JP7072591B2 - Vehicle collision prevention device and vehicle collision prevention method - Google Patents

Description

The present application relates to a vehicle collision prevention device and a vehicle collision prevention method.

As a conventional vehicle collision prevention device, Patent Document 1 describes a video camera mounted on a vehicle to image a road behind the vehicle by a predetermined distance, and a following vehicle detection to detect a following vehicle existing in a set monitoring area. The means, the winker detecting means for detecting the operating state of the winker, the determining means for determining that the winker has been operated in the direction of the lane in which the following vehicle is traveling detected by the following vehicle detecting means, and the determining means. A vehicle collision prevention device comprising an alarm means for issuing an alarm when it is determined that a following vehicle is present in the lane in which the winker is operated is disclosed.

Japanese Patent No. 2641562

The vehicle collision prevention device disclosed in Patent Document 1 does not issue a collision warning under a situation where the driver does not operate the direction indicator (winker). However, the risk of collision is particularly high when an approaching object such as a following vehicle cannot recognize the driver's steering intention at an early stage, such as when the driver steers without issuing a turn signal. Therefore, there is a problem that the necessity of warning must be determined at an early stage so that a time margin for avoiding a collision can be obtained even if the turn signal is not operated.

The present application has been made to solve the above-mentioned problems, and even if the turn signal is not operated, the driver's steering intention is quickly determined and a collision warning is issued with a time margin to avoid a collision. The purpose is to obtain a vehicle collision prevention device that can be used.

The vehicle collision prevention device disclosed in the present application includes a blind spot obstacle detection unit that detects an obstacle in a blind spot around the vehicle as seen by the driver who drives the vehicle, a steering torque of the steering wheel of the vehicle, and a steering angle speed of the steering wheel of the vehicle. , The steering state detection unit that detects the steering angle of the vehicle and detects the steering state of the driver, and the steering torque , steering angle speed, steering angle, and steering of the driver in the past detected by the steering state detection unit. Based on the intended direction , the linear sum of the vehicle's past and present steering angle and steering torque and steering angle speed is used to determine if the direction in which the obstacle is present and the driver's intended steering direction are the same. An obstacle collides with the vehicle in the steering intention determination unit, the collision possibility determination unit that determines the possibility of an obstacle colliding with the vehicle from the results of the blind spot obstacle detection unit and the steering intention determination unit, and the collision possibility determination unit. It is provided with a notification unit for notifying the notification target of the possibility of a collision when it is determined that there is a possibility of the collision.

According to the vehicle collision prevention device disclosed in the present application, the driver's steering intention can be determined from the steering information without waiting for the completion of the steering operation, so that the driver's steering intention can be determined even if the direction indicator is not operated. You can quickly determine the need for collision warnings. As a result, even if the turn signal is not operated, a collision warning can be issued with a time margin to avoid a collision.

It is a figure which showed the running state of the vehicle which attached the collision prevention device for a vehicle which concerns on Embodiment 1. FIG. It is a block diagram which shows the functional structure of the collision prevention device for a vehicle which concerns on Embodiment 1. FIG. It is a figure which shows an example of the flowchart which executes the collision prevention processing operation in the collision prevention device for a vehicle which concerns on Embodiment 1. FIG.

Hereinafter, embodiments of the vehicle collision prevention device and the vehicle collision prevention method will be described with reference to the configurations and operations.

Embodiment 1.
FIG. 1 shows a running state of a vehicle equipped with a vehicle collision prevention device according to the first embodiment. In FIG. 1, the vehicle (also referred to as own vehicle) 101 provided with the vehicle collision prevention device according to the first embodiment is equipped with left and right cameras 102 and 103 for detecting obstacles on the rear side. The camera 102 and the camera 103 photograph the imaging range 104 surrounded by the broken lines 104a and 104b and displayed by hatching, and the imaging range 105 surrounded by the broken lines 105a and 105b and displayed by hatching. In FIG. 1, an obstacle (for example, another vehicle such as a two-wheeled vehicle or a passenger car) 106 or 107 that may collide with the own vehicle 101 is traveling in the image pickup ranges 104 or 105 of the cameras 102 or 103. Represents.

Next, the functional configuration of the vehicle collision prevention device according to the present embodiment will be described with reference to the block diagram of FIG. 2, and further, the operation of the functional block and the vehicle collision prevention method will be described together with reference to the flowchart of FIG. .. The vehicle collision prevention device 1000 shown in FIG. 2 is equipped on the vehicle, and the configuration of each part will be described together with the operation explanation by the flowchart shown in FIG.
First, when the ignition of the own vehicle 101 is turned on, the process proceeds to the collision prevention processing loop head L301 in FIG. 3 and the collision prevention processing is started.

In step S301 in FIG. 3, it is determined whether or not the own vehicle 101 is in a traveling state. If the own vehicle 101 is in a traveling state, the collision prevention process is continued. If the own vehicle 101 is not in the traveling state, the collision prevention processing loop is exited and the collision prevention processing is terminated. For the determination of whether or not the vehicle is in a traveling state, for example, the vehicle condition detecting unit 205 in FIG. 2 acquires the vehicle speed of the own vehicle, and if the speed is equal to or higher than a certain level, the vehicle is determined to be in the traveling state.

In step S302, the obstacle on the rear side is detected by the images taken by the camera 102 and the camera 103 corresponding to the blind spot obstacle detection unit 201 in FIG. The blind spot obstacle detection unit 201 detects obstacles in the blind spot around the vehicle as seen by the driver driving the own vehicle 101. Examples of means for detecting an obstacle include the following means.
First, a large number of patterns of learning images and obstacle positions and classifications (for example, other vehicles and pedestrians) are used as learning data, and the neural network is trained in advance. Then, when the processing is executed, the rear side image of the own vehicle is taken by the camera 102 and the camera 103, and the object detection processing by the neural network is performed on the image. This makes it possible to know the position of the obstacle in the captured image. Next, the position of an obstacle in the real space can be detected by the correspondence between the captured image coordinates and the real space coordinates calculated in advance.
The means for detecting an obstacle does not have to be machine learning using a camera. For example, an obstacle may be detected from an optical flow on an image captured by a camera, or a three-dimensional object may be detected by LIDAR (Light Detection and Ranging) and regarded as an obstacle.
Further, the place where the obstacle is detected does not have to be on the rear side. For example, it may be a blind spot behind the vehicle or a blind spot created by the pillar of the own vehicle.

If one or more obstacles are detected in step S303, the process is continued. If no obstacle is detected, the collision possibility determination unit 210 in FIG. 2 determines that there is no collision possibility, and returns to the collision prevention processing loop head L301 via the collision prevention processing loop end L302.

In step S304, the steering angle, steering angular velocity, and steering torque of the steering wheel of the own vehicle are acquired by the power steering sensor corresponding to the steering state detection unit 203 in FIG.

In step S305, the driver steering intention determination unit 208 determines the driver's steering intention from the information acquired by the steering state detection unit 203. Examples of means for determining the driver's steering intention include the following means.
Assuming that the steering angle is θ _i [deg], the steering angular velocity is ω _i [deg / s], the steering torque is _Ti [Nm], and the direction in which the driver wants to steer is φ _i [deg], the following Φ _n can be estimated by the equation (1). However, the subscript i indicates the value at the time of the i-th processing step, and the current number of processing steps is n. Further, α _i , β _i, γ _i , and _ki are preset coefficients.

Then, using a predetermined threshold value δ [deg], if φ _n > δ, the right steering intention, if φ _n <−δ, the left steering intention, otherwise, the straight-ahead intention (no steering intention). To judge the steering intention. That is, here, the past and present steering torque and steering angle speed and steering angle of the own vehicle, and the past corresponding to the direction φ _i that the driver shown in the above equation (1) would want to steer . When the linear sum of the steering wheel steering intention angle φ _i exceeds a predetermined threshold, it is determined that the driver has the steering intention. This uses at least the linear sum of the steering angle and steering torque of the vehicle and the steering angle speed of the vehicle for determining the steering intention of the driver, or at least the steering angle and steering torque of the vehicle and the steering angle speed of the steering wheel of the vehicle. In addition to the linear sum of the above, it corresponds to the one that determines that the driver has the steering intention when the value obtained by adding the linear sum of the past steering wheel steering intention angles exceeds a predetermined threshold value. Furthermore, when all coefficients α _i, β _i, γ _i, and _ki other than γ _n are 0, there is a driver's steering intention, especially when the steering torque of the steering wheel of the vehicle exceeds a predetermined threshold. In addition, when all the coefficients α _i, β _i, γ _i, and _ki other than β _n are 0, especially when the steering angle speed of the steering wheel of the vehicle exceeds a predetermined threshold. Corresponds to what is judged to have the driver's steering intention.

It is not necessary to use the above method as a means for determining the driver's steering intention. For example, φ _n may be estimated by using the time derivative or time integral of θ _{i, ω i, Ti instead of θ i , ω i , and Ti} in the above equation (1).

Further, the coefficients α _i , β _i , γ _i , _ki or the threshold value δ may be changed according to the difference in the road environment such as a straight road and a curved road, or a flat road and a slope road. At this time, in order to distinguish the road environment, for example, the map information and the position of the own vehicle are acquired by the road environment detection unit 204 in FIG. 2, or the time change of the steering torque or the yaw rate is acquired by the road environment detection unit 204. A method such as analyzing the image in front of the own vehicle using the front camera of the own vehicle and detecting the road surface condition or the presence or absence of the preceding vehicle by the road environment detection unit 204 can be used.

In step S305, if the direction in which the obstacle exists and the driver's intention to steer are the same, the process is continued. If they are not the same, the collision possibility determination unit 210 determines that there is no collision possibility, and returns to the collision prevention processing loop head L301 via the collision prevention processing loop end L302.

In step S306, the driver's line of sight is detected by the driver's line of sight detection unit 202 in FIG. Examples of means for detecting the driver's line of sight include the following means.
The driver's face is photographed using the camera installed in the vehicle. The driver's line-of-sight direction is estimated from the captured image.

In step S307, if it is determined by the obstacle visibility determination unit 207 in FIG. 2 that the driver is not visually recognizing the obstacle, the process is continued. When it is determined that the vehicle is visually recognized, the collision possibility determination unit 210 determines that the collision possibility is low, and returns to the collision prevention processing loop head L301 via the collision prevention processing loop end L302. As a means for determining whether or not the driver is visually recognizing an obstacle, for example, the following means can be mentioned.
If there is an obstacle detected by the blind spot obstacle detection unit 201 in the driver's line of sight detected by the driver's line of sight detection unit 202, it is determined that the driver is visually recognizing the obstacle.

In step S308, the vehicle state detection unit 205 in FIG. 2 acquires motion information, which is data indicating the movement of the own vehicle, and the vehicle motion prediction unit 209 sequentially performs a simulation of the own vehicle from the present to a few seconds later. Predict the trajectory of the position, that is, the movement of the own vehicle. Here, the data showing the trend of the own vehicle is, for example, vehicle speed, acceleration, yaw rate, drive torque estimated value, road surface friction coefficient estimated value, road surface cant, gradient estimated value, estimated vehicle weight, and the like.

In step S309, the obstacle motion prediction unit 206 in FIG. 2 performs a sequential simulation based on the position and type of the obstacle obtained from the blind spot obstacle detection unit 201 and the time-series data thereof, and a few seconds later from the present. Predict the trajectory of the position of the obstacle up to, that is, the movement of the obstacle.

In step S310, if the collision possibility determination unit 210 in FIG. 2 intersects the predicted locus of the own vehicle from the present to several seconds later with the predicted locus of an obstacle, it is determined that there is a possibility of collision and the process is continued. do. If the trajectories of both do not intersect, the process returns to the collision prevention processing loop head L301 via the collision prevention processing loop end L302.

In step S311, the notification unit 211 outputs a signal for notifying the driver of the own vehicle to be notified of the possibility of collision. At this time, the time until a collision is predicted, or whether or not an obstacle exists on both the left and right sides of the own vehicle or only on one side (that is, the camera 102 and the camera 103 simultaneously detect the obstacle). Whether or not), etc., the notification means or the notification content may be changed depending on the detailed content of the possibility of collision. In the present embodiment, the following plurality of means are provided as means for notifying the driver of the possibility of collision.

The voice output unit 212 creates a voice according to the possibility of collision, and the voice is emitted from the in-vehicle speaker 217. For example, create and emit a voice such as "A motorcycle is approaching from behind in the steering direction." Further, when the blind spot obstacle detection unit 201 detects that obstacles exist on both sides of the own vehicle, the voice produced by the voice output unit 212 is changed for the purpose of preventing the driver from excessively correcting the track. For example, create a voice such as "an obstacle is approaching from the left and right rear". The output sound does not have to be voice, but may be a simple warning sound. Further, the voice content, the volume of the sound, the pitch, the tone color, and the like may be changed depending on the detailed content of the possibility of collision.

In addition, the display output unit 213 creates a screen configuration according to the possibility of collision, and displays a warning screen on the in-vehicle monitor 219, which is a display device. A light may be used instead of the in-vehicle monitor. Further, the screen configuration, the displayed message, the displayed image, and the like may be changed depending on the detailed contents of the above-mentioned collision possibility.

Further, the handle vibrating portion 214 creates a vibration pattern according to the possibility of collision, and vibrates the handle 220. The strength of vibration, the number of vibrations, and the vibration pattern may be changed according to the detailed contents of the above-mentioned collision possibility.

Further, the seat vibration unit 215 creates a vibration pattern according to the possibility of collision and vibrates the seat 221. The strength of vibration, the number of vibrations, and the vibration pattern may be changed according to the detailed contents of the above-mentioned collision possibility.

In steps S312 and S313, when the obstacle is an approaching pedestrian or another traveling vehicle, voice output is performed for the purpose of expecting an avoidance action by the approaching obstacle (also referred to as an approach target). The voice generated by the unit 212 is emitted to an alarm sound to another vehicle driver or pedestrian who is an approach target and a communication target by the vehicle outside speaker 218 attached to the outside of the own vehicle.
In addition to this, as a means for issuing a warning to the approaching target, blinking the light of the own vehicle, or notifying by inter-vehicle wireless communication when the approaching target is another vehicle may be used.

In step S314, for the purpose of informing a vehicle outside the imaging range of the camera 102 or the camera 103 that the own vehicle and an obstacle may collide with each other and that both of them can take evasive action, a plurality of vehicles are used. A warning is transmitted by a radio signal from the collision warning transmission unit 216 to the collision warning reception unit 222 of the vehicle operation control 2000 that centrally manages the operation.

As described above, the vehicle collision prevention device according to the present embodiment can determine the steering intention without waiting for the driver to complete the steering operation without operating the turn signal. Then, it is possible to issue a warning to the operation manager with a time margin that can be avoided.

Although the present application describes exemplary embodiments, the various features, embodiments, and functions described in the embodiments are not limited to the application of a particular embodiment, either alone or. Various combinations are applicable to the embodiments.
Therefore, innumerable variations not exemplified are envisioned within the scope of the techniques disclosed herein. For example, it is assumed that at least one component is modified, added or omitted.

201 Blind spot obstacle detection unit, 203 Steering condition detection unit, 208 Driver steering intention determination unit, 210 Collision possibility determination unit, 211 Notification unit

Claims (15)

A blind spot obstacle detection unit that detects obstacles in the blind spot around the vehicle as seen by the driver who drives the vehicle,
A steering state detection unit that detects the steering torque of the vehicle, the steering angular velocity of the vehicle, the steering angle of the vehicle, and the driver's steering state.
The past and present steering angles and steering torques of the vehicle based on the steering torque , steering angle speed, steering angle, past driver's steering intention direction detected by the steering state detection unit, and steering torque. A steering intention determination unit that determines whether the direction in which an obstacle exists and the driver's intention direction for steering are the same using the linear sum of steering angle speeds of the steering wheel.
A collision possibility determination unit that determines the possibility of the obstacle colliding with the vehicle from the results of the blind spot obstacle detection unit and the steering intention determination unit.
When the collision possibility determination unit determines that an obstacle may collide with the vehicle, the notification unit notifies the notification target of the possibility of collision.
A vehicle collision prevention device, characterized in that the vehicle is equipped with the above-mentioned vehicle. The vehicle collision prevention device according to claim 1, wherein the blind spot obstacle detection unit detects the rear side of the vehicle, which is the blind spot. The vehicle collision prevention device according to claim 1, wherein the steering intention determination unit determines that the driver has a steering intention when the linear sum exceeds a predetermined threshold value . The vehicle state detection unit that acquires the motion information of the vehicle,
Based on the information obtained by the vehicle state detection unit, the vehicle motion prediction unit that predicts the motion of the vehicle and the vehicle motion prediction unit
Based on the information obtained by the blind spot obstacle detection unit, the obstacle motion prediction unit that predicts the motion of the obstacle and the obstacle motion prediction unit
Equipped with
The one according to any one of claims 1 to 3, wherein the collision possibility determination unit determines a collision possibility based on information from the vehicle motion prediction unit and the obstacle motion prediction unit. Anti-collision device for vehicles. The notification unit acquires from the blind spot obstacle detection unit whether the obstacle exists on both sides of the vehicle or only on one side, and changes the means of notification according to the acquired information. The vehicle collision prevention device according to any one of claims 1 to 4. The driver's line-of-sight detection unit that detects the driver's line of sight,
An obstacle visibility determination unit that determines whether the driver is visually recognizing the obstacle,
Equipped with
Claim 1 is characterized in that, when the obstacle visual determination unit determines that the driver is visually recognizing the obstacle, the collision possibility determination unit determines that the collision possibility is low. The vehicle collision prevention device according to any one of claims 5. The vehicle collision prevention device according to any one of claims 1 to 6 , wherein the notification target of the notification unit is the driver of the vehicle. The vehicle collision prevention device according to any one of claims 1 to 6 , wherein the notification target of the notification unit is another vehicle driver or pedestrian of another vehicle . The vehicle collision prevention device according to any one of claims 1 to 6 , wherein the notification target of the notification unit is a vehicle operation control that manages the operation of a plurality of vehicles . The vehicle collision prevention device according to claim 7, further comprising a steering wheel vibration unit that notifies the driver of the possibility of a collision by vibration of the steering wheel of the vehicle based on the information from the notification unit. The vehicle collision prevention device according to claim 7 , further comprising a seat vibration unit that notifies the driver of the possibility of a collision by vibration of the seat of the vehicle based on the information from the notification unit. The vehicle collision prevention device according to claim 7 , further comprising a voice output unit that notifies the notification target of the possibility of a collision by voice based on the information from the notification unit. The vehicle collision prevention device according to claim 7 , further comprising a display output unit that notifies the notification target of the possibility of a collision by a display device based on the information from the notification unit. The vehicle collision prevention device according to claim 9 , further comprising a collision warning transmission unit that notifies the vehicle operation control of the possibility of a collision by transmitting a radio signal based on the information from the notification unit. .. In the vehicle collision prevention method for executing the collision prevention processing operation in the vehicle collision prevention device equipped on the vehicle.
The first step of detecting an obstacle in the blind spot around the vehicle as seen by the driver who drives the vehicle by the blind spot obstacle detection unit of the collision prevention device for the vehicle.
The second step of detecting the steering state of the driver by detecting the steering torque of the steering wheel of the vehicle, the steering angular velocity of the steering wheel of the vehicle, and the steering angle of the steering wheel of the vehicle by the steering state detecting unit of the collision prevention device for the vehicle. When,
Based on the steering torque of the steering wheel, the steering angle speed of the steering wheel, the steering angle of the steering wheel, and the steering intention direction of the driver in the past, which are detected by the driver steering intention determination unit of the vehicle collision prevention device in the second step. A third step of using the linear sum of the vehicle's past and present steering angles, steering torque, and steering angle speed to determine if the direction in which the obstacle is present and the driver's intended steering direction are the same. When,
A fourth step of determining the possibility of the obstacle colliding with the vehicle from the results of the first step and the third step by the collision possibility determination unit of the vehicle collision prevention device.
When it is determined in the fourth step that the obstacle may collide with the vehicle, the communication unit of the vehicle collision prevention device notifies the notification target of the possibility of collision. When,
A vehicle collision prevention method characterized by being equipped with .

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