WO2018110402A1

WO2018110402A1 - Device for predicting travel trajectory of preceding vehicle, and vehicle equipped with same

Info

Publication number: WO2018110402A1
Application number: PCT/JP2017/043936
Authority: WO
Inventors: 一野瀬　昌則; 茂規早瀬
Original assignee: 日立オートモティブシステムズ株式会社
Priority date: 2016-12-14
Filing date: 2017-12-07
Publication date: 2018-06-21
Also published as: JP2018097644A; JP6815856B2

Abstract

The present invention provides: a travel trajectory prediction device that makes even earlier predictions of the behavior of a preceding vehicle; and a vehicle equipped with the device. This travel trajectory prediction device 20 installed in a host vehicle 100 detects the orientation of the vehicle body surfaces of a preceding vehicle 200 by analyzing a stereoscopic image captured by a stereo camera 11. In addition, the travel trajectory prediction device 20 calculates the yaw rate of the preceding vehicle 200 from changes in the orientation of the vehicle body surfaces of the preceding vehicle 200, calculates the speed of the preceding vehicle from changes in the position of the preceding vehicle 200, and predicts the future travel trajectory of the preceding vehicle 200 using the yaw rate and the speed of the preceding vehicle 200.

Description

Traveling track prediction device for preceding vehicle and vehicle equipped with the same

The present invention relates to a travel trajectory prediction apparatus that predicts the travel trajectory of a preceding vehicle that travels in front of the host vehicle, and a vehicle equipped with the travel trajectory prediction apparatus.

Conventionally, a technology has been developed to increase the safety of the host vehicle by predicting the behavior of the preceding vehicle by detecting a change in the movement of the preceding vehicle. For example, Patent Document 1 discloses that lateral movement is detected from temporal changes in the lateral position of a preceding vehicle using image information captured by a camera, and the preceding vehicle is approaching a white line drawn on the road surface. A technique for determining to change lanes is disclosed.

Japanese Patent No. 3747599

The movement of the vehicle when changing lanes is as follows. First, when the steering of the vehicle is turned and an angle is applied to the front wheel, a lateral force is generated on the front wheel side and the vehicle body starts to rotate, and the rotation of the vehicle body also causes an angle on the rear wheel to generate a lateral force. As a result, centripetal force acts on the vehicle body and the vehicle body starts to turn, and as a result, lateral movement begins. Here, if the lateral movement amount is ΔY, the speed is V, the yaw angle of the vehicle body is θ, and the side slip angle of the tire is ignored, the lateral movement amount ΔY is expressed by the following equation.

ΔY = V · ∫ (sin (θ)) dt

From this equation, it can be seen that there is a time delay from when the vehicle body rotates by turning the steering wheel to generate the yaw angle until the lateral movement amount ΔY increases.

In the above-described prior art, the driver of the preceding vehicle cannot turn the steering wheel with the intention of changing the lane, change the direction of the vehicle, and start the lateral movement. For this reason, when the distance between the host vehicle and the preceding vehicle is short, the preceding vehicle has already approached when the lane change determination is made, and there is a possibility that the notification to the driver of the host vehicle will not be in time.

In view of the above problems, an object of the present invention is to provide a travel trajectory prediction device that predicts the behavior of a preceding vehicle earlier and a vehicle equipped with the travel trajectory prediction device.

In order to achieve the above object, a travel locus prediction apparatus for a preceding vehicle according to an aspect of the present invention detects a direction of a vehicle body surface of a preceding vehicle using image information in front of the host vehicle captured by an imaging device. Using the information detection unit, the yaw rate calculation unit that calculates the yaw rate of the preceding vehicle from the change in the direction of the body surface of the preceding vehicle, the speed calculation unit that calculates the speed of the preceding vehicle, the yaw rate and the speed A preceding vehicle travel locus prediction unit that predicts a future travel locus of the preceding vehicle.

1 is a functional block diagram of a vehicle equipped with a traveling locus prediction device for a preceding vehicle according to a first embodiment of the present invention. It is a figure which shows typically the image shown by the image information ahead of the own vehicle, and an example of the vehicle body surface of the preceding vehicle recognized in the said image. It is a figure which shows an example of the future traveling locus of the preceding vehicle predicted in the traveling locus prediction device of FIG. It is a figure which shows another example of the future driving | running track of the preceding vehicle predicted in the driving track prediction apparatus of the preceding vehicle which concerns on 2nd Embodiment of this invention (S-shape which repeats the turn by the radius R alternately. Travel trajectory). It is a graph which shows an example of the steering angle change by steering operation at the time of lane change. It is a graph which shows an example of the yaw rate change at the time of a lane change and a wobble.

Hereinafter, embodiments of the present invention will be described with reference to the drawings. The following description shows specific examples of the contents of the present invention, and the present invention is not limited to these descriptions. Various modifications by those skilled in the art are within the scope of the technical idea disclosed in this specification. Changes and modifications are possible. In all the drawings for explaining the present invention, components having similar functions are denoted by the same reference numerals, and repeated description thereof may be omitted.

(First embodiment)
A vehicle equipped with a preceding vehicle travel locus prediction apparatus according to a first embodiment of the present invention will be described below with reference to FIGS.

FIG. 1 is a functional block diagram of a vehicle equipped with a traveling locus prediction device for a preceding vehicle according to an embodiment of the present invention. FIG. 2 is a diagram schematically showing an image shown in image information ahead of the host vehicle and an example of a vehicle body surface of a preceding vehicle recognized in the image. FIG. 3 is a diagram illustrating an example of a future travel locus of the preceding vehicle predicted by the travel locus prediction apparatus in FIG. 1, and illustrates an arcuate travel locus by turning at a radius R.

As shown in FIG. 1, a host vehicle 100 as a vehicle according to the present embodiment includes a stereo camera 11 as an imaging device, a vehicle speed sensor 12, a yaw rate sensor 13, a display device 14, and an interference avoidance control device 15. The travel locus prediction device 20 is mounted.

The stereo camera 11 is composed of two cameras. The stereo camera 11 is fixedly attached to the front side of the vehicle body (not shown), for example, the upper part of the windshield, with a space in the left-right direction so that an image in front of the host vehicle 100 can be taken. The stereo camera 11 transmits image information related to the captured image (parallax image) to the travel locus prediction apparatus 20 described later. Note that any device other than the stereo camera 11 may be used as long as it is an image pickup device that can pick up image information that can detect the direction and position of the vehicle body surface of the preceding vehicle.

The vehicle speed sensor 12 is attached to a transmission, each axle, and the like, detects the speed of the host vehicle 100 from its rotational speed, and transmits it to the travel locus prediction device 20. The yaw rate sensor 13 is installed near the center of gravity of the vehicle body, detects the rotational speed around the vertical axis passing through the center of gravity, and transmits it to the travel locus prediction device 20.

The display device 14 is, for example, a liquid crystal display device disposed in the instrument panel of the host vehicle 100, a navigation display device embedded in the center portion of the dashboard, or the like. As shown in FIG. 3, the display device 14 displays a future travel locus K1 of the host vehicle 100 and a future travel locus K2 of the preceding vehicle 200 predicted by a travel locus prediction apparatus 20 described later.

The interference avoidance control device 15 is connected to, for example, a brake device of the host vehicle 100, and a future travel track K1 of the host vehicle 100 and a future travel track K2 of the preceding vehicle are detected by a travel track prediction device 20 described later. When the interference is detected, the speed of the host vehicle 100 is controlled to drive the brake device and avoid the interference.

The traveling locus prediction apparatus 20 includes a preceding vehicle information detection unit 21, a yaw rate calculation unit 22, a speed calculation unit 23, a preceding vehicle traveling locus prediction unit 24, a host vehicle traveling locus prediction unit 25, and an interference determination unit 26. , An interrupt warning unit 27, a rotation determination unit 28, and an abnormal behavior warning unit 29.

The preceding vehicle information detection unit 21 detects the direction of the vehicle body surface of the preceding vehicle using image information ahead of the host vehicle imaged by the imaging device. For example, the preceding vehicle information detection unit 21 receives image information in front of the host vehicle 100 imaged by the stereo camera 11 and analyzes the image information to analyze the vehicle body surface of the preceding vehicle 200 that is a three-dimensional object and its direction. In addition, the position of the preceding vehicle 200 may be detected.

Specifically, the preceding vehicle information detection unit 21 first extracts a common feature point from these parallax images for the three-dimensional object shown in the left and right parallax images. This is a process of searching for common elements included in each of two parallax images. For example, one part of one image is cut out and compared with the other image, and a part with a high degree of matching of the feature amount is specified. To do. When extracting the feature points, an edge extraction process that highlights the outline or straight line portion of the object in the image may be performed in advance.

Next, the preceding vehicle information detection unit 21 uses the triangulation method to determine the feature points in the three-dimensional object based on the optical geometric relationship such as the positional relationship between the common feature points, the positional relationship between the two cameras, and the focal length. Calculate the position. The position of each feature point is a relative position from the reference position of the host vehicle 100 (for example, the center of the front surface of the vehicle body). In this specification, unless otherwise specified, “position” indicates this relative position. By grouping these feature point groups with neighboring point groups, the surface of the three-dimensional object to which these point groups belong is extracted. When the three-dimensional object is the preceding vehicle 200, the vehicle body rear surface 201 and the vehicle body side surface 202, which are the vehicle body surfaces of the preceding vehicle 200 shown in FIG. Note that when the preceding vehicle 200 rotates abnormally around the vertical axis (so-called spin) due to the abnormal behavior of the preceding vehicle 200, the front surface of the vehicle body may be detected, that is, the body surface of the preceding vehicle 200 facing the own vehicle 100 side. Is detected.

The preceding vehicle information detection unit 21 detects the direction of the vehicle body surface of the preceding vehicle 200. Specifically, as shown in FIG. 2, the positions of the feature points belonging to the vehicle body rear surface 201 and the vehicle body side surface 202 are calculated by the triangulation method described above. The direction of the vehicle body surface can be calculated from the difference between the positions of the two feature points included in the vehicle body side surface 202. From the viewpoint of accuracy, it is desirable to select two feature points used as far as possible as the two feature points used for calculating the direction of the vehicle body surface.

Further, the preceding vehicle information detection unit 21 detects the position of the preceding vehicle 200, for example, the center position of the front surface of the vehicle body, based on the positions of the vehicle body rear surface 201 and the vehicle body side surface 202. When only one of the vehicle body rear surface 201 and the vehicle body side surface 202 can be detected, a vehicle type (passenger car, truck, etc.) is estimated from the detected width of the vehicle body surface, and the other vehicle body surface is detected according to the estimated vehicle type. The position of the preceding vehicle 200 may be detected by estimating the width.

The yaw rate calculation unit 22 acquires the yaw angle of the preceding vehicle 200 from the direction of the vehicle body surface of the preceding vehicle 200 detected by the preceding vehicle information detection unit 21, and calculates the angular velocity, that is, the yaw rate, from the time change of the yaw angle.

2, the direction D2 of the vehicle body side surface 202 of the preceding vehicle 200 is also the direction D2 of the preceding vehicle 200, and indicates the yaw angle of the preceding vehicle 200. Further, the normal direction of the vehicle body rear surface 201 of the preceding vehicle 200 coincides with the direction D2 and indicates the yaw angle. Then, the preceding vehicle is obtained by dividing the angle changed from the direction D2 of the preceding vehicle 200 at the past time point to the direction D2 of the preceding vehicle 200 at the present time point by the time elapsed from the past time point to the current time point. 200 yaw rates can be calculated.

Since the stereo camera 11 is fixed to the host vehicle 100, the direction D1 of the host vehicle 100 is a straight line extending forward in the traveling direction. An angle α formed by the direction D1 of the host vehicle 100 and the direction D2 of the preceding vehicle 200 is a relative yaw angle of the preceding vehicle 200 with respect to the direction D1 of the host vehicle 100. The yaw rate of the preceding vehicle 200 may be calculated using this relative yaw angle.

The speed calculation unit 23 detects the speed of the preceding vehicle. For example, the speed calculation unit 23 calculates the relative speed of the preceding vehicle 200 with respect to the host vehicle 100 from the time change of the position of the preceding vehicle 200 detected by the preceding vehicle information detection unit 21. Furthermore, the ground speed of the preceding vehicle 200 (hereinafter simply referred to as “the speed of the preceding vehicle 200”) can be calculated by adding the speed of the host vehicle 100 obtained by the vehicle speed sensor 12 to the relative speed.

The preceding vehicle travel locus prediction unit 24 predicts the future travel locus of the preceding vehicle using the yaw rate and speed. For example, the preceding vehicle travel locus prediction unit 24 is detected by the yaw rate of the preceding vehicle 200 calculated by the yaw rate calculation unit 22, the speed of the preceding vehicle 200 calculated by the speed calculation unit 23, and the preceding vehicle information detection unit 21. Based on the position of the preceding vehicle 200, the future travel locus K2 of the preceding vehicle 200 is predicted.

Generally, it is considered that the traveling locus when the vehicle turns is to perform a circular motion at an angular velocity equivalent to the yaw rate if the side slip angle of the tire is ignored. That is, if the vehicle speed is V, the turning radius is R, and the yaw rate is γ, the vehicle turns with a turning radius R expressed by the following equation (1).

R = V / γ (1)

Especially when the lane is changed, it is considered that the side slip angle of the tire can be ignored because of the turning motion with a relatively small lateral acceleration.

Therefore, the preceding vehicle traveling locus prediction unit 24 predicts the traveling locus on the assumption that the preceding vehicle 200 turns with the turning radius R from the current position. Specifically, the preceding vehicle travel locus prediction unit 24 applies the speed and yaw rate of the preceding vehicle 200 to the above equation (1), and sets the arc having the radius R starting from the current position of the preceding vehicle 200 in the future. Is calculated as a travel locus K2. FIG. 3 shows an example of a future travel locus K2 of the preceding vehicle 200. Alternatively, the travel locus K2w having the same width as the vehicle body rear surface 201 of the preceding vehicle 200 may be calculated using the travel locus K2 as a center line.

The own vehicle traveling locus prediction unit 25 predicts the future traveling locus of the own vehicle. For example, the host vehicle travel locus prediction unit 25 receives the speed and yaw rate of the host vehicle 100 detected by the vehicle speed sensor 12 and the yaw rate sensor 13, and determines the future travel locus K1 of the host vehicle 100 based on the speed and yaw rate. Predict. Similar to the preceding vehicle travel locus prediction unit 24, the own vehicle travel locus prediction unit 25 applies the speed and yaw rate of the own vehicle 100 to the above equation (1), and uses the current position of the own vehicle 100 as a starting point. The arc that becomes R is calculated as the future travel locus K1. FIG. 3 shows an example of a future travel locus K1 of the host vehicle 100. A travel locus K1 shown in FIG. 3 indicates a case where the yaw rate is 0, that is, the host vehicle is traveling straight. When the steering of the host vehicle 100 is turned along the road, such as when the road is curved, the yaw rate of the host vehicle 100 is not 0, so the travel locus K1 of the host vehicle 100 is along the road. A circular arc will be drawn. Further, since the vehicle width of the own vehicle 100 can be known in advance, the travel locus K1w having the vehicle width of the own vehicle 100 with the travel locus K1 as the center line may be calculated.

The interference determination unit 26 determines interference between the future travel locus of the host vehicle and the future travel locus of the preceding vehicle. For example, the interference determination unit 26 includes a future travel locus K1 of the host vehicle 100 predicted by the host vehicle travel track prediction unit 25, a future travel locus K2 of the preceding vehicle 200 predicted by the preceding vehicle travel track prediction unit 24, and Determine the interference. In the present embodiment, the interference determination unit 26 may determine that when the future travel locus K1 of the host vehicle 100 and the future travel locus K2 of the preceding vehicle 200 intersect, they interfere. In addition, when the travel tracks K1w and K2w taking into consideration the width of the vehicle are used, it can be determined that the vehicle has interfered not only when it intersects but also when it overlaps. It is also possible to determine the risk of

Further, the interference determination unit 26 calculates the time until each vehicle reaches the intersection or overlap point from the distance to the intersection or overlap point of the travel trajectories K1 and K2 and the speed of the host vehicle 100 and the preceding vehicle 200, The interference may be determined in consideration of this time.

For example, when the host vehicle 100 and the preceding vehicle 200 are traveling at the same speed, when the preceding vehicle 200 slightly turns the steering wheel and gradually approaches the host vehicle 100, the intersection of the traveling tracks K1 and K2 Since the vehicle is far away, the time until the collision or contact between the vehicles occurs becomes longer. Therefore, the driver of each vehicle may take an avoidance action before reaching a contact or the like. Alternatively, when the speed difference between the host vehicle 100 and the preceding vehicle 200 is large, the time taken to reach the intersection of the travel tracks K1 and K2 differs greatly between the preceding vehicle 200 and the host vehicle 100, and either one of the intersections first intersects. It is also assumed that no vehicles collide or contact with each other. Considering the time until interference in this way, it becomes possible to determine interference based on the degree of urgency and timing.

The interrupt warning unit 27 determines that the preceding vehicle 200 is in the vehicle 100 when the interference determining unit 26 determines that the future traveling track K1 of the host vehicle 100 interferes with the future traveling track K2 of the preceding vehicle 200. An alarm is given to interrupt you. Here, “alarm” includes not only informing the driver by an alarm sound or voice, but also, for example, that the interrupt alarm unit 27 transmits an alarm signal for issuing an alarm in another device. The display device 14 may receive this warning signal and display a message, a graphic (icon) or the like to notify the driver of an interruption of the preceding vehicle 200 (warning).

The rotation determination unit 28 determines the rotation of the preceding vehicle 200 around the vertical axis using the yaw rate. For example, the rotation determination unit 28 determines an abnormal rotation (spin) of the vehicle body of the preceding vehicle 200 based on the yaw rate of the preceding vehicle 200 calculated by the yaw rate calculation unit 22. The rotation determination unit 28 calculates a change in the yaw angle of the preceding vehicle 200 by integrating the yaw rate of the preceding vehicle 200, and the calculated change in the yaw angle is equal to or greater than the rotation determination angle (for example, 90 degrees (the vehicle body is sideways)). When the vehicle rotates excessively, it may be determined that the preceding vehicle 200 is rotating abnormally.

When the rotation determination unit 28 determines that the preceding vehicle 200 is rotating abnormally, the abnormal behavior warning unit 29 issues a warning that the preceding vehicle 200 is performing an abnormal behavior. Here, “alarm” includes notifying the driver by an alarm sound, voice, or the like, but also includes, for example, the abnormal behavior alarm unit 29 transmitting an alarm signal for issuing an alarm in another device. The display device 14 may receive the warning signal, display a message, a graphic (icon), and the like to notify the driver of the abnormal behavior of the preceding vehicle 200 (warn).

Next, an example of the operation of the host vehicle 100 described above will be described.

The host vehicle 100 analyzes the parallax image captured by the stereo camera 11 to obtain the yaw rate, speed, and position of the preceding vehicle 200, and predicts the future travel locus K2 of the preceding vehicle 200 based on the yaw rate, speed, and position. To do. In parallel with this, the host vehicle 100 predicts a future travel locus K1 of the host vehicle 100 based on the speed and yaw rate of the host vehicle 100 detected by the vehicle speed sensor 12 and the yaw rate sensor 13. Then, the host vehicle 100 displays an image including the predicted future travel locus K1 of the own vehicle 100 and the future travel locus K2 of the preceding vehicle 200 as shown in FIG.

Further, the host vehicle 100 determines interference between the future travel locus K1 of the own vehicle 100 and the future travel locus K2 of the preceding vehicle 200. When the own vehicle 100 determines that the travel loci K1 and K2 interfere with each other, the own vehicle 100 issues a warning that the preceding vehicle 200 interrupts in front of the own vehicle 100, and the interference avoidance control device 15 avoids the interference. Thus, the speed of the host vehicle 100 is controlled.

Furthermore, the host vehicle 100 determines the abnormal rotation (spin) of the preceding vehicle 200 based on the yaw rate of the preceding vehicle 200. Then, when it is determined that the preceding vehicle 200 is rotating abnormally, the host vehicle 100 issues an alarm to the effect that the preceding vehicle 200 behaves abnormally.

As described above, according to the host vehicle 100 of the present embodiment, the future travel locus K2 of the preceding vehicle 200 can be predicted using the yaw rate, position, and speed of the preceding vehicle 200. Thus, by using the change in yaw angle that occurs when the preceding vehicle 200 changes its direction, that is, the yaw rate, the future travel locus K2 of the preceding vehicle 200 can be obtained before the preceding vehicle 200 starts lateral movement. Can be predicted. Therefore, the behavior of the preceding vehicle 200 can be predicted earlier.

In addition, the host vehicle 100 calculates the yaw angle that is the direction of the vehicle body surface of the preceding vehicle 200 and the yaw rate that changes with time using the image information captured by the stereo camera 11, and uses this yaw rate to calculate the travel locus K2. Can be predicted. Since it did in this way, the behavior change of the preceding vehicle 200 can be recognized early irrespective of the presence or absence of the white line of a road.

Further, the host vehicle 100 can also predict the future travel locus K1 of the host vehicle 100, and determine the interference between the travel locus K1 and the future travel locus K2 of the preceding vehicle 200. Since it did in this way, the danger of the collision and the contact of the own vehicle 100 and the preceding vehicle 200 can be recognized in advance by determining the interference of the traveling tracks K1 and K2.

Further, the host vehicle 100 may warn of an interruption of the preceding vehicle 200 when it is determined that the future traveling locus K1 of the own vehicle 100 and the future traveling locus K2 of the preceding vehicle 200 interfere with each other. Thus, even when the driver overlooks the sign of the lane change of the preceding vehicle 200, the driver can be accurately informed that the preceding vehicle 200 is interrupted in front of the host vehicle 100. .

Further, the host vehicle 100 may display the future travel locus K1 of the host vehicle 100 and the future travel locus K2 of the preceding vehicle 200 on the display device 14. Since it did in this way, the behavior of the preceding vehicle 200 can be known in advance by displaying at least the future traveling locus of the preceding vehicle 200.

Further, when it is determined that the future travel locus K1 of the own vehicle 100 and the future travel locus K2 of the preceding vehicle 200 interfere with each other, the own vehicle 100 controls the own vehicle 100 to avoid the interference. Good. Since it did in this way, the danger of the collision and contact with the own vehicle 100 and the preceding vehicle 200 can be reduced effectively.

Further, the host vehicle 100 determines abnormal rotation around the vertical axis of the preceding vehicle 200 using the yaw rate, and when it is determined that the preceding vehicle 200 rotates abnormally around the vertical axis, the abnormality of the preceding vehicle 200 is determined. The behavior may be alarmed. For this reason, for example, when a preceding vehicle spins on a snowy road or a wet road, the preceding vehicle 200 may continue to travel in the previous direction while rotating the vehicle body. It is possible to warn about abnormal behaviors that do not involve lateral movement.

(Second Embodiment)
In the first embodiment described above, as the future travel locus K1 of the preceding vehicle 200, an arc having a radius R starting from the current position of the preceding vehicle 200 is calculated as the future travel locus. As shown in FIG. 4, the travel locus prediction apparatus 20 of the second embodiment has a configuration for calculating an S-shaped travel locus in which two arcs having a radius R are connected.

FIG. 4 is a diagram showing an example of a future travel locus of the preceding vehicle predicted by the preceding vehicle travel locus prediction apparatus according to the first embodiment of the present invention (an S-shape that repeats turns at a radius R alternately. Traveling trajectory).

For example, except when turning right or left to enter another road branched from one road, vehicles traveling on the road continue to maintain a turn that crosses the other vehicles beyond the curvature of the road That usually cannot happen. Therefore, when the preceding vehicle 200 starts turning that deviates from the lane, it is expected that the lane change to the adjacent lane is performed.

When changing lanes, the driver of the vehicle turns the steering to the lane to be changed, and then turns the steering back in the opposite direction. In such an operation, the steering is usually turned in the reverse direction at an angle and speed approximately the same as the steering angle that was initially turned off. At this time, if there is no tire slip, the steering angle and the turning radius are proportional to each other. Therefore, the traveling locus by changing the lane as described above is the S-shaped traveling that connects two arcs with the same radius R and opposite directions. It will be a trajectory. From this, in the preceding vehicle travel locus predicting unit 24 in the present embodiment, assuming that the preceding vehicle 200 finally travels along the lane of the change destination, the S-shaped shape connecting two arcs. A travel locus J is generated.

In the present embodiment, the preceding vehicle travel locus prediction unit 24 has an S-shape that connects an arc-shaped first half travel locus and a second half travel locus obtained by rotating the first half travel locus by 180 degrees as a future travel locus of the preceding vehicle. Predict travel trajectory. For example, the preceding vehicle travel locus prediction unit 24 first calculates the first half travel locus Ja, which is the first half of the future travel locus J of the preceding vehicle 200. This first-half traveling locus Ja applies the speed and yaw rate of the preceding vehicle 200 to the above equation (1) and starts from the current position of the preceding vehicle 200, and is between the position of the preceding vehicle 200 and the position of the host vehicle 100. This is an arc having a radius R with the intermediate line L in the road width direction as the end point. Note that the end point of the first-half travel locus Ja may be the center line of the lane in which the host vehicle 100 is traveling.

Then, the preceding vehicle travel locus prediction unit 24 uses the arc obtained by rotating the first half travel locus Ja by 180 degrees as the second half travel locus Jb, and connects the first half travel locus Ja to the second half travel locus Jb, thereby obtaining the S-shaped travel locus J. calculate.

The preceding vehicle traveling locus prediction unit 24 of the present embodiment can predict a more realistic traveling locus by reproducing such an S-shaped traveling locus J. In the configuration for predicting the traveling locus K2 by one arc described in the first embodiment, even if the traveling locus K2 of the preceding vehicle 200 intersects with the traveling locus K1 of the host vehicle 100, the vehicle continues to turn away thereafter. It becomes a trajectory. Therefore, in the first embodiment, the travel tracks K1 and K2 intersect at one point. However, according to the present embodiment, the first half travel track in which the preceding vehicle 200 turns by generating an S-shaped track. Since it is possible to generate the second-half travel locus Jb that remains in the travel lane of the host vehicle 100 after generating Ja, the travel locus K1 and the travel locus J overlap with each other, and interference determination that is more realistic can be performed.

Therefore, according to the present embodiment, as the future traveling locus J of the preceding vehicle 200, the S-shaped connecting the arcuate first-half traveling locus Ja and the second-half traveling locus Jb obtained by rotating the first-half traveling locus Ja by 180 degrees. Since the traveling locus J is predicted, the behavior of the preceding vehicle 200 can be predicted at an early stage more realistically.

(Third embodiment)
The travel locus prediction device 20 of the third embodiment of the present invention has a configuration that suppresses erroneous recognition of the wobbling of the preceding vehicle 200 as a lane change.

FIG. 5 is a graph showing an example of a change in the steering angle caused by the steering operation when the lane is changed. FIG. 6 is a graph showing an example of yaw rate change at the time of lane change and wobbling.

As explained in the previous embodiment, when the driver wants to change the lane and travels on the S-shaped traveling locus, the steering is turned to the side where the lane change is desired as shown in FIG. The operation turns the steering wheel back. That is, when the lane change is performed, it is necessary to continue to operate the steering to the side where the lane change is desired over a predetermined period during the lane change operation. Therefore, even with respect to the yaw rate that is substantially proportional to the steering angle (steering angle), as shown by the broken line Y in FIG. 6, the yaw rate is generated in one direction and maintained for a predetermined period, and then the yaw rate in the reverse direction is It will be maintained for a predetermined period.

On the other hand, when a so-called wobbling of the vehicle occurs, for example, when the steering path is misaligned, such as when steering operation is mistaken or when small road objects, traps, road surface holes, etc. are avoided, the solid line Yf in FIG. As shown, even if the rise of the yaw rate rises in the same manner, the subsequent yaw rate is not stably maintained in one direction, and a reverse yaw rate is immediately generated to try to stay in the lane. Depending on the degree of wobbling of the vehicle, such yaw rate fluctuation may be repeated a plurality of times.

Here, with regard to the yaw rate, if attention is paid to the sign of the value (that is, a positive value or a negative value), in the case of vehicle wobble, the sign on the side generated at the rise of the yaw rate is not maintained over a predetermined period. A reverse code is detected in a short time. Therefore, in the interference determination unit 26 of the present embodiment, the yaw rate continues to be a positive value or a negative value for a predetermined period or longer, that is, the yaw rate detected in the preceding vehicle 200 has a predetermined interference determination period (for example, 0 .5 seconds) and may be used as a criterion for interference.

Therefore, according to the present embodiment, when the yaw rate continues a positive value or a negative value for the interference determination period or longer, the interference between the future travel locus K1 of the host vehicle 100 and the future travel locus K2 of the preceding vehicle 200 is reduced. Since it determines, it can suppress that the wobbling of a vehicle misdetermines that it is a lane change.

Alternatively, since the direction of the future traveling locus K2 of the preceding vehicle 200 and the sign of the yaw rate correspond one-to-one, the interference determination unit 26 causes the yaw rate calculated by the yaw rate calculation unit 22 to approach the host vehicle 100 side. When this code is maintained over a predetermined interference determination period (for example, 1 second), the future travel locus K1 of the host vehicle 100 and the future travel locus K2 of the preceding vehicle 200 interfere with each other. You may make it determine.

According to the above-described embodiment of the present invention, it is possible to determine the interference between the traveling locus of the own vehicle and the traveling locus of the preceding vehicle based on the yaw rate, so that the collision and contact between the own vehicle 100 and the preceding vehicle 200 can be performed with a simpler configuration. Risk can be recognized in advance.

The embodiment of the present invention has been described in detail with reference to the drawings, but the specific configuration is not limited to this embodiment, and there are design changes and the like without departing from the gist of the present invention. They are also included in the present invention.

DESCRIPTION OF SYMBOLS 11 ... Stereo camera (imaging device), 12 ... Vehicle speed sensor, 13 ... Yaw rate sensor, 14 ... Display device, 15 ... Interference avoidance control device, 20 ... Running track prediction device, 21 ... Preceding vehicle information detection part, 22 ... Yaw rate calculation , 23... Speed calculation unit, 24... Preceding vehicle travel trajectory prediction unit, 25... Own vehicle travel trajectory prediction unit, 26... Interference determination unit, 27. Part, 100 ... own vehicle, 200 ... preceding vehicle, 201 ... rear surface of vehicle body, 202 ... side surface of vehicle body

Claims

A preceding vehicle information detection unit that detects the direction of the body surface of the preceding vehicle using image information in front of the host vehicle imaged by the imaging device;
A yaw rate calculator that calculates the yaw rate of the preceding vehicle from a change in the direction of the vehicle body surface of the preceding vehicle;
A speed calculation unit for calculating the speed of the preceding vehicle;
A preceding vehicle traveling locus prediction unit that predicts a future traveling locus of the preceding vehicle using the yaw rate and the speed;
The preceding vehicle travel trajectory prediction unit predicts an S-shaped travel trajectory obtained by connecting an arc-shaped first half travel trajectory and a second half travel trajectory obtained by rotating the first half travel trajectory by 180 degrees as a future travel trajectory of the preceding vehicle. The traveling locus prediction apparatus for a preceding vehicle according to claim 1, wherein:
A rotation determination unit that determines abnormal rotation around the vertical axis of the preceding vehicle using the yaw rate;
An abnormal behavior warning unit that warns the abnormal behavior of the preceding vehicle when the rotation determining unit determines that the preceding vehicle is rotating abnormally around a vertical axis;
The travel locus prediction apparatus for a preceding vehicle according to claim 1, further comprising:
A host vehicle traveling locus prediction unit for predicting a future traveling locus of the host vehicle;
An interference determination unit that determines interference between a future travel locus of the host vehicle and a future travel locus of the preceding vehicle;
The traveling locus prediction apparatus for a preceding vehicle according to any one of claims 1 to 3, further comprising:
The interference determination unit determines interference between a future travel locus of the host vehicle and a future travel locus of the preceding vehicle when the yaw rate continues a positive value or a negative value for an interference determination period or longer. The travel locus prediction apparatus for a preceding vehicle according to claim 4, wherein
When it is determined by the interference determination unit that the future traveling locus of the host vehicle and the future traveling locus of the preceding vehicle interfere with each other, an interrupt warning unit that warns the interruption of the preceding vehicle;
The travel locus prediction apparatus for a preceding vehicle according to claim 4, further comprising:
An imaging device installed in front of the host vehicle;
A travel locus prediction device for a preceding vehicle according to any one of claims 1 to 6,
A display device for displaying at least a future travel locus of the preceding vehicle;
The vehicle characterized by having.
An imaging device installed in front of the host vehicle;
A travel locus prediction device for a preceding vehicle according to any one of claims 4 to 6,
An interference avoidance control device that controls the host vehicle to avoid interference when the interference determination unit determines that the future driving track of the host vehicle interferes with the future driving track of the preceding vehicle; The vehicle characterized by having.