WO2014196049A1

WO2014196049A1 - Contact avoidance assist device

Info

Publication number: WO2014196049A1
Application number: PCT/JP2013/065674
Authority: WO
Inventors: 拓哉樫木; 芳洋浦井; 純落田; 片山　誠; 理山根
Original assignee: 本田技研工業株式会社
Priority date: 2013-06-06
Filing date: 2013-06-06
Publication date: 2014-12-11
Also published as: GB2529340A; CN105228864B; CN105228864A; GB201520253D0

Abstract

This contact avoidance assist device (10) is provided with: an object sensing unit (61) that senses an object present in the vicinity of a vehicle (1); an operating unit (70) that implements contact avoidance control for the vehicle (1) with respect to the object sensed by the object sensing unit (61); and a traffic division determination unit (64) that determines whether the left/right traffic division of the road on which the vehicle (1) travels is left side or right side. The operating unit (70) modifies the control content of the contact avoidance control in accordance with the content of change in the left/right traffic division when the left/right traffic division determined by the traffic division determination unit (64) is changed between left side and right side.

Description

Contact avoidance support device

The present invention relates to a contact avoidance support device.

Conventionally, whether or not the vehicle deviates from an appropriate path on which the vehicle and the oncoming vehicle can pass each other properly based on an angle formed by the traveling trajectory of the vehicle and the traveling trajectory of the oncoming vehicle, or There is known a departure judgment apparatus for judging whether an oncoming vehicle has departed (see, for example, Patent Document 1).
In addition, based on the time-series transition of the relative position between the host vehicle and the oncoming vehicle, it is determined whether the left / right traffic classification of the travel path of the host vehicle is to the left or right. Among the light distribution controls provided individually and individually corresponding to each, a light distribution control device is known that selects and executes light distribution control corresponding to the determined left and right passage classification (for example, Patent Document 2) reference).

JP, 2006-143052, A JP 2012-232685 A

By the way, in the departure judging device according to the above-mentioned prior art, for example, as in the case where the vehicle crosses the border between England (left-handed) and France (right-handed) across the English Channel, It is desirable that the departure determination and the contact avoidance control be properly performed before and after the vehicle passes a boundary where the left and right are switched. Furthermore, in the case where a device that performs control in which the left and right traffic divisions are limited to only the left side or the right side is appropriately associated with switching between the left and right traffic divisions, like the light distribution control device according to the above-mentioned prior art, When dedicated control is individually provided corresponding to each passing, there arises a problem that control processing becomes redundant and complicated.

The present invention has been made in view of the above circumstances, and provides a contact avoidance support device capable of performing appropriate control before and after switching between left and right travel divisions of a traveling road between left and right by simple processing. The purpose is to

In order to solve the above problems and achieve the object, the present invention adopts the following aspects.
(1) A contact avoidance support device according to an aspect of the present invention includes a detection unit that detects an object present around the vehicle, and a control that executes contact avoidance control of the vehicle on the object detected by the detection unit. Means, and determination means for determining whether the left or right passage classification of the traveling path of the vehicle is the left side or the right side, and the control means determines that the left or right passage classification determined by the determination means is the left side And the control content of the contact avoidance control is changed according to the change content of the left and right passage classification.

(2) The contact avoidance support device according to the above (1) includes detection means having left and right attributes, and the control means changes the control content of the contact avoidance control according to the change content of the left and right passage classification In this case, the left and right attributes of the output of the detection means may be reversed, and the left and right attributes of the control amount of the contact avoidance control may be reversed.

(3) In the contact avoidance support device according to (1) or (2), the control means determines whether the left / right passage classification is the left side or the right side by the determination means, The execution of the contact avoidance control may be suppressed.

(4) The contact avoidance assistance device according to any one of the above (1) to (3) recognizes an oncoming vehicle traveling against the vehicle from among the objects detected by the detection means. A recognition unit; and an acquisition unit that acquires a relative positional relationship between the vehicle and the oncoming vehicle recognized by the recognition unit, the determination unit including the vehicle acquired by the acquisition unit Based on the relative positional relationship with the oncoming vehicle, it may be determined whether the left / right traffic section of the traveling path of the vehicle is the left side or the right side.

(5) In the contact avoidance assistance device according to any one of (1) to (3), an oncoming vehicle and the vehicle traveling opposite to the vehicle among the objects detected by the detecting unit Recognition means for recognizing a preceding vehicle traveling in the forward direction of travel of the vehicle, and acquisition means for acquiring a relative positional relationship between the oncoming vehicle and the preceding vehicle recognized by the recognition means, The determination means determines whether the left / right passage classification of the traveling path of the vehicle is the left side or the right side based on the relative positional relationship between the oncoming vehicle and the front traveling vehicle acquired by the acquisition device. You may

(6) The contact avoidance assistance device according to any one of (1) to (3) includes an acquisition unit that acquires information on a traveling path of the vehicle from an external device, and the determination unit is configured to acquire the information Based on the information on the travel path acquired by the means, it may be determined whether the left / right passage classification of the travel path of the vehicle is the left side or the right side.

(7) The contact avoidance assistance device according to any one of (1) to (3) includes an acquisition unit that acquires information related to a traveling path of the vehicle from another vehicle, and the determination unit It may be determined whether the left / right passage classification of the travel path of the vehicle is the left side or the right side based on the information related to the travel path acquired by the acquisition means.

According to the contact avoidance support device according to the aspect described in the above (1), the control content of the contact avoidance control is changed according to the change content of the left and right passage classification determined by the determination means. The departure determination and the contact avoidance control can be properly performed while preventing the control processing from becoming redundant and complicated as compared with the case where dedicated control individually provided corresponding to each is switched.

Furthermore, in the case of the above (2), the departure determination appropriately corresponding to the change in the left and right passage classification (ie, the own vehicle and the oncoming vehicle) only by simple processing of reversing the left and right attributes of the output of the detection means. It is possible to determine whether or not the own vehicle deviates, or whether the oncoming vehicle deviates, from each other on the proper course which can pass each other properly. Furthermore, the contact avoidance control appropriately corresponding to the change in the left and right passage classification can be performed only by the simple process of reversing the right and left attributes of the control amount of the contact avoidance control.

Furthermore, in the case of (3) above, contact avoidance control can be prevented from being executed with inappropriate control content if it is not determined whether the left / right traffic division is on the left side or the right side. .

Furthermore, in the case of the above (4), it can be appropriately determined whether the left / right traffic division is the left side or the right side.
Furthermore, in the case of the above (5), it is possible to appropriately determine whether the left / right traffic section is the left side or the right side earlier than in the case based on the relative positional relationship between the vehicle and the oncoming vehicle. it can.

Furthermore, in the case of the above (6), even if there are no oncoming vehicles and other vehicles such as oncoming vehicles in the vicinity of the vehicle, it is accurately determined whether the left / right traffic division is on the left or the right. Can.
Furthermore, in the case of the above (7), it can be appropriately determined whether the left / right traffic division is the left side or the right side based on various information that can be acquired from other vehicles.

It is a block diagram of the contact avoidance assistance apparatus which concerns on embodiment of this invention. It is a figure which shows the relative position of the vehicle and the oncoming vehicle in the left-handed passage and the right-handed passage determined by the passage classification determination unit of the contact avoidance assistance device according to the embodiment of the present invention. It is a figure which shows the relative position of the vehicle and several oncoming vehicles in the left-handed passage and the right-handed passage of the left-right passing classification which the passage classification judging part of the contact avoidance assistance device concerning an embodiment of the present invention determines. It is a figure which shows the relative position of the front vehicle and the oncoming vehicle of the vehicles in the left-handed passage and the right-handed passage determined by the passage classification determination unit of the contact avoidance assistance device according to the embodiment of the present invention. It is a figure which shows the relative position of the front vehicle of a vehicle, and a plurality of oncoming vehicles in left-hand traffic and left-hand traffic of a left-right traffic classification determined by the traffic classification determination unit of the contact avoidance assistance device according to the embodiment of the present invention. It is a figure which shows the deviation state of the oncoming vehicle which the deviation determination part of the contact avoidance assistance apparatus which concerns on embodiment of this invention determines by left side passage and right side passage of left-right passage classification. It is a figure which shows the deviation state of the vehicle which the deviation determination part of the contact avoidance assistance apparatus which concerns on embodiment of this invention determines by left side passage and right side passage of left-right passage classification. It is a flowchart which shows operation | movement of the contact avoidance assistance apparatus which concerns on embodiment of this invention.

Hereinafter, an embodiment of a contact avoidance support device of the present invention will be described with reference to the attached drawings.
The contact avoidance support device 10 according to the present embodiment is mounted on a vehicle 1 that transmits the driving force of an internal combustion engine (ENG) 11 to a driving wheel W via a transmission (T / M) 12 as shown in FIG. There is. The vehicle 1 includes an imaging device 13 and a radar device 14, a navigation device 15, a control device 16, a brake actuator 17 and an alarm device 18, and an EPS actuator 19.

The imaging device 13 includes, for example, a camera 13a and an image processing unit 13b capable of imaging in a visible light region or an infrared region. The camera 13a is disposed, for example, at a position in the vicinity of the rearview mirror on the vehicle interior side of the front window, and images a detection target area set in the outside of the vehicle 1 through the front window. The image processing unit 13 b generates image data by performing predetermined image processing on an image obtained by photographing by the camera 13 a, and outputs the generated image data to the control device 16.

The radar device 14 includes a radar 14 a and a radar control unit 14 b that are electromagnetic waves such as laser light and millimeter waves. The radar 14a divides a detection target area set in the outside of the vehicle 1 into a plurality of angle areas, and transmits an electromagnetic wave transmission signal so as to scan each angle area. The radar 14 a receives a reflection signal of a reflected wave generated by each transmission signal being reflected by an object outside the vehicle 1. The radar control unit 14b generates a detection signal according to the transmission signal and the reflection signal, for example, a detection signal according to the distance from the radar device 14 to an external object and the relative velocity of the external object due to the Doppler effect. The signal is output to the controller 16.

The navigation device 15 includes a current position detection unit 21, a map data storage unit 22, a navigation processing unit 23, an input unit 24, and a display unit 25.
The current position detection unit 21 receives a positioning signal for receiving a positioning signal of a positioning system (for example, Global Positioning System: GPS or Global Navigation Satellite System: GNSS, etc.) for measuring the position of the vehicle 1 using a satellite. The unit 31 is provided. The current position detection unit 21 determines the direction of the vehicle 1 in the horizontal plane or the inclination angle with respect to the vertical direction (for example, the inclination angle of the longitudinal axis of the vehicle 1 with respect to the vertical direction The gyro sensor 32 detects an angle (e.g., a yaw rate) of the vehicle 1 and the vehicle speed sensor 33 detects a speed (vehicle speed) of the vehicle 1. The current position detection unit 21 uses the positioning signal received by the positioning signal reception unit 31, or the position of the vehicle 1 by an autonomous navigation calculation process using information detected by the gyro sensor 32 and the vehicle speed sensor 33. Calculate (Current position).

The map data storage unit 22 is, for example, road map data (for example, node, link, link cost, road shape, road type, etc.) required for processing such as map matching based on the current position of the vehicle 1 and calculation of a guidance route. And information such as left-right A node is a coordinate point consisting of the latitude and longitude of a given point on the road, such as intersections and junctions. A link is a line connecting nodes and is a road section connecting points. The link cost is information indicating the distance of the road section corresponding to the link or the time required to move the road section. The left-right traffic classification is information indicating traffic classification (left-hand traffic and right-hand traffic) specified for the road.

The navigation processing unit 23 uses, for example, the road map data stored in the map data storage unit 22 to obtain the vehicle obtained from the positioning signal by the current position detection unit 21 and the calculation processing of the autonomous navigation. Map matching is performed for the current position of 1. The navigation processing unit 23 sets the vehicle 1 set according to the current position of the vehicle 1 corrected by map matching or the input operation by the operator to the input unit 24 together with the road map data stored in the map data storage unit 22. The appropriate position of is output to the display unit 25.
In addition, the navigation processing unit 23 executes processing such as route search and route guidance of the vehicle 1 and displays route information to the destination and various additional information along with the road map data stored in the map data storage unit 22. Output to the unit 25.

The control device 16 includes a traveling control unit 41, an engine control unit 42, a shift control unit 43, a brake control unit 44, and an EPS control unit 46. Each signal output from the steering angle sensor 51, the steering torque sensor 52, the acceleration sensor 53 and the like is input to the control device 16. The steering angle sensor 51 detects the direction and the magnitude of the steering angle input to the steering wheel (not shown) by the driver of the vehicle 1 and outputs a signal of the detection result. The steering torque sensor 52 detects a steering torque input to a steering wheel (not shown) by the driver of the vehicle 1 and outputs a signal of the detection result. The acceleration sensor 53 detects an acceleration (for example, a longitudinal acceleration in the longitudinal direction of the vehicle, a lateral acceleration in the lateral direction of the vehicle, etc.) generated in the vehicle 1 and outputs a signal of a detection result.

The travel control unit 41 includes an object detection unit 61, a vehicle recognition unit 62, an information acquisition unit 63, a traffic classification determination unit 64, a trajectory prediction unit 65, a vehicle trajectory calculation unit 66, and a lateral deviation calculation unit 67. , A deviation determining unit 68, a contact predicting unit 69, and an operating unit 70.

The object detection unit 61 is a stationary object existing in each detection target area of the camera 13 a or the radar 14 a in the periphery of the vehicle 1 based on the image data output from the imaging device 13 or the detection signal output from the radar device 14 Detect an object consisting of a moving object.
The vehicle recognition unit 62 detects the vehicle 1 among the objects detected by the object detection unit 61 by, for example, pattern matching or shape recognition based on image data output from the imaging device 13 or a detection signal output from the radar device 14. And an oncoming vehicle traveling in the forward direction of travel of the vehicle 1 are recognized.

The information acquisition unit 63 is a broadcast radio wave such as FM multiplex broadcasting, a signal of road-to-vehicle communication transmitted from a roadside communication device (not shown) on the road, and a wireless communication signal transmitted by other vehicles (not shown) by inter-vehicle communication. , And a wireless communication signal or the like transmitted from a base station or the like, and acquires information related to the traveling path of the vehicle 1 by each of the received signals.
For example, the information acquisition unit 63 acquires information indicating whether the left / right traffic division of the travel path of the vehicle 1 is the left side or the right side, based on the road-to-vehicle communication signal received from the roadside communication device.
For example, the information acquisition unit 63 may use the wireless communication signal of the inter-vehicle communication received from the other vehicle to transmit information on the left / right passage classification determined by the other vehicle traveling on the traveling path of the vehicle 1 in the past. Information on left and right steering wheel specifications of the vehicle and the like are acquired.

The passage classification determination unit 64 determines whether the left or right passage classification of the traveling path of the vehicle 1 is the left side or the right side.
For example, based on the relative positional relationship between the oncoming vehicle and the vehicle 1 recognized by the vehicle recognition unit 62, the passage classification determination unit 64 determines whether the left or right passage classification of the traveling path of the vehicle 1 is left or right Determine
More specifically, as shown in FIGS. 2A and 2B, when the vehicle 1 and the oncoming vehicle P actually pass each other, the traffic classification determination unit 64 outputs the image data output from the imaging device 13 or Based on the detection signal output from the radar device 14, it is detected which of the right side and the left side of the vehicle 1 passes the oncoming vehicle P near the boundary of the detection target area D. For example, as shown in FIG. 2A, when the oncoming vehicle P passes through the right area R of the vehicle 1, it is determined that the left and right passage classification of the traveling path of the vehicle 1 is left-handed. On the other hand, as shown in FIG. 2 (B), when the oncoming vehicle P passes through the left side area L of the vehicle 1, it is determined that the left and right passage classification of the traveling path of the vehicle 1 is rightward.
In addition, as shown in FIGS. 3A and 3B, when there are a plurality of oncoming vehicles P (for example, two oncoming vehicles P1 and P2) traveling in the same direction, the passage classification determination unit 64 On the basis of the image data output from the imaging device 13 or the detection signal output from the radar device 14, a plurality of oncoming vehicles P (P1, P2) in the detection target area D pass either the right or left side of the vehicle 1 Estimate if it is planned. For example, as shown in FIG. 3 (A), when it is estimated that a plurality of oncoming vehicles P (P1, P2) are to pass through the right area R of the vehicle 1, the left and right It is determined that the category is left-handed. On the other hand, as shown in FIG. 3 (B), when it is estimated that a plurality of oncoming vehicles P (P1, P2) are scheduled to pass through the left region L of the vehicle 1, left and right It is determined that the category is on the right.

For example, based on the relative positional relationship between the oncoming vehicle and the forward traveling vehicle recognized by the vehicle recognition unit 62, the passage classification determination unit 64 determines that the left / right passage classification of the traveling path of the vehicle 1 is either left or right Determine if
More specifically, as shown in FIGS. 4 (A) and 4 (B), the traffic classification determination unit 64 actually outputs the image output from the photographing device 13 when the forward traveling vehicle Q and the oncoming vehicle P pass each other. Based on the data or the detection signal output from the radar device 14, it is detected which of the oncoming vehicle P in the detection target area D passes on the right side and the left side of the leading vehicle Q. For example, as shown to FIG. 4 (A), when the oncoming vehicle P passes the right side area | region R of the forward vehicle Q, it determines with the left-hand traffic classification of the running path of the vehicle 1 being left-handed. On the other hand, as shown to FIG. 4 (B), when the oncoming vehicle P passes left side area | region L of the forward vehicle Q, it determines with the right-and-left passage classification of the running path of the vehicle 1 being right-handed.
In addition, as shown in FIGS. 5A and 5B, when there are a plurality of oncoming vehicles P (for example, two oncoming vehicles P1 and P2) traveling in the same direction, the passage classification determination unit 64 The plurality of oncoming vehicles P (P1, P2) in the detection target area D are either the right side or the left side of the leading vehicle Q based on the image data output from the imaging device 13 or the detection signal output from the radar device 14 Estimate if you are going to pass For example, as shown in FIG. 5 (A), when it is estimated that a plurality of oncoming vehicles P (P1, P2) are to pass through the right area R of the preceding vehicle Q, It is determined that the left / right traffic classification is left traffic. On the other hand, as shown in FIG. 5B, when it is estimated that a plurality of oncoming vehicles P (P1, P2) are scheduled to pass through the left side area L of the preceding vehicle Q, It is determined that the left-right traffic classification is right-hand traffic.

For example, based on the information on the travel path of the vehicle 1 acquired by the information acquisition unit 63, the traffic division determination unit 64 determines whether the left / right traffic division of the travel path of the vehicle 1 is to the left or right .
More specifically, when the passage classification determination unit 64 acquires the information of the left and right passage classification of the traveling route of the vehicle 1 by the signal of the road-to-vehicle communication received by the information acquisition unit 63 from the roadside communication device (not shown) Based on this information, it is determined whether the left / right traffic classification is on the left or right.
In addition, the passage classification determination unit 64 acquires the information of the left and right passage classification determined by the other vehicle having traveled the traveling path of the vehicle 1 in the past by the wireless communication signal of the inter-vehicle communication received by the information acquisition unit 63 from the other vehicle. In this case, this information determines whether the left / right traffic division is on the left or right.
In addition, when the traffic classification determination unit 64 acquires the information of the left and right steering wheel specifications of the other vehicle around the vehicle 1 by the wireless communication signal of the inter-vehicle communication received by the information acquisition unit 63 from the other vehicle, If the other vehicle has a right-handed steering wheel specification, it is determined that the left-right passing classification is a left-handed traffic, and if the other vehicle is a left-handed steering wheel specification, it is determined that the left-right passing traffic classification is a right-hand traffic.

For example, according to the information on the left and right passage classifications included in the road map data stored in the map data storage unit 22 of the navigation device 15, the passage classification determination unit 64 determines that the left and right It is determined which of the right side.

The trajectory prediction unit 65 refers to the information on the left and right traffic divisions determined by the traffic division determination unit 64, and changes with time the relative positions of the oncoming vehicle and the forward traveling vehicle recognized by the vehicle recognition unit 62 with respect to the vehicle 1 Based on the above, the traveling locus of the oncoming vehicle and the preceding vehicle is predicted.
The own vehicle trajectory calculation unit 66 refers to the information on the left and right traffic divisions determined by the traffic division determination unit 64 and changes in time of the current position of the vehicle 1 detected by the current position detection unit 21 or the gyro sensor 32 and Based on the yaw rate and speed of the vehicle 1 detected by the vehicle speed sensor 33, the traveling locus of the vehicle 1 is calculated.
The lateral deviation calculation unit 67 refers to the information of the left and right passing classification determined by the passing classification determination unit 64, and the lateral deviation of the oncoming vehicle with respect to the traveling locus of the vehicle 1, that is, the advancing of the vehicle 1 in the lateral direction of the oncoming vehicle. The distance between the trajectory and the position of the oncoming vehicle is calculated.

The trajectory prediction unit 65, the vehicle trajectory calculation unit 66, and the lateral deviation calculation unit 67 perform various kinds of arithmetic processing when the left / right passage classification determined by the passage classification determination unit 64 changes between the left side and the right side. Of the various sensor signals used, the left and right attributes of the sensor signal having the left and right attributes are inverted.
Sensor signals having left and right attributes are detected by, for example, the relative position of the oncoming vehicle to the vehicle 1 detected by the object detection unit 61, the yaw rate of the vehicle 1 detected by the gyro sensor 32, and the steering angle sensor 51 These signals are a steering angle, a steering torque detected by the steering torque sensor 52, and the like.

For example, the trajectory prediction unit 65, the vehicle trajectory calculation unit 66, and the lateral deviation calculation unit 67 determine the passage classification determination unit 64 in the initial state when the left / right passage classification determined by the passage classification determination unit 64 is left-handed. When the left / right traffic section determined by the above changes from left traffic to right traffic, the left / right attribute of the sensor signal is reversed. After that, when the left / right traffic section determined by the traffic section determination unit 64 changes between the left side and the right side, the left / right attribute of the sensor signal set immediately before this change is reversed. .

The departure determination unit 68 determines whether the vehicle 1 has deviated from the proper course where the vehicle 1 and the oncoming vehicle can pass properly, or whether the oncoming vehicle has deviated.
For example, the departure determination unit 68 determines the vehicle 1 and the oncoming vehicle based on the angle at which the on-going trajectory of the oncoming vehicle calculated by the trajectory predicting unit 65 intersects the on-going trajectory of the vehicle 1 calculated by the self vehicle trajectory calculation unit 66. It is determined which of the has deviated from the proper course. More specifically, using the collision time TTC (= relative distance / relative velocity) obtained by dividing the relative distance between the vehicle 1 and the oncoming vehicle by the relative velocity, and the traveling trajectories of the vehicle 1 and the oncoming vehicle, The position where the vehicle 1 and the oncoming vehicle approach closest (the closest approach position) is estimated. Then, the motion vectors A and B of the vehicle 1 and the oncoming vehicle at the closest position are estimated, and the angle θ formed by the motion vector B of the oncoming vehicle is calculated based on, for example, the motion vector A of the vehicle 1. Then, according to the angle θ, it is determined which of the vehicle 1 and the oncoming vehicle deviates from the proper course.
Further, for example, the departure determining unit 68 determines which of the vehicle 1 and the oncoming vehicle has deviated from the proper route based on the lateral deviation calculated by the lateral deviation calculating unit 67. More specifically, for example, assuming that the oncoming lane side based on the traveling locus of the vehicle 1 calculated by the vehicle locus calculating unit 66 is the positive direction of the lateral deviation, the lateral deviation changes toward zero. It is determined which of the vehicle 1 and the oncoming vehicle deviates from the proper course according to the change in the sign of the direction deviation and the change in the time change rate of the lateral deviation.

The contact prediction unit 69 generates a contact between the vehicle 1 and the oncoming vehicle based on the relative distance and the relative speed between the vehicle 1 and the oncoming vehicle, the traveling trajectories of the vehicle 1 and the oncoming vehicle, etc. Predict the possibility (contact possibility). The contact prediction unit 69 determines the contact possibility by the processing on the premise that the left / right traffic division of the travel path of the vehicle 1 is either the left side or the right side.
For example, the contact prediction unit 69 is in an initial state set by the trajectory prediction unit 65, the vehicle trajectory calculation unit 66, and the lateral deviation calculation unit 67 to the determination of the traffic classification determination unit 64, for example, the left and right of the traveling path of the vehicle 1. Perform processing assuming that the traffic classification is on the left. Thus, for example, as shown in FIG. 6A, when the oncoming vehicle deviates from the proper route, the oncoming vehicle located on the right side in the traveling direction of the vehicle 1 moves from the right side to the left side When it is grasped that it is a state, it determines with possibility of contact becoming high.
Here, when the left and right traffic division of the travel path of the vehicle 1 is left-hand traffic, the left and right attributes of the various sensor signals are originally unique states (that is, non-reversed states) and the actual oncoming vehicle The left and right of the position and movement direction of the oncoming vehicle coincide with the position and movement direction of the oncoming vehicle obtained from various sensor signals. Therefore, when the actual oncoming vehicle is in a state as shown, for example, in FIG. 6A (that is, a state in which the possibility of contact becomes high on the left side), the contact prediction unit 69 actually performs various sensor signals. It is determined that the possibility of contact is high.
On the other hand, when the left and right traffic divisions of the travel path of the vehicle 1 are on the right, the left and right attributes of various sensor signals are reversed from the inherent state, and the actual position and movement direction of the oncoming vehicle The position and movement direction of the oncoming vehicle obtained from the sensor signal are reversed in the left and right. Therefore, the actual oncoming vehicle is, for example, in a state as shown in FIG. 6B (that is, it is located on the left side in the traveling direction of the vehicle 1 and moves from the left to the right) In the case where the possibility is high), the touch prediction unit 69 is in a state where the left and right are actually reversed by the sensor signal whose right and left attributes are reversed (that is, the state as shown in FIG. 6A). State, where the possibility of contact becomes high on the left side), and it is determined that the possibility of contact becomes high.

The operating unit 70 controls the operation of the engine control unit 42, the transmission control unit 43, the brake control unit 44, the EPS control unit 46, and the alarm device 18 according to the determination result by the contact prediction unit 69.
The engine control unit 42 controls the state of the internal combustion engine 11. The transmission control unit 43 controls the transmission operation of the transmission 12. The brake control unit 44 controls the braking force acting on the left and right front wheels and rear wheels by the brake actuator 17. An EPS (Electric Power Steering) control unit 46 controls the output of the reaction torque or the assist torque with respect to the steering torque detected by the steering torque sensor 52 by the EPS actuator 19.
The alarm device 18 comprises a tactile alarm device, a visual alarm device, and an audible alarm device. The tactile alarm device outputs a tactile alarm such as steering vibration by the EPS actuator 19 and driver's tightening by a seat belt device (not shown). The visual alarm device outputs a visual alarm such as a display in a meter (not shown). The auditory alarm device outputs an auditory alarm such as voice or alarm sound from a speaker (not shown) or the like in a meter (not shown).

When it is determined by the contact prediction unit 69 that there is a possibility of contact, the operation unit 70 refers to the information on the left / right passage classification determined by the passage classification determination unit 64, the brake actuator 17, the alarm device 18, And a control amount for operating at least one of the EPS actuators 19 is set, and contact avoidance control is executed according to the control amount. When setting the control amount, the operation unit 70 sets the direction for the control amount having the attribute of the direction as well as the magnitude of the control amount.
For example, in the same manner as the initial state set by the trajectory prediction unit 65, the host vehicle trajectory calculation unit 66, and the lateral deviation calculation unit 67 for the determination of the passage classification determination unit 64, The state in which the determined left / right traffic classification is left-hand traffic is assumed to be the initial state. Then, when the left / right traffic classification determined by the traffic classification determination unit 64 changes from left traffic to right traffic with respect to this initial state, the left / right attribute of the control amount of the contact avoidance control is reversed. After that, when the left / right traffic division determined by the traffic division determination unit 64 changes between the left side and the right side, the left / right of the control amount of the contact avoidance control set immediately before this change Invert the attribute.
The control amount of the contact avoidance control having the left and right attributes is the rotational direction of the motor as the EPS actuator 19, the turning directions of the front and rear wheels by the EPS actuator 19, and the left and right brake distribution amounts of the front and rear wheels by the brake actuator 17. And torque distribution amount.

The operating unit 70 sets, for example, left and right attributes of the control amount of the contact avoidance control based on the initial state in which the left and right passage classification of the traveling path of the vehicle 1 is left. Thus, for example, as shown in FIG. 7A, when it is determined by the contact prediction unit 69 that there is a possibility of contact due to the vehicle 1 deviating from the proper route, it is As the contact avoidance control of the above, it is suppressed that the vehicle 1 moves (deviates from the proper course) toward the right side in the traveling direction.
Then, when the left / right traffic classification determined by the traffic classification determination unit 64 changes from left traffic to right traffic, the operation unit 70 reverses the left / right attribute of the control amount of the contact avoidance control. For example, as shown in FIG. 7 (B), when it is determined by the contact prediction unit 69 that there is a possibility of contact due to the vehicle 1 deviating from the proper course, it is As the contact avoidance control of the above, it is suppressed that the vehicle 1 moves (deviates from the proper course) toward the left side in the traveling direction.

When setting the control amount of the contact avoidance control, the actuating portion 70 performs a contact avoidance control according to the control amount, and when referring to various sensor signals by feedback control or the like, the sensor signal The left and right attributes of are inherently unique. That is, according to the right and left traffic division of the traveling path of the vehicle 1 being right traffic, the possibility of contact is determined based on the sensor signal in which the attribute of the left and right is reversed, and the control amount of contact avoidance control is Even when the attribute is reversed, when using a sensor signal when activating a device (for example, the EPS actuator 19 etc.) having the left and right attributes according to the control amount, the left and right attributes of the sensor signal It is originally in the unique state without being reversed.

Further, the operating unit 70 suppresses the execution of the contact avoidance control when it is not determined by the passage classification determination unit 64 whether the left / right passage classification is the left side or the right side. For example, the operation unit 70 sets a threshold for determining whether to permit the operation of the alarm device 18 so that the alarm device 18 becomes difficult to operate. For example, the actuating unit 70 prohibits execution of braking by the brake actuator 17 for contact avoidance and steering by the EPS actuator 19. For example, the operation unit 70 performs the contact avoidance control only on the oncoming vehicle present in a predetermined area (for example, a front area) in the traveling direction of the vehicle 1. For example, the operation unit 70 prohibits the execution of the contact avoidance control by the control amount having the left and right attributes.

For example, when it is determined by the traffic classification determination unit 64 whether the left / right traffic classification is on the left side or the right side, the actuation unit 70 determines the collision time TTC (for example, T1> In accordance with T2>T3> T4, predetermined control of the steering system and the brake system is executed.
For example, in Table 1 below, when the collision time TTC is the first time T1, the control of the brake system is not performed, and the warning by the steering vibration is controlled in the steering system. When the collision time TTC is the second time T2, the steering system controls the alarm in the meter by sound and display and the output of the assist torque of the steering torque, and in the brake system, the meter by sound and display Control the alarm inside. When the collision time TTC is the third time T3, the steering system performs contact avoidance control by steering, and the brake system performs light brake control as a tactile alert. When the collision time TTC is the fourth time T4, the control of the steering system is not executed, and the strong braking control as contact avoidance by deceleration is performed in the brake system.

On the other hand, when it is not determined by the passage classification determination unit 64 whether the left / right passage classification is the left side or the right side, the operating unit 70 erroneously determines the left / right passage classification as shown in Table 2 below, for example. Delay the execution timing of control that may be executed frequently. For example, the execution timing of the control of the alarm by the steering vibration in the steering system is changed from the first time T1 to the second time T2, and the execution timing of the control of the alarm in the meter by the sound and display in the brake system is second The time T2 is changed to the third time T3.

In addition, as shown in Table 3 below or Table 4 below, for example, the actuating unit 70 performs the driving operation of the driver when the passage classification determination unit 64 does not determine whether the left / right passage classification is the left side or the right side. It is possible to prohibit the execution of the control that may interfere with the vehicle, and to execute only the control that does not easily interfere with the driver's driving operation. For example, in Table 3 below, execution of control of steering torque assist torque output in the steering system and contact avoidance by steering is prohibited. For example, in Table 4 below, execution of control of contact avoidance by steering in the steering system and control of strong brake as contact avoidance by deceleration in the brake system is prohibited.

The contact avoidance support device 10 according to the present embodiment has the above-described configuration. Next, the operation of the contact avoidance support device 10, in particular, the left and right attributes of the sensor signal and the left and right attributes of the control amount of the contact avoidance control The process of inverting is described.
The processing described below is repeatedly performed at a predetermined cycle or the like.

First, in step S01 shown in FIG. 8, among the objects detected by the object detection unit 61, an oncoming vehicle traveling opposite to the vehicle 1 is recognized.
Next, in step S02, the relative positional relationship of the oncoming vehicle recognized by the vehicle recognition unit 62 to the vehicle 1, or the relative positional relationship of the oncoming vehicle and the front vehicle recognized by the vehicle recognition unit 62. Based on the determination, it is determined whether the left / right traffic classification of the travel path of the vehicle 1 is the left side or the right side.
Next, in step S03, it is determined whether or not it is determined that the left and right passage classification of the travel path of the vehicle 1 is right-handed.
If the determination result is "NO", the process proceeds to step S05 described later.
On the other hand, if the determination result is "YES", the process proceeds to step S04, and in step S04, the left and right attributes of the sensor signal having the left and right attributes are reversed, and the process proceeds to step S05.

Then, in step S05, based on the relative distance and the relative speed between the vehicle 1 and the oncoming vehicle, the traveling trajectories of the vehicle 1 and the oncoming vehicle, etc., the contact between the vehicle 1 and the oncoming vehicle is Predict the possibility (contact possibility) to occur.
Next, in step S06, it is determined whether there is a possibility of contact.
If the determination result is "NO", the process proceeds to the end.
On the other hand, if the determination result is "YES", for example, if it is determined that there is a possibility of contact due to the vehicle 1 deviating from the proper route, the process proceeds to step S07.

Then, at step S07, the steering amount required for the vehicle 1 to return to the proper course is calculated.
Next, in step S08, it is determined whether or not it is determined that the left and right passage classification of the travel path of the vehicle 1 is right-handed.
If the determination result is "NO", the process proceeds to step S10 described later.
On the other hand, if the determination result is "YES", the process proceeds to step S09, and in step S09, the left and right attributes of the steering amount, which is the control amount of contact avoidance control having the left and right attributes, are reversed. Go to
Then, in step S10, steering control is performed by the steering amount according to the left and right attributes set at this time, and the process proceeds to the end.

As described above, according to the contact avoidance support device 10 according to the present embodiment, various sensor signals and contact avoidance when the left / right traffic division determined by the traffic classification determination unit 64 changes between the left side and the right side The departure determination, the determination of the possibility of contact, and the contact avoidance control can be properly performed only by a simple process of reversing the right and left attributes of the control amount of control. This makes it possible to prevent the control processing from becoming redundant and complicated as compared to the case where dedicated control individually provided in advance corresponding to each of left-handed and right-handed traffic is switched.

Furthermore, the passage classification determination unit 64 can appropriately determine the left and right passage classification by using the detection result as to whether the oncoming vehicle passes through the right side or the left side of the vehicle 1. In particular, by using the detection result in the vicinity of the boundary of the detection target area D, the determination accuracy can be improved.
In addition, the traffic classification determination unit 64 determines that the plurality of oncoming vehicles traveling in the same direction are traveling on the appropriate route, and which one of the right side and the left side of the plurality of oncoming vehicles is passing By using the estimation result of the above, it is possible to appropriately determine the left / right traffic section even at the timing before the oncoming vehicle and the vehicle 1 pass each other.
In addition, the traffic classification determination unit 64 detects which of the right and left sides of the vehicle 1 passes by using the detection result of whether the oncoming vehicle passes either the right or left side of the front traveling vehicle of the vehicle 1. As compared with the case of using the detection result of K, it is possible to appropriately determine the right and left passage classification earlier.
In addition, the traffic classification determination unit 64 determines that the plurality of oncoming vehicles traveling in the same direction are traveling on the appropriate route, and the plurality of oncoming vehicles pass either the right or left side of the front traveling vehicle of the vehicle 1 By using the estimation result as to whether it is scheduled, it is possible to properly determine the left / right traffic section even before the oncoming vehicle and the front vehicle pass each other.

In addition, the passage classification determination unit 64 is included in the information of the left / right passage classification included in the road map data stored in the map data storage unit 22 or in the signal of road-to-vehicle communication received from the roadside communication device. By using the information on the left and right passage classification, even if there is no other vehicle around the vehicle 1, it is possible to appropriately determine the left and right passage classification.
In addition, the passage classification determination unit 64 can appropriately determine the left and right passage classification based on various information acquired from other vehicles by inter-vehicle communication.

Furthermore, since the operation unit 70 suppresses the execution of the contact avoidance control when it is not determined whether the left / right traffic division is the left side or the right side, the contact avoidance control is performed with an inappropriate control content. Can be prevented.
For example, since the operation unit 70 delays the execution timing of the control that may be frequently performed when the left and right passage classification is erroneously determined, the contact avoidance control may be performed inappropriately at an inappropriate frequency. It can be prevented.
Also, for example, since the operation unit 70 prohibits the execution of control that may interfere with the driver's driving operation, the execution of the contact avoidance control may be against the driver's intention or give the driver a sense of discomfort. It can be prevented.
Also, for example, since the operation unit 70 executes the contact avoidance control only on the oncoming vehicle existing in the front area in the traveling direction of the vehicle 1, the inappropriate contact avoidance control is performed by the control amount having the left and right attributes. It can prevent being done.

In the embodiment described above, the contact avoidance support device 10 is mounted on the vehicle 1 having the internal combustion engine (ENG) 11 as a motive power source, but the present invention is not limited to this. It may be mounted on a vehicle and a hybrid vehicle. Further, in the case where a motor is provided as a power source, the transmission (T / M) 12 may be omitted.

In the embodiment described above, the vehicle 1 includes the navigation device 15. However, the present invention is not limited to this. Instead of the navigation device 15, an information terminal (not shown) such as a portable terminal carried by an occupant of the vehicle 1 The function of the navigation device 15 may be realized. In this case, the information terminal and the control device 16 are connected by wired or wireless communication. Furthermore, the information terminal has only the configuration corresponding to the current position detection unit 21, the input unit 24, and the display unit 25 of the navigation device 15, and the other functions of the navigation device 15 are external which can wirelessly communicate with the information terminal. It may be realized by a server device (not shown).

It goes without saying that the present embodiment described above shows an example for carrying out the present invention, and the present invention is not construed as being limited to the above-described embodiment.

According to the present invention, it is possible to provide a contact avoidance support device capable of performing appropriate control before and after switching between left and right traffic divisions of a traveling path between the left side and the right side by a simple process.

DESCRIPTION OF SYMBOLS 10 contact avoidance assistance apparatus 13 imaging apparatus 14 radar apparatus 16 control apparatus 17 brake actuator 18 alarm apparatus 19 EPS actuator 61 object detection part 62 vehicle recognition part 63 information acquisition part 64 passage classification determination part 65 locus prediction part 66 own vehicle locus calculation part 67 lateral deviation calculation unit 68 deviation determination unit 69 contact prediction unit 70 operation unit

Claims

Detection means for detecting an object present around the vehicle;
Control means for executing contact avoidance control of the vehicle with respect to the object detected by the detection means;
Determining means for determining whether the left / right traffic division of the travel path of the vehicle is the left side or the right side;
The control means changes the control content of the contact avoidance control according to the change contents of the left and right passing classification when the left and right passing classification determined by the determining means changes between the left side and the right side. Do,
Contact avoidance support device characterized in that.
A detection unit having left and right attributes;
The control means reverses the left and right attributes of the output of the detection means when changing the control content of the contact avoidance control according to the change content of the left and right passage classification, and the control amount of the contact avoidance control Reverse the left and right attributes of
The contact avoidance assistance device according to claim 1, characterized in that:
The control means suppresses the execution of the contact avoidance control when it is not determined by the determination means which one of the left side and the right side is the left / right passage classification.
The contact avoidance assistance device according to claim 1 or 2 characterized by things.
Recognition means for recognizing an oncoming vehicle traveling opposite to the vehicle among the objects detected by the detection means;
Acquisition means for acquiring a relative positional relationship between the vehicle and the oncoming vehicle recognized by the recognition means;
The determination means determines whether the left / right passage classification of the traveling path of the vehicle is the left side or the right side based on the relative positional relationship between the vehicle and the oncoming vehicle acquired by the acquisition means. ,
The contact avoidance assistance device according to any one of claims 1 to 3, characterized in that:
A recognition unit that recognizes, among the objects detected by the detection unit, an oncoming vehicle traveling opposite to the vehicle and a front traveling vehicle traveling forward in the traveling direction of the vehicle;
And acquiring means for acquiring a relative positional relationship between the oncoming vehicle and the leading vehicle recognized by the recognition means,
The determination means is based on the relative positional relationship between the oncoming vehicle and the forerunner vehicle acquired by the acquisition means, which one of the left side and the right side is the left / right passage classification of the traveling path of the vehicle judge,
The contact avoidance assistance device according to any one of claims 1 to 3, characterized in that:
An acquisition unit configured to acquire information on a traveling path of the vehicle from an external device;
The determination means determines, based on the information of the travel path acquired by the acquisition means, whether the left / right traffic classification of the travel path of the vehicle is the left side or the right side.
The contact avoidance assistance device according to any one of claims 1 to 3, characterized in that:
And an acquisition unit configured to acquire information related to a traveling path of the vehicle from another vehicle.
The determination means determines whether the left / right passage classification of the travel path of the vehicle is the left side or the right side based on the information on the travel path acquired by the acquisition means.
The contact avoidance assistance device according to any one of claims 1 to 3, characterized in that: