel safety device 1 according to the present embodiment includes a radar device (object detection means) 2, various sensors (travel state detection means) 3, a control device 4, and an alarm device ( A contact avoiding means) 5 and an automatic brake device (contact avoiding means) 6 are included. In addition, the control device 4 includes a relative relationship calculation unit (relative relationship calculation unit) 10, an oncoming vehicle route estimation unit (first route estimation unit) 11, and a host vehicle route estimation unit (second route estimation unit) 12. A preceding vehicle course calculation section (course calculation means) 13, a course correction section (course correction means) 14, a contact possibility determination section (contact possibility determination means) 15, and a contact time calculation section (contact time calculation). (Means) 16, an avoidance method setting unit (avoidance support unit) 17, and a vehicle control unit (avoidance support unit) 18.

  The radar device 2 detects an object around the own vehicle at a predetermined time interval (for example, every 0.1 second). Specifically, the radar device 2 includes an intersection vehicle, a preceding vehicle, an oncoming vehicle, an obstacle, and the like. Get object information. The radar apparatus 2 transmits an electromagnetic wave toward a beam scanning radar 30 using, for example, an electromagnetic wave such as a laser beam or a millimeter wave, and a detection area in front of the traveling direction of the vehicle, and the transmitted electromagnetic wave is within the detection area. And a control unit 31 that receives a reflected wave generated by being reflected by an existing object and outputs the reflected wave to the relative relationship calculation unit 10. The detection area of the radar apparatus 2 is divided into a plurality of scanning areas set with respect to the three-dimensional angular direction, and the control unit 31 scans the detection area divided into the plurality of scanning areas.

  Here, as shown in FIG. 2, the radar apparatus 2 is attached to the center in the left-right direction at the front end of the host vehicle VA. The radar apparatus 2 transmits electromagnetic waves over a predetermined detection area A having a planar view shape that expands forward in front of the periphery of the vehicle. And the control part 31 of the radar apparatus 2 outputs each acquired information toward the relative relationship calculation part 10. FIG.

  The own vehicle various sensors 3 include, for example, a vehicle speed sensor that detects the speed (vehicle speed) of the own vehicle, a yaw angle (a rotation angle around the vertical axis of the vehicle center of gravity), and a yaw rate (vehicle center of gravity) as information on the traveling state of the own vehicle. A yaw rate sensor that detects a rotational angular velocity around the vertical axis of the vehicle, a lateral G sensor that detects a lateral acceleration of the vehicle (hereinafter abbreviated as lateral G), a steering angle (the direction of the steering angle input by the driver) A steering angle sensor for detecting the steering angle, a steering angle sensor for detecting the actual steering angle (direction and size of the steering wheel turning angle), and a steering torque sensor for detecting the steering torque. In addition, a positioning signal such as a GPS (Global Positioning System) signal for measuring road data such as the position of the own vehicle or intersection information using an artificial satellite, or a position signal transmitted from an information transmitting device outside the own vehicle Furthermore, a position sensor that detects the current position and traveling direction of the vehicle based on detection results of an appropriate gyro sensor, an acceleration sensor, etc., and each sensor that detects the on / off state of a direction indicator and a brake, etc. It is configured with. The own vehicle various sensors 3 comprising these sensors are for detecting the traveling state of the own vehicle, and the information acquired by each of the sensors described above is used to calculate the relative relationship calculation unit 10, the own vehicle route estimation unit 12, and the oncoming vehicle route estimation. It outputs toward the part 11 and the preceding vehicle course calculation part 13.

  The relative relationship calculation unit 10 receives information output from the radar device 2 and the various sensors 3 of the host vehicle, and based on these information, the vehicle and an object in front of the host vehicle (front vehicle, oncoming vehicle, etc.) A relative relationship consisting of a relative position and a relative speed is calculated for each time interval. The relative relationship calculation unit 10 outputs the calculated information to the oncoming vehicle route estimation unit 11, the preceding vehicle route calculation unit 13, the contact possibility determination unit 15, and the contact time calculation unit 16.

  The oncoming vehicle course estimation unit 11 is based on the relative relationship between the host vehicle and the object ahead of the host vehicle calculated by the relative relationship calculation unit 10 and the traveling state of the host vehicle detected by the host vehicle various sensors 3. An oncoming vehicle estimated course that is a future course of an oncoming vehicle among objects ahead of the host vehicle is estimated. That is, the vehicle travels in the direction of the host vehicle based on the relative relationship between the host vehicle and the object ahead of the host vehicle calculated by the relative relationship calculation unit 10 and the traveling state of the host vehicle detected by the host vehicle various sensors 3. The oncoming vehicle is determined, and the oncoming vehicle estimated course, which is the future course of the oncoming vehicle, is estimated from the past relative relationship between the oncoming vehicle and the host vehicle. The oncoming vehicle route estimation unit 11 outputs information on the estimated oncoming vehicle estimated route to the route correction unit 14 and the contact possibility determination unit 15.

  The own vehicle course estimating unit 12 estimates the own car estimated course which is the future course of the own car based on the past running state and the current running state of the own vehicle detected by the own vehicle various sensors 3. The own vehicle course estimating unit 12 outputs information on the estimated own vehicle estimated course to the contact possibility determining unit 15.

  The preceding vehicle course calculation unit 13 is based on the relative relationship between the host vehicle and the object ahead of the host vehicle calculated by the relative relationship calculation unit 10 and the traveling state of the host vehicle detected by the various sensors 3 of the host vehicle. The course of the preceding vehicle (other than the oncoming vehicle and other vehicle than the host vehicle) among the objects ahead of the host vehicle is calculated. That is, the vehicle travels in the same direction as the vehicle based on the relative relationship between the vehicle calculated by the relative relationship calculation unit 10 and the object ahead of the vehicle and the traveling state of the vehicle detected by the various sensors 3 of the vehicle. The preceding vehicle is determined, and the preceding vehicle course, which is the course of the preceding vehicle, is calculated from the past relative relationship between the preceding vehicle and the host vehicle. In addition to the previous vehicle path, the previous vehicle estimated path that is the future path of the previous vehicle may be estimated from the past relative relationship between the previous vehicle and the host vehicle. The preceding vehicle course calculation unit 13 outputs information on the calculated preceding vehicle course to the course correction unit 14.

  The course correction unit 14 corrects the oncoming vehicle estimated path estimated by the oncoming vehicle path estimation unit 11 based on the preceding vehicle path calculated by the preceding vehicle path calculation unit 13 to obtain a corrected path. For example, when the preceding vehicle route calculated by the preceding vehicle route calculation unit 13 is a curve, the oncoming vehicle estimated route of the oncoming vehicle located immediately before and within this curve is estimated from the preceding vehicle route. The corrected course is replaced with the estimated course. Depending on whether the curve is a right turn or a left turn, an estimated course of an oncoming vehicle traveling on the right side of the preceding vehicle as viewed from the host vehicle is calculated. Further, when the preceding vehicle course calculated by the preceding vehicle course calculation unit 13 is a straight road, the course correction unit 14 estimates the oncoming vehicle immediately before this straight road and the oncoming vehicle located in the straight road. The course is a corrected course that is estimated from the preceding vehicle course and replaced with a linear estimated course located on the right side of the vehicle. The course correction unit 14 outputs the corrected course information to the contact possibility determination unit 15.

  The contact possibility determination unit 15 includes an oncoming vehicle estimated route estimated by the oncoming vehicle route estimation unit 11, an own vehicle estimated route estimated by the own vehicle route estimation unit 12, and the facing calculated by the relative relationship calculation unit 10. The possibility of contact between the oncoming vehicle and the host vehicle is determined based on the relative relationship between the vehicle and the host vehicle. For example, it is determined that there is a possibility of contact between the oncoming vehicle and the own vehicle when the estimated oncoming route intersects with the estimated own vehicle and the oncoming vehicle and the own vehicle exist in the intersection area at the same time. On the other hand, if the oncoming vehicle estimated route does not intersect with the own vehicle estimated route, and if the oncoming vehicle and the own vehicle do not exist in the intersection area at the same time, the oncoming vehicle and the own vehicle can contact each other. It is determined that there is no sex.

  In addition, the contact possibility determination unit 15 determines the oncoming vehicle calculated from the relative relationship calculated by the relative relationship calculation unit 10 when the oncoming vehicle estimated route is corrected by the route correction unit 14 based on the preceding vehicle path. It is determined that there is a possibility of contact when the deviation of the position of the position of the position deviates by a predetermined deviation threshold or more in the direction toward the vehicle estimated course. On the other hand, when the deviation with respect to the correction course is not deviated by a predetermined deviation threshold or more in the direction toward the vehicle estimation path, it is determined that there is no possibility of contact.

  When the contact possibility determination unit 15 determines that there is a possibility of contact between the oncoming vehicle and the host vehicle, the contact time calculation unit 16 compares the oncoming vehicle and the host vehicle calculated by the relative relationship calculation unit 10. Based on the relationship, a contact time Tr which is a time until the oncoming vehicle and the own vehicle contact is calculated. This contact time Tr is calculated, for example, by dividing the relative distance between the oncoming vehicle and the host vehicle by the relative speed. The contact time calculation unit 16 outputs the calculation result to the avoidance method setting unit 17.

  The avoidance method setting unit 17 determines that there is a possibility of contact by the contact possibility determination unit 15 and the vehicle control unit when the contact time Tr calculated by the contact time calculation unit 16 is equal to or less than a predetermined threshold. 18 activates at least one of the alarm device 5 and the automatic brake device 6 provided in the own vehicle. That is, the avoidance method setting unit 17 determines a method to be taken in the contact avoidance control by the alarm device 5 and the automatic brake device 6 based on the contact time Tr output from the contact time calculation unit 16. Then, the avoidance method setting unit 17 outputs this information to the vehicle control unit 18.

  The vehicle control unit 18 receives the information output from the avoidance method setting unit 17 and activates the alarm device 5 and the automatic brake device 6 based on this information.

  Note that the alarm device 5 is a display device that visually generates an alarm and a sound generator that audibly generates an alarm. The alarm device 5 may cause contact with an object by displaying predetermined alarm information on a display device or blinking a predetermined alarm light in accordance with a control signal input from the vehicle control unit 18. An occupant is made to recognize that a certain alarm sound or voice guidance is output according to a control signal input from the vehicle control unit 18 by a voice generator.

  The automatic brake device 6 drives the braking device of the own vehicle in response to a control signal input from the vehicle control unit 18, and applies a weak brake to a relatively small first set value (for example, 0. 25G), and letting the occupant recognize that there is a possibility of contact with an object by experiencing this deceleration (alarm brake operation) or applying a strong brake to the vehicle's first setting A deceleration of a second set value (for example, 0.6 G) larger than the value is generated to avoid contact between the object and the vehicle (emergency brake operation).

  Next, the control content of the vehicle travel safety device 1 according to the present embodiment will be described based on the flowchart of FIG. Note that the processing of the flowchart of FIG. 3 is executed at predetermined time intervals.

  First, in step S 1, detection information of the own vehicle various sensors 3 and the radar device 2 is fetched, and in step S 2, the relative relationship calculation unit 10 performs automatic detection based on information output from the radar device 2 and the own vehicle various sensors 3. The relative relationship between the relative position and relative speed between the vehicle and the object in front of the host vehicle (the preceding vehicle, the oncoming vehicle, etc.) is calculated, and this relative relationship and the traveling state of the host vehicle detected by the various sensors 3 of the host vehicle Based on the above, the oncoming vehicle route estimation unit 11 estimates the oncoming vehicle estimated route XB of the oncoming vehicle VB shown in FIG. In other words, the travel trajectory Xb of the oncoming vehicle VB up to that time is calculated from the detection information of the various sensors 3 of the host vehicle and the radar device 2, and the future oncoming vehicle estimated course XB is estimated from the travel trajectory Xb of the oncoming vehicle VB. . In addition, the own vehicle route estimating unit 12 estimates the own vehicle estimated route XA based on the traveling state of the own vehicle VA detected by the own vehicle various sensors 3.

  In step S3, from the oncoming vehicle estimated route XB and the own vehicle estimated route XA determined in step S2, the contact possibility determination unit 15 determines whether or not there is a possibility of contact between the oncoming vehicle VB and the own vehicle VA. If it is determined in step S3 that there is a possibility of contact between the oncoming vehicle and the own vehicle, in step S4, the contact time calculating unit 16 calculates a contact time Tr until the oncoming vehicle contacts the own vehicle. . If it is determined in step S3 that there is no possibility of contact between the oncoming vehicle and the host vehicle, the current process is terminated.

  When the contact time Tr is calculated in step S4, in step S5, the preceding vehicle course calculation unit 13 calculates the relative relationship between the host vehicle and the object ahead of the host vehicle calculated by the relative relationship calculation unit 10, and the host vehicle. The presence or absence of a preceding vehicle is determined based on the traveling state of the vehicle detected by the various sensors 3. If there is no preceding vehicle, the oncoming vehicle estimated by the oncoming vehicle course estimation unit 11 in step S2 in step S6. It is determined from the estimated course whether the oncoming vehicle is traveling on a curve. If the vehicle is not traveling on the curve, it is determined in step S7 whether or not the contact time Tr is equal to or less than an alarm activation threshold value Ta1 (for example, 1.5 seconds). In some cases, the avoidance method setting unit 17 outputs a command signal for causing the alarm device 5 to generate an alarm toward the vehicle control unit 18 in step S8. Then, the vehicle control unit 18 activates the alarm device 5 and generates an alarm by an alarm display and an alarm sound as a first stage alarm. On the other hand, if the contact time Tr is not less than or equal to the alarm activation threshold Ta1 in step S7, it is determined that no alarm is required, and the current process is terminated.

  After step S8, the avoidance method setting unit 17 determines in step S9 whether or not the contact time Tr is equal to or shorter than an alarm brake operation threshold Tb1 (eg, 1.3 seconds) shorter than the alarm operation threshold Ta1. If it is determined that the contact time Tr is equal to or shorter than the alarm brake operation threshold value Tb1, a command signal for performing the alarm brake operation by the automatic brake device 6 is output to the vehicle control unit 18 in step S10. Then, the vehicle control part 18 operates the automatic brake device 6, and performs an alarm brake operation. That is, in addition to the warning by the warning device 5 in step S8, as a second-stage warning, the host vehicle is decelerated at a deceleration of a first set value (for example, 0.25G), and this deceleration is experienced. Let the occupant recognize that there is a possibility of contact with the oncoming vehicle. On the other hand, if the contact time Tr is not less than or equal to the alarm activation threshold value Tb1 in step S9, only the alarm device 5 is alarmed in step S8, the alarm brake operation is determined to be unnecessary, and the current process is terminated.

  After step S10, the avoidance method setting unit 17 determines whether or not the contact time Tr is equal to or shorter than the emergency brake operation threshold Tc1 (for example, 1.0 second) shorter than the alarm brake operation threshold Tb1 in step S11. If the contact time Tr is equal to or shorter than the emergency brake operation threshold value Tc1, the avoidance method setting unit 17 sends a command signal for performing the emergency brake operation by the automatic brake device 6 to the vehicle control unit 18 in step S12. Output to. Then, the vehicle control unit 18 activates the automatic brake device 6 to perform an emergency brake operation. That is, the host vehicle is decelerated at a deceleration of a second set value (for example, 0.6 G) larger than the first set value to avoid contact between the host vehicle and the oncoming vehicle. In step S13, the avoidance method setting unit 17 sends a command signal for releasing the emergency brake operation by the automatic brake device 6 to the vehicle control unit 18 after a preset operation time T (for example, 1 second) has elapsed. Output. Then, the vehicle control unit 18 releases the operation of the automatic brake device 6. In step S11, if the contact time Tr is not less than or equal to the emergency brake operation threshold value Tc1, it is determined that only the alarm of the alarm device 5 in step S8 and the alarm brake operation of the automatic brake device 6 in step S10 are unnecessary, and the emergency brake operation is unnecessary. And this process is complete | finished.

  If the oncoming vehicle is running on the curve in step S6, the alarm operation is shorter in step S14 by a predetermined time t (for example, 0.3 seconds) than the alarm operation threshold Ta1 in step S14. It is determined whether or not the threshold value Ta2 (for example, 1.2 seconds) or less, and if the contact time Tr is equal to or less than the alarm activation threshold value Ta2, in step S15, the avoidance method setting unit 17 sets the warning device 5 outputs a command signal for generating an alarm to the vehicle control unit 18. Then, the vehicle control unit 18 activates the alarm device 5 and generates an alarm by an alarm display and an alarm sound as a first stage alarm. On the other hand, if the contact time Tr is not less than or equal to the alarm activation threshold Ta2 in step S14, it is determined that no alarm is required, and the current process is terminated.

  After step S15, the avoidance method setting unit 17 in step S16, the alarm brake operation threshold value Tb2 (for example, 1.0 second) in which the contact time Tr is shorter than the above-described alarm brake operation threshold value Tb1 by a predetermined time t. ) If the contact time Tr is less than or equal to the alarm brake operation threshold value Tb2, a command signal for performing the alarm brake operation by the automatic brake device 6 is sent to the vehicle control unit 18 in step S17. Output to. Then, the vehicle control part 18 operates the automatic brake device 6, and performs an alarm brake operation. In other words, in addition to the alarm by the alarm device 5 in step S15, as a second-stage alarm, the host vehicle is decelerated at a deceleration of the first set value (for example, 0.25G), and this deceleration is experienced. Let the occupant recognize that there is a possibility of contact with the oncoming vehicle. On the other hand, if the contact time Tr is not less than or equal to the alarm activation threshold value Tb2 in step S16, only the alarm device 5 is alarmed in step S15, the alarm brake operation is determined to be unnecessary, and the current process is terminated.

  After step S17, the avoidance method setting unit 17 in step S18 has an emergency brake activation threshold Tc2 (for example, 0.7 seconds) in which the contact time Tr is shorter than the emergency brake activation threshold Tc1 by a predetermined time t. If the contact time Tr is equal to or shorter than the emergency brake operation threshold value Tc2, the avoidance method setting unit 17 instructs the automatic brake device 6 to perform the emergency brake operation in step S19. The signal is output to the vehicle control unit 18. Then, the vehicle control unit 18 activates the automatic brake device 6 to perform an emergency brake operation. That is, the vehicle is decelerated at a deceleration of a second setting value (for example, 0.6 G) larger than the first setting value to avoid contact between the vehicle and the object. In step S20, the avoidance method setting unit 17 sends a command signal for releasing the emergency brake operation by the automatic brake device 6 to the vehicle control unit 18 after a preset operation time T (for example, 1 second) has elapsed. Output. Then, the vehicle control unit 18 releases the operation of the automatic brake device 6. In step S18, if the contact time Tr is not less than or equal to the emergency brake operation threshold value Tc2, only the alarm of the alarm device 5 in step S15 and the alarm brake operation of the automatic brake device 6 in step S17 are determined, and it is determined that the emergency brake operation is unnecessary. And this process is complete | finished.

  As described above, each of the alarm of the alarm device 5, the alarm brake operation of the automatic brake device 6, and the emergency brake operation of the automatic brake device 6 when the oncoming vehicle is not traveling on the curve in step S6, that is, when traveling straight. Rather than the timing, when the oncoming vehicle is traveling on a curve in step S6, the respective operation timings of the alarm of the alarm device 5, the alarm brake operation of the automatic brake device 6, and the emergency brake operation of the automatic brake device 6 are determined for a predetermined time. It will be delayed by t. In this case, when the oncoming vehicle is traveling in a curve, it is impossible to distinguish between normal traveling and departure traveling, and therefore the operation timing is delayed to suppress excessive operation.

  When it is determined in step S5 described above that there is a preceding vehicle, the preceding vehicle course calculation unit 13 obtains the figure from the relative relationship between the host vehicle and the preceding vehicle calculated by the relative relationship calculation unit 10 in step S21. 2 is calculated, and based on the calculated preceding vehicle course XC, the course correction unit 14 detects the opposite direction estimated by the oncoming vehicle course estimation unit 11. It is assumed that a corrected course XB ′ is obtained by replacing the oncoming vehicle estimated path of the vehicle VB with a path that follows the path of the preceding vehicle.

  In step S22, it is determined from the corrected route XB 'corrected by the route correction unit 14 whether the oncoming vehicle VB is traveling on a curve. If the vehicle is traveling on the curve, the deviation threshold value is replaced with an initial value dt1 (for example, 0.5 m) in step S23 and dt2 (for example, 1.0 m) larger than this is shifted to step S24, while the vehicle is traveling on the curve. Otherwise, the deviation threshold value remains at the initial value dt1, and the process proceeds to step S24.

  In step S24, the contact possibility determination unit 15 determines the actual position of the oncoming vehicle from the relative relationship between the host vehicle and the oncoming vehicle calculated by the relative relationship calculating unit 10, and the oncoming vehicle VB shown in FIG. A deviation between the actual position and the corrected course XB ′ is calculated, and whether or not this deviation is a deviation toward the vehicle estimated course XA and is equal to or larger than a set deviation threshold (dt1 or dt2). judge. Then, the contact possibility determination unit 15 determines whether the deviation is not a deviation toward the own vehicle estimated route XA side or a deviation toward the own vehicle estimated route XA side and not more than the set deviation threshold value. It is determined that there is no possibility of contact between the vehicle and the vehicle, and the current process is terminated. That is, as shown by the oncoming vehicle VB in FIG. 2, if the deviation is not equal to or greater than the deviation threshold even if it is determined that there is contact with the own vehicle if it is determined on the oncoming vehicle estimated course. It is not determined that there is a possibility of contact.

  On the other hand, in step S24, if the deviation between the actual position of the oncoming vehicle and the correction course is a deviation toward the own car estimated course XA and is equal to or greater than the set deviation threshold, the contact between the oncoming car and the own car. It is determined that there is a possibility. Then, the process proceeds to step S7, where an alarm or the like is given at the same timing as when the oncoming vehicle is not traveling on the curve. Thereby, even if the oncoming vehicle is traveling on a curve, it is not necessary to delay the operation timing such as an alarm, and a high contact avoidance effect can be obtained.

  As described above, when there is a preceding vehicle, and the oncoming vehicle estimated route is corrected to the corrected route from the preceding vehicle route, the corrected route is more accurate. The deviation between the position of the vehicle and the correction course is calculated, and if this deviation is a deviation to the own vehicle side and is equal to or greater than the set deviation threshold, it is determined that there is a possibility of contact between the oncoming vehicle and the own vehicle. To do. In addition, the deviation threshold is set to be smaller when the correction course is a straight road that is less likely to cause a deviation than when the curve is relatively easy to cause a deviation.

  According to the vehicle travel safety device 1 according to the present embodiment described above, the relative relationship calculation unit 10 calculates the relative relationship between the own vehicle and the object based on the detection result of the radar device 2, and various sensors of the own vehicle. When 3 detects the traveling state of the host vehicle, the oncoming vehicle path estimation unit 11 estimates the path of the oncoming vehicle among the objects based on the relative relationship between the host vehicle and the object and the traveling state of the host vehicle. Thus, based on the traveling state, the own vehicle route estimation unit 12 estimates the route of the own vehicle. Then, based on the estimated course of the oncoming vehicle and the estimated course of the own vehicle, the contact possibility determination unit 15 determines whether or not there is a possibility of contact between the oncoming vehicle and the own vehicle. The course correcting unit 14 corrects the estimated course of the oncoming vehicle based on the course of the preceding vehicle other than the oncoming vehicle and other than the own vehicle, which is calculated by the preceding vehicle course calculating unit 12, and determines the possibility of contact. The unit 15 determines that there is a possibility of contact when the deviation of the position of the oncoming vehicle with respect to the corrected course corrected by the course correcting unit 14 is equal to or greater than a predetermined deviation threshold. In this way, when the estimated course of the oncoming vehicle is corrected based on the course of the other vehicle other than the oncoming vehicle and the vehicle other than the own vehicle, the possibility of contact from the deviation of the position of the oncoming vehicle with respect to the corrected estimated course is corrected. Therefore, the estimated course of the oncoming vehicle can be accurately estimated, and the possibility of contact between the own vehicle and the oncoming vehicle can be more accurately determined.

  In addition, the curvature calculation part (curvature calculation means) 20 which calculates the curvature (1 / R) of the correction course corrected by the course correction part 14 is provided, and the curve possibility set by the contact possibility determination unit 15 in the above step S23. The time deviation threshold value dt2 may be changed according to a map that increases as the curvature of the correction course determined by the curvature calculation unit 20 increases as shown in FIG.

  With this configuration, the contact possibility determination unit 15 increases the predetermined deviation threshold value dt2 in accordance with the increase in the curvature of the correction path calculated by the curvature calculation unit 20, and accordingly, according to the curvature of the correction path. The possibility of contact between the own vehicle and the oncoming vehicle can be determined more accurately.

1 is a block diagram showing a vehicle travel safety device according to an embodiment of the present invention. It is a figure for demonstrating the control content of the vehicle travel safety apparatus which concerns on one Embodiment of this invention. It is a flowchart which shows a part of control content of the vehicle travel safety device which concerns on one Embodiment of this invention. It is a flowchart which shows a part of remaining control content of the vehicle travel safety device which concerns on one Embodiment of this invention. It is a map for setting a deviation threshold according to the curvature of a curve.

Explanation of symbols

1 Vehicle safety device 2 Radar device (object detection means)
3 Various sensors (traveling state detection means)
4 Control device 5 Alarm device (contact avoidance means)
6 Automatic brake device (contact avoidance means)
10 Relative relationship calculation unit (relative relationship calculation means)
11 Oncoming vehicle course estimation unit (first course estimation means)
12 Self-vehicle course estimation unit (second course estimation means)
13 Previous vehicle course calculation unit (course calculation means)
14 Course correction unit (Course correction means)
15 Contact possibility determination part (contact possibility determination means)
16 Contact time calculation part (contact time calculation means)
17 Avoidance method setting unit (evasion support means)
18 Vehicle control unit (avoidance support means)
20 Curvature calculator (curvature calculator)
VA Own car VB Oncoming car VC Previous car (other car)

Claims (2)

Object detection means for detecting objects around the vehicle at a predetermined time interval;
A relative relationship calculating means for calculating a relative relationship between the vehicle and the object based on the detection result of the object detecting means;
Traveling state detection means for detecting the traveling state of the vehicle;
First course estimating means for estimating the course of an oncoming vehicle of the object based on the relative relation calculated by the relative relation calculating means and the running state detected by the running state detecting means;
Second course estimating means for estimating the course of the host vehicle based on the running condition detected by the running condition detecting means;
Based on the estimated course of the oncoming vehicle estimated by the first course estimation means and the estimated course of the own vehicle estimated by the second course estimation means, there is a possibility of contact between the oncoming vehicle and the own vehicle. Contact possibility determination means for determining presence or absence;
A contact time calculating means for calculating a contact time, which is a time until the oncoming vehicle comes into contact with the host vehicle, based on the relative relationship when the contact possibility determining means determines that there is a possibility of contact; ,
Avoidance support means for operating the contact avoidance means provided in the host vehicle when the contact time calculated by the contact time calculation means falls below a predetermined threshold;
A vehicle travel safety device comprising:
Course calculation means for calculating the course of a vehicle other than the oncoming vehicle and other than the own vehicle;
Course correction means for correcting the estimated course of the oncoming vehicle based on the course of the other vehicle calculated by the course calculation means;
With
The contact possibility determination means determines that there is a possibility of contact when the deviation of the position of the oncoming vehicle with respect to the corrected course corrected by the course correction means is equal to or greater than a predetermined deviation threshold value. Travel safety device. Curvature calculation means for calculating the curvature of the correction course,
The vehicle travel safety device according to claim 1, wherein the contact possibility determination unit increases the deviation threshold according to an increase in the curvature of the correction path calculated by the curvature calculation unit.

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