WO2020008796A1

WO2020008796A1 - Impact determination device

Info

Publication number: WO2020008796A1
Application number: PCT/JP2019/022513
Authority: WO
Inventors: 昇悟松永
Original assignee: 株式会社デンソー
Priority date: 2018-07-02
Filing date: 2019-06-06
Publication date: 2020-01-09
Also published as: JP6988717B2; JP2020006707A

Abstract

An impact determination device (20) determines a collision of an object with an own vehicle on the basis of an estimated route of the own vehicle and an estimated route of the object. This impact determination device comprises: an estimated route calculation unit (41) that estimates the curve radius of a route on which the own vehicle will travel in the future, and calculates an estimated route of the own vehicle on the basis of the estimated curve radius; a left/right turning determination unit (42) that determines whether the own vehicle will initiate left/right turning; a completion location detection unit (43) that, if the left/right turning determination unit has determined that the vehicle will initiate left/right turning, detects, as a turning completion location, the location on the calculated estimated route of the own vehicle where the turning of the vehicle will be completed in the future; and a straight line correction unit (44) that corrects a section of the calculated estimated route of the own vehicle to be a straight line path, said section being after the detected turning completion location.

Description

Collision judgment device

Cross-reference of related applications

This application is based on Japanese Patent Application No. 2018-126343 filed on Jul. 2, 2018, the contents of which are incorporated herein by reference.

(4) The present invention relates to a collision determination device that determines whether an object has collided with the own vehicle based on the estimated path of the own vehicle and the estimated path of the object.

There is known a collision determination device that determines whether an object collides with a host vehicle based on an estimated route of the host vehicle and an estimated route of an object around the host vehicle. The collision determination device disclosed in Patent Literature 1 estimates a curve radius of a route on which the vehicle travels in the future, and calculates an estimated route of the vehicle based on the estimated curve radius.

JP 2008-13535 A

場合 When calculating the estimated route of the own vehicle based on the estimated curve radius, the calculated estimated route is a route assuming a steady circular turning of the own vehicle. Therefore, when the actual traveling route of the own vehicle cannot be approximated only by a route assuming a steady circular turn, the estimated route may largely deviate from the traveling route of the own vehicle. In this case, there is a concern that the result of the collision determination of the object with the own vehicle does not match the actual traveling route of the own vehicle. It is also conceivable to change the estimated route based on a change in the amount of steering during traveling of the own vehicle. However, in this case, it may take time until a change in the steering amount is detected, and there is a concern that it may take time until the result of the collision determination matches the actual traveling route of the own vehicle. .

The present disclosure has been made in view of the above problems, and has as its object to provide a collision determination device that can appropriately determine whether an object has collided with the own vehicle.

The present disclosure relates to a collision determination device that determines a collision of an object with respect to a host vehicle based on the estimated path of the host vehicle and the estimated path of the object. The collision determination device estimates a curve radius of a route on which the vehicle travels in the future, and an estimated route calculation unit that calculates the estimated route of the vehicle based on the estimated curve radius, and the vehicle starts turning right and left. A right / left turn determination unit that determines whether or not the own vehicle starts right / left turn by the right / left turn determination unit. An end point detection unit that detects an end point as a turning end point, and a straight line correction unit that corrects a section after the detected turning end point on the calculated estimated route of the vehicle to a straight road. Prepare.

では In a situation where the vehicle is expected to make a right or left turn while the vehicle is traveling, it is conceivable that the vehicle will travel straight after turning left or right from the current vehicle position. Therefore, in a section after the turning point of the own vehicle on the running path of the own vehicle, a deviation between the estimated path of the own vehicle calculated based on the curve radius and the actual running path may increase. There is concern. Therefore, in the above configuration, when it is determined that the own vehicle starts turning right and left, a point where the own vehicle turns in the future in the estimated route of the own vehicle is detected as a turning end point. Then, the section after the turning end point on the estimated route of the own vehicle is corrected to a straight road. In this case, when the own vehicle starts turning right or left, a section where the deviation from the actual traveling route of the own vehicle in the estimated route is increased is corrected, so that the collision determination of the object with the own vehicle is appropriately performed. can do.

In order to solve the above problem, the present disclosure is a collision determination device that determines a collision of the object with the own vehicle based on the estimated route of the own vehicle and the estimated route of the object, and the own vehicle travels in the future. An estimated route calculation unit that estimates a curve radius of a route and calculates the estimated route of the vehicle based on the estimated curve radius; and a shape acquisition unit that obtains shape information indicating the shape of the own lane on which the vehicle travels. And a divergence point detection unit that detects a divergence point at which a divergence starts to occur between the shape of the own lane based on the obtained shape information in the calculated estimated route of the own vehicle; A road shape correction unit that corrects a section after the detected divergence point to the shape of the own lane based on the shape information in the estimated route.

(4) When the vehicle travels on a road that cannot be approximated by a route that assumes a steady circular turn, there is a concern that the degree of deviation from the estimated route of the vehicle on this road may increase. Therefore, in the above configuration, a divergence point where a divergence from the shape of the own lane based on the shape information starts to be detected in the estimated route of the own vehicle. Then, in the estimated route of the own vehicle, the section after the departure point is corrected to the shape of the own lane based on the shape information. Therefore, even when the own vehicle is traveling on a traveling route that cannot be approximated by a route assuming a steady circular turn, the deviation of the estimated route of the own vehicle from the actual traveling route of the own vehicle can be suppressed. Collision determination can be properly performed.

The above and other objects, features, and advantages of the present disclosure will become more apparent from the following detailed description with reference to the accompanying drawings. The drawing is
FIG. 1 is a configuration diagram of a vehicle control system, FIG. 2 is a view for explaining the own vehicle presence area on the XY plane, FIG. 3 is a diagram illustrating an object existence area on an XY plane. FIG. 4 is a diagram illustrating a vehicle solid and an object solid, FIG. 5 is a diagram illustrating a traveling route of the own vehicle and an estimated vehicle route passing through the intersection, FIG. 6 is a diagram for explaining the correction of the estimated vehicle route. FIG. 7 is a flowchart illustrating the procedure of collision determination. FIG. 8 is a flowchart illustrating a procedure of a collision determination according to the second embodiment. FIG. 9 is a diagram showing a traveling route and an estimated vehicle route when the own vehicle travels on an S-shaped curved road, FIG. 10 is a flowchart illustrating a procedure of a collision determination according to the third embodiment.

(1st Embodiment)
Hereinafter, an embodiment of a vehicle control system applied to a vehicle will be described with reference to the drawings. The vehicle control system 100 shown in FIG. 1 includes a radar sensor 11, an image sensor 12, a collision determination ECU 20, and a collision suppression device 30. In the present embodiment, the collision determination ECU 20 corresponds to a collision determination device.

The radar sensor 11 transmits a millimeter wave, and detects a position of an object around the own vehicle and a relative speed of the object with respect to the own vehicle based on a reflected wave generated by reflecting the transmitted millimeter wave on the object. The wave transmitting unit and the wave receiving unit of the radar sensor 11 are attached to, for example, a front part and a rear part of the own vehicle, respectively, emit a millimeter wave around the own vehicle, and receive a reflected wave thereof.

(4) The image sensor 12 recognizes an object located in front of the own vehicle based on a captured image of the front of the own vehicle and detects the position of the recognized object. The image sensor 12 is mounted in the vehicle cabin, for example, with the imaging direction facing the front of the vehicle through the windshield.

The yaw rate sensor 13, the steering angle sensor 14, the wheel speed sensor 15, and the collision suppression device 30 are connected to the collision determination ECU 20. The yaw rate sensor 13 is provided, for example, at the center position of the own vehicle, and outputs a yaw rate signal corresponding to the change speed of the steering amount of the own vehicle to the collision determination ECU 20. The steering angle sensor 14 is attached to, for example, a steering rod of the vehicle, and outputs a steering angle signal corresponding to a change in the steering angle of the steering wheel accompanying the driver's operation to the collision determination ECU 20. The wheel speed sensor 15 is attached to, for example, a wheel portion of the vehicle, and outputs a wheel speed signal corresponding to the wheel speed of the vehicle to the collision determination ECU 20.

The navigation device 16 that stores map information is connected to the collision determination ECU 20. In the map information stored in the navigation device 16, roads on which the own vehicle can travel are stored as image data. In the map information, the position and shape of the lane marking on the road, the position of the traffic light, the position and shape of the road marking, and the position and type of the road sign are stored as auxiliary information. The navigation device 16 can refer to the map information around the own vehicle in the map information, for example, by comparing the current position of the own vehicle based on the GPS information with the position on the map information.

The collision suppression device 30 is a device that suppresses a collision of an object with the own vehicle, and includes a brake ECU 31 and a seat belt actuator 32 in the present embodiment. The brake ECU 31 controls the braking force of the brake actuator based on the deceleration signal output from the collision determination ECU 20. The deceleration amount of the host vehicle is adjusted by controlling the braking force of the brake actuator. The seat belt actuator 32 activates the seat belt winding device based on the start signal output from the collision determination ECU 20, and winds and tightens the seat belt.

The collision determination ECU 20 determines whether an object located around the own vehicle has a collision with the own vehicle. The collision determination ECU 20 is configured by a computer including a CPU, a ROM, a RAM, and an input / output interface. When it is determined that the object collides with the own vehicle, the collision determination ECU 20 operates the collision suppression device 30 to perform the collision suppression control on the own vehicle. For example, the collision determination ECU 20 performs the collision suppression control by generating and outputting a deceleration signal output to the brake ECU 31 and a start signal output to the seat belt actuator 32.

Next, each function of the collision determination ECU 20 according to the collision determination of the present embodiment will be described.

The collision determination ECU 20 estimates the curve radius R of the route on which the vehicle will travel in the future, and calculates the estimated vehicle route PA1 indicating the estimated route of the vehicle based on the estimated curve radius R. Then, based on the calculated estimated vehicle route PA1, a three-dimensional vehicle that is a three-dimensional body that indicates the transition of the area in which the vehicle is present is calculated in a virtually formed three-dimensional coordinate system. In addition, the collision determination ECU 20 calculates the moving path of the object in the three-dimensional coordinate system. Then, based on the presence / absence of intersection between the three-dimensional vehicle and the movement path of the object, the presence / absence of collision between the own vehicle and the object is determined, thereby including the positional relationship of the object with respect to the own vehicle and the movement state of the object It is possible to make collision determinations corresponding to various scenes.

The own vehicle route estimation unit 21 calculates the own vehicle estimated route PA1 based on the curve radius R. Details of the vehicle route estimating unit 21 according to the present embodiment will be described later.

The own-vehicle region calculation unit 22 determines a predetermined distance on the own-vehicle estimated route PA1 on the XY plane of the two-dimensional coordinate system defined by the current distance Y in the own vehicle traveling direction and the distance X in the vehicle width direction. An own vehicle existence area EA1 indicating an area where the own vehicle exists for each time is calculated. In the present embodiment, the own vehicle area calculation unit 22 calculates the own vehicle existing area EA1 at each position on the own vehicle estimated route PA1 during the period from the current T0 to the estimation end time TN.

FIG. 2A shows the current vehicle existing area EA1 at the time T0. In the present embodiment, the own vehicle presence area EA1 is defined as a rectangular area including the entire outer periphery of the own vehicle when the own vehicle is viewed from above. The host vehicle area calculation unit 22 determines a rectangular area that forms the host vehicle existence area EA1 based on vehicle specifications indicating the size of the host vehicle. For example, the current vehicle existence area EA1 at T0 is defined such that the intersection (0, 0) between the X axis and the Y axis is the reference position P0 of the own vehicle. Further, the reference position P0 of the own vehicle is set to be the center in the vehicle width direction in front of the own vehicle.

FIG. 2 (b) shows the future vehicle existence area EA1 by T1 from the present. In FIG. 2B, for ease of explanation, a broken line indicates the own vehicle existing area EA1 at the current time T0 and the own vehicle existing area EA1 in the future (T2> T1) by T2 from the present time. I have.

The own vehicle existence region EA1 in the future by T1 from the present indicates the existence region of the own vehicle after the elapsed time T1 from the current own vehicle position when the own vehicle moves along the own vehicle estimated route PA1. . For example, the own vehicle area calculation unit 22 determines the reference position of the own vehicle at the current time T0 on the own vehicle estimated route PA1 based on the own vehicle estimated route PA1 calculated at the current own vehicle position and the own vehicle speed. A future passage position is calculated from P0 by a predetermined elapsed time Tn (n is a value of 0 or more and N or less). Then, a rectangular area having each passing position as the reference position Pn is calculated as the future vehicle existing area EA1 by Tn from the present time. In the present embodiment, the direction of the own vehicle existence area EA1 at each elapsed time Tn is determined as the direction of the tangent to the own vehicle estimated route PA1 at each reference position Pn.

The own-vehicle information calculation unit 23 calculates a plurality of own-vehicle existing areas EA1 in a three-dimensional coordinate system defined by a distance Y in the own-vehicle traveling direction, a distance X in the vehicle width direction, and an elapsed time T from the present. By complementing, the own vehicle three-dimensional body D1 indicating the transition of the own vehicle existing area EA1 is calculated. In the three-dimensional coordinate system shown in FIG. 4, a point (0, 0, 0) indicates the current reference position P0 of the own vehicle. The three-dimensional own vehicle D1 shows the movement transition of the own vehicle existing area EA1 with the elapsed time T in the three-dimensional coordinate system. In FIG. 4, the vehicle three-dimensional body D1 is calculated in the predicted time width from the current T0 to the estimated end time TN.

In the present embodiment, the host vehicle information calculation unit 23 converts the calculated host vehicle existence areas EA1 into information of a three-dimensional coordinate system. Then, in the three-dimensional coordinate system, the vehicle three-dimensional space D1 is calculated by linearly complementing four corners between the vehicle existence regions EA1 adjacent to each other in the direction in which the T axis that determines the elapsed time extends.

The object path estimating unit 24 calculates an object estimated path PA2 indicating the estimated path of the object based on the position of the object detected by each of the

sensors

11 and 12 and the relative speed of the object with respect to the own vehicle. For example, the object path estimating unit 24 calculates the movement trajectory of the object based on the change in the object position, and sets the movement trajectory as the object estimation path PA2.

The object area calculation unit 25 calculates an object existence area EA2 indicating an area where an object exists at predetermined time intervals on the object estimation path PA2 on the XY plane. The object existence area EA2 indicates the existence area of the object every predetermined time when the object moves along the object estimation path PA2. FIG. 3A shows the object existing area EA2 at the current time T0. The object existence area EA2 on the XY plane at the current T0 indicates the existence area of the object detected by each of the

sensors

11 and 12 at the current vehicle position. The object area calculation unit 25 sets the object existence area EA2 as a rectangular area including the entire periphery of the object when the object is viewed from above. For example, a rectangular area forming the object existence area EA2 is set based on the size of the object calculated by each of the

sensors

11 and 12.

FIG. 3B shows the future object existence area EA2 by T1 from the present. For example, based on the object estimation route PA2 and the relative speed of the object with respect to the own vehicle, the object region calculation unit 25 determines a predetermined elapsed time Tn from the current reference position B0 of the object on the object estimation route PA2. The passage position after the lapse of the time elapses is calculated. Then, a rectangular area having each passing position as the reference position Bn is calculated as the future object existing area EA2 by the elapsed time Tn from the present.

The object information calculation unit 26 calculates an object solid D2, which is a solid indicating the transition of the object existence area EA2, by complementing the plurality of object existence areas EA2 in the three-dimensional coordinate system. The object solid D2 shown in FIG. 4 shows the movement transition of the object existence area EA2 with the elapsed time T in the three-dimensional coordinate system. In the present embodiment, the object information calculation unit 26 calculates the object solid D2 by linearly complementing the four corners between the adjacent object existence areas EA2 in the direction in which the T axis that determines the elapsed time extends.

The determination unit 27 determines whether or not an object has collided with the own vehicle based on whether or not the own vehicle D3 and the object D2 intersect. In the present embodiment, the determination unit 27 calculates the first determination area indicating the area in which the vehicle is present at the predetermined elapsed time T using the three-dimensional vehicle D1. In addition, a second determination area indicating an existing area of the object at the same elapsed time T as the first determination area is calculated using the object solid D2. Then, when there is an overlapping area between the first and second determination areas at the calculated same elapsed time T, it is determined that the own vehicle solid body D1 and the object solid body D2 intersect.

FIG. 5 shows the estimated vehicle route PA1 and the actual travel route PR of the vehicle when the vehicle travels at the intersection. When the collision determination ECU 20 calculates the own vehicle estimated route PA1 based on the estimated curve radius R, the own vehicle estimated route PA1 is a route assuming a steady circular turning of the own vehicle. Specifically, the estimated vehicle route PA1 is set as an arc-shaped route defined by a curve radius R. Here, in the section from the entrance C1 of the intersection to the exit C2 of the intersection, the travel route PR of the own vehicle can be approximated by a route assuming a steady circular turn. It matches the route PA1. On the other hand, in the section after the exit C2 of the intersection, the traveling route PR of the own vehicle changes linearly due to the straight traveling of the own vehicle, and the estimated vehicle route PA1 greatly deviates from the traveling route PR. ing.

In FIG. 5, the traveling route PR of the own vehicle crosses the object estimation route PA2, whereas the own vehicle estimation route PA1 does not intersect the object estimation route PA2. Therefore, even when the own vehicle three-dimensional D1 is generated based on the own vehicle estimated route PA1 at the current own vehicle position, the result of the collision determination of the object with respect to the own vehicle is based on the actual running route PR of the own vehicle. It is feared that it will not be. It is conceivable that the collision determination ECU 20 changes the estimated vehicle path PA1 based on the change in the steering amount while the own vehicle is traveling at the intersection. However, in this case, it may take time until a change in the steering amount is detected, and there is a concern that it may take time until the result of the collision determination matches the actual traveling route of the own vehicle. .

Therefore, when the vehicle enters the intersection, the collision determination ECU 20 corrects the estimated vehicle route PA1 so as to suppress a deviation between the traveling route PR of the vehicle and the estimated vehicle route PA1. Therefore, the own vehicle route estimation unit 21 includes an estimated route calculation unit 41, a right / left turn determination unit 42, an end point detection unit 43, and a straight line correction unit 44.

The estimated route calculation unit 41 determines the own path based on the yaw rate ψ of the own vehicle calculated using the yaw rate signal from the yaw rate sensor 13 and the own vehicle speed calculated using the wheel speed signal from the wheel speed sensor 15. Estimate the curve radius R of the route on which the car will travel in the future. Then, the route when the own vehicle travels along the estimated curve radius R is calculated as the own vehicle estimated route PA1. Note that the estimated route calculation unit 41 may calculate the curve radius R using the change speed of the steering amount calculated based on the steering angle signal from the steering angle sensor 14 instead of the yaw rate ψ.

The right / left turn determination unit 42 determines whether or not the vehicle starts right / left turn. In the present embodiment, the right / left turn determination unit 42 determines whether the vehicle has a curve radius R equal to or smaller than the radius threshold value in a turning direction indicated by the direction indicator. Determines that a right / left turn is to be started. For example, the radius threshold value is a curve radius smaller in the turning direction of the vehicle than the curve radius R assumed when the vehicle travels straight.

The end point detection unit 43 detects a point at which the turn of the vehicle will be completed in the future on the estimated vehicle path PA1 as a turn end point when the right / left turn determination unit 42 determines that the vehicle starts turning right / left. I do. In the present embodiment, as shown in FIG. 6, the end point detection unit 43 determines a predetermined turning angle θ (for example, 90 degrees) from the point K1 where the own vehicle is determined to start turning right and left on the own vehicle estimated route PA1. ) Is detected as a turning end point K2. The turning angle is defined by a central angle of a circle forming a curve radius R of the own vehicle.

The straight line correction unit 44 corrects the section after the turning end point K2 on the estimated vehicle route PA1 into a straight road. In FIG. 6, the section after the turning end point K2 in the estimated vehicle route PA1 is corrected from a curved road indicated by a broken line to a straight road indicated by a solid line. For example, the straight line correction unit 44 corrects a section after the turning end point K2 on the own vehicle estimated route PA1 by using a tangent line of the own vehicle estimated route PA1 at the turning end point K2. Note that the section after the turning end point K2 may be corrected to a straight road that extends the own vehicle estimated route PA1 straight in the traveling direction of the vehicle at the turning end point K2.

Next, the procedure of collision determination according to the present embodiment will be described with reference to FIG. The process shown in FIG. 7 is repeatedly performed by the collision determination ECU 20 at a predetermined cycle.

In step S10, the host vehicle is estimated at the current host vehicle position on the XY plane based on the host vehicle speed calculated based on the wheel speed signal and the host vehicle yaw rate 推定 calculated based on the yaw rate signal. The route PA1 is calculated.

In step S11, it is determined whether or not the vehicle starts turning right or left. When it is determined that the vehicle starts turning right or left, the process proceeds to step S12. On the other hand, if it is determined that the vehicle does not start turning right or left, the process proceeds to step S14.

In step S12, a turning end point K2 indicating a point where turning of the own vehicle will end in the future is detected in the own vehicle estimated route PA1 calculated in step S10. For example, first, based on the current steering amount and the own vehicle speed, the time required for the own vehicle to turn by 90 degrees in the turning angle is calculated. Then, a point that has traveled on the estimated vehicle path PA1 from the point K1 at which the own vehicle is determined to start turning right or left by the calculated time is detected as a turning end point K2.
In step S13, the section after the turning end point K2 detected in step S12 on the own vehicle estimated route PA1 is corrected to a straight road.

In step S14, the object estimation path PA2 is calculated on the XY plane based on the object position detected by each of the

sensors

11 and 12, and the relative speed of the object with respect to the own vehicle.

In step S15, a plurality of vehicle existence areas EA1 passing through the vehicle estimation route PA1 are calculated. In step S16, the three-dimensional coordinate system D1 is calculated by complementing the plurality of own vehicle existence areas EA1 calculated in step S15 in the three-dimensional coordinate system.

In step S17, a plurality of object existence areas EA2 passing through the object estimation path PA2 are calculated. In step S18, an object solid D2 is calculated in the three-dimensional coordinate system by complementing the plurality of object existence areas EA2 calculated in step S17.

In step S19, it is determined whether or not the vehicle three-dimensional body D1 calculated in step S16 intersects with the object three-dimensional body D2 calculated in step S18. Specifically, when there is an area overlapping the first determination area DA1 and the second determination area DA2 at the same elapsed time T, it is determined that there is an intersection between the own vehicle solid body D1 and the object solid body D2. I do.

If it is determined in step S19 that the vehicle D3 and the object D2 intersect, it is determined that the object collides with the vehicle, and the process proceeds to step S20. If it is determined that there is no intersection between the own vehicle solid body D1 and the object solid body D2, the processing in FIG.

In the present embodiment, on condition that it is determined that the own vehicle three-dimensional object D1 and the object three-dimensional object D2 intersect, in step S20, the collision margin time until the own vehicle collides with the object at the current own vehicle position is determined. The TTC shown is calculated. For example, the TTC is calculated by dividing the linear distance from the current vehicle position to the object by the relative speed of the object to the vehicle.

In step S21, it is determined whether or not the TTC calculated in step S20 is equal to or less than a threshold value TH1. First, it is determined that the TTC is greater than the threshold value TH1, and the process of FIG. 7 is temporarily terminated. When it is determined that the TTC is equal to or less than the threshold value TH1 by the process of step S21 performed thereafter, the process proceeds to step S22.

では In step S22, the collision suppression control for the own vehicle is performed. For example, the vehicle speed is reduced by outputting a speed reduction signal to the brake ECU 31. When the processing in step S23 ends, the processing in FIG. 7 ends once.

本 The above-described embodiment has the following advantages.

(4) When the collision determination ECU 20 determines that the own vehicle starts turning right or left, the collision determination ECU 20 detects a turning end point K2 where the turning of the own vehicle ends in the future on the own vehicle estimated route PA1. Then, the section after the turning end point K2 on the own vehicle estimated route PA1 is corrected to a straight road. In this case, when a right or left turn of the own vehicle is started, a section in which the deviation from the actual travel route of the own vehicle is large in the own vehicle estimated route PA1 is corrected. It can be implemented properly.

· The collision determination ECU 20 detects, as the turning end point K2, a point on the estimated vehicle path PA1 at which the vehicle is estimated to have turned by a predetermined turning angle θ from a point K1 determined to start turning right or left. In this case, since the turning end point K2 can be detected based on the turning angle, the load required for detecting the turning end point K2 can be suppressed.

(2nd Embodiment)
In the second embodiment, a configuration different from the first embodiment will be mainly described. In the embodiments, the same portions are denoted by the same reference numerals, and description thereof will not be repeated.

ため Since there are road features and objects that indicate the exit of the intersection within the intersection, it is possible to determine whether or not there is an exit of the intersection ahead of the vehicle based on these features and objects of the road. Therefore, in the present embodiment, among the characteristic parts and objects of the road recognized by the image sensor 12, the position of the characteristic part and the object of the road indicating the exit of the intersection is acquired as exit position information, and the acquired exit position information is included in the acquired exit position information. Based on this, the turning end point K2 on the estimated vehicle route PA1 is detected.

Next, the procedure of collision determination according to the present embodiment will be described with reference to FIG. The process shown in FIG. 8 is repeatedly performed by the collision determination ECU 20 at a predetermined cycle.

After calculating the estimated vehicle route PA1 in step S10, the process proceeds to step S30, and among the characteristic portions and the objects of the road recognized by the image sensor 12, the characteristic portions and the objects of the road indicating the entrance of the intersection ahead of the own vehicle are determined. The position is acquired as entrance position information F1. In the present embodiment, as a characteristic portion of a road indicating an entrance of an intersection, a break in a lane marking, a stop line, and a pedestrian crossing existing within a predetermined distance in front of the current vehicle position are used. In addition, a stop road sign and a traffic light are used as objects indicating the entrance of the intersection.

If it is determined in step S30 that the entrance position information F1 has been acquired, in step S31, it is determined that there is an entrance to the intersection ahead of the vehicle, and the process proceeds to step S11. On the other hand, if the entrance position information F1 has not been acquired in step S30, it is determined in step S31 that there is no entrance at the intersection ahead of the vehicle, and the process proceeds to step S14.

において If it is determined in step S11 that the own vehicle starts turning right and left, the process proceeds to step S32. In step S32, among the characteristic portions and the objects of the road recognized by the image sensor 12, the position of the characteristic portion of the road and the position of the object indicating the exit of the intersection existing around the estimated vehicle path PA1 are acquired as the exit position information F2. I do. Step S32 corresponds to an information acquisition unit.

In the present embodiment, as a characteristic portion of the road indicating the exit of the intersection, a traveling lane line, a stop line, and a traverse extending in a direction orthogonal to the current traveling direction of the current vehicle existing around the estimated vehicle path PA1. The sidewalk is used. In addition, as an object indicating an exit of an intersection, a road sign indicating a stop and a traffic light are used.

In step S33, the position of the exit of the intersection is estimated from the exit position information F2 acquired in step S32, and the turning end point K2 in the estimated vehicle route PA1 is detected based on the estimated position of the exit of the intersection.

In step S13, the section after the turning end point K2 on the estimated vehicle route PA1 is corrected to a straight road. Then, the processing of steps S14 to S22 is performed.

本 The above-described embodiment has the following advantages.

The collision determination ECU 20 detects the turning end point K2 on the estimated vehicle path PA1 based on the characteristic portion of the road indicating the exit of the intersection existing ahead of the own vehicle and the position of the object. Therefore, since the turning end point K2 can be detected in accordance with the actual traffic environment around the own vehicle, the deviation of the estimated vehicle route PA1 from the travel route of the own vehicle can be suitably suppressed.

(Modification of the second embodiment)
The collision determination ECU 20 may directly detect the entrance and the exit of the intersection based on the map information stored in the navigation device 16. In this case, in step S30 in FIG. 8, based on the map information and the GPS information indicating the position of the vehicle, the position of the entrance of the intersection existing ahead of the vehicle may be acquired as the entrance position information F1. Further, in step S32 in FIG. 8, the exit position of the intersection existing around the estimated vehicle path PA1 may be acquired as the exit position information F2 based on the map information and the GPS information indicating the own vehicle position. .

The vehicle control system 100 may include a communication device capable of performing inter-vehicle communication with another vehicle traveling around the own vehicle. In this case, the characteristic portion of the road indicating the entrance and the exit of the intersection and the position of the object are acquired from another vehicle by inter-vehicle communication, and the turning end point on the estimated vehicle route PA1 is determined based on the acquired characteristic portion of the road and the position of the object. K2 may be detected.

(Third embodiment)
In the third embodiment, a configuration different from the first embodiment will be mainly described. In the third embodiment and the first embodiment, the same portions are denoted by the same reference numerals, and description thereof will not be repeated.

FIG. 9 is a diagram showing the estimated vehicle route PA1 and the actual travel route PR of the own vehicle when the own vehicle runs on an S-shaped curved road. When the vehicle travels on an S-curve road, the S-curve road can be approximated by the vehicle estimation route PA1 in the first half section S1 in which the steering direction of the vehicle is the same on the S-curve road. However, in the latter half section S2 in which the steering direction of the own vehicle is opposite to the first half section S1 on the S-shaped curved road, there is a concern that the degree of deviation between the S-shaped curved road and the estimated own vehicle path PA1 is increased. . Therefore, in the present embodiment, the collision determination ECU 20 calculates the shape of the own lane from the map information, and detects a divergence point K3 at which a divergence from the calculated shape of the own lane starts to occur on the own vehicle estimated route PA1. . Then, the section after the departure point K3 in the own vehicle estimated route PA1 is corrected to the calculated shape of the own lane.

Next, the procedure of collision determination according to the present embodiment will be described with reference to FIG. The process shown in FIG. 10 is repeatedly performed by the collision determination ECU 20 at a predetermined cycle.

After calculating the estimated vehicle route PA1 in step S10, the process proceeds to step S40, in which the shape of the lane marking indicating the shape of the road on which the vehicle travels and the road curvature are acquired from the map information. Therefore, in the present embodiment, the shape of the lane marking and the road curvature correspond to the shape information. Step S40 corresponds to a shape acquisition unit.

In step S41, based on the shape of the lane marking obtained in step S40 and the curvature of the road, an approximate curve AC indicating the shape of the current lane in which the vehicle is currently traveling is calculated.

In step S42, the estimated vehicle route PA1 is compared with the approximation curve AC calculated in step S41, and the departure point is a point at which a deviation starts to occur between the calculated shape of the own lane and the estimated vehicle route PA1. Detected as K3. Steps S41 and S42 correspond to a deviation point detection unit.

In step S43, if the deviation point K3 has been detected in step S42, it is determined that the estimated vehicle route PA1 is deviated from the traveling route of the vehicle, and the process proceeds to step S44. On the other hand, if the deviation point K3 cannot be detected in step S42, it is determined that the own vehicle estimated route PA1 does not deviate from the traveling route of the own vehicle, and the process proceeds to step S14.

In step S44, it is determined whether a lane along the estimated vehicle route PA1 exists after the departure point K3 on the estimated vehicle route PA1. If the lane along the estimated vehicle route PA1 exists in the section after the departure point K3 in the estimated vehicle route PA1, the driver may be trying to travel on the lane. In such a case, it is better to entrust the driving of the own vehicle to the driver. Therefore, if it is determined in step S44 that a lane exists after the departure point K3 on the own vehicle estimated route PA1, the process proceeds to step S14. In this case, the own vehicle estimated route PA1 is not corrected. Step S44 corresponds to a lane determination unit.

In the present embodiment, the determination as to whether or not a lane along the estimated vehicle route PA1 exists after the departure point K3 in the estimated vehicle route PA1 is made based on the map information provided in the navigation device 16. Alternatively, based on recognition by the image sensor 12, it may be determined whether or not a lane along the estimated vehicle route PA1 exists in a section after the departure point K3.

On the other hand, if it is determined in step S44 that there is no lane along the estimated vehicle route PA1 after the departure point K3, the process proceeds to step S45. In step S45, the section after the departure point K3 on the estimated vehicle route PA1 is corrected based on the shape of the corresponding section of the approximate curve AC calculated in step S41. Step S44 corresponds to a road shape correction unit.

Then, after performing the processing of steps S14 to S22, the processing of FIG. 10 is temporarily terminated.

本 The above-described embodiment has the following advantages.

· The collision determination ECU 20 detects a divergence point K3 at which a divergence from the calculated shape of the own lane starts to occur on the own vehicle estimated route PA1. Then, the section after the departure point K3 in the own vehicle estimated route PA1 is corrected to the calculated shape of the own lane. In this case, even when the vehicle travels on a traveling route that cannot be approximated by a route that assumes a steady circular turn, the deviation of the estimated vehicle route PA1 from the actual traveling route of the vehicle can be suppressed. Therefore, the collision determination of the object with respect to the own vehicle can be appropriately performed.

When the departure point K3 is calculated, the collision determination ECU 20 determines whether or not a lane along the estimated vehicle path PA1 exists in the section after the departure point K3 on the estimated vehicle path PA1. Then, on the condition that it is determined that no lane exists in the section after the departure point K3, the section after the departure point K3 in the own vehicle estimated route PA1 is corrected. In this case, when it is difficult to predict the future travel route of the own vehicle, unnecessary operation by the collision determination ECU 20 can be suppressed by entrusting the travel of the own vehicle to the driver.

(Other embodiments)
The collision determination ECU 20 may perform the detection of the turning end point K2 and the detection of the departure point K3 with respect to the own vehicle estimated route PA1. In this case, in step S12 of FIGS. 7 and 8, the turning end point K2 and the departure point K3 are detected on the own vehicle estimated route PA1. Note that the processes of steps S40 to S44 may be performed between step S10 and step S11. Then, when the turning end point K2 is detected on the own vehicle estimated route PA1, in step S13, the section after the turning end point K2 on the own vehicle estimated route PA1 is corrected to a straight road. When the deviation point K3 is detected on the estimated vehicle route PA1, in step S13, the section after the deviation point K3 on the estimated vehicle route PA1 may be corrected to the shape of the own lane based on the shape information.

The collision determination ECU 20 determines whether or not the own vehicle estimated route PA1 intersects with the object estimated route PA2. If the collision determination ECU 20 determines that the own vehicle estimated route PA1 and the object estimated route PA2 intersect, the collision determination ECU 20 determines the intersection of the own vehicle estimated route PA1 and the object estimated route PA2. It may be determined that the object collides. In this case, in FIGS. 7, 8, and 10, the collision determination ECU 20 does not perform the processing of steps S15 to S18, and determines in step S19 whether or not the own vehicle estimated route PA1 and the object estimated route PA2 intersect. judge. Then, when it is determined that an object collides with the own vehicle due to the intersection of the own vehicle estimated route PA1 and the object estimated route PA2, the process proceeds to step S20.

· Step S44 in FIG. 10 may be omitted.

The collision determination ECU 20 may calculate the estimated vehicle path PA1 using the acceleration of the vehicle in addition to the yaw rate of the vehicle and the vehicle speed.

Although the present disclosure has been described based on the embodiments, it is understood that the present disclosure is not limited to the embodiments and the structure. The present disclosure also encompasses various modifications and variations within an equivalent range. In addition, various combinations and forms, and other combinations and forms including only one element, more or less, are also included in the scope and spirit of the present disclosure.

Claims

A collision determination device (20) that determines collision of the object with the own vehicle based on the estimated path of the own vehicle and the estimated path of the object,
An estimated route calculation unit (41) for estimating a curve radius of a route on which the vehicle travels in the future and calculating the estimated route of the vehicle based on the estimated curve radius;
A right / left turn determining unit (42) for determining whether or not the vehicle starts right / left turn;
An end point for detecting a point where the turn of the own vehicle will be completed in the future on the calculated estimated route of the own vehicle as a turn end point when the right / left turn determination unit determines that the own vehicle starts a right / left turn. A detection unit (43);
A collision determination device comprising: a straight line correction unit (44) that corrects a section after the detected turning end point on the calculated estimated route of the own vehicle to a straight road.
The end point detection unit is configured to determine a point at which the vehicle has turned a predetermined turning angle from a point at which the vehicle is determined to start turning right or left on the estimated route of the vehicle, at the turning end point. The collision determination device according to claim 1, wherein the collision detection device detects the collision.
When the vehicle is determined to start turning right or left by the right / left turn determination unit, the information processing unit includes an information acquisition unit that obtains information indicating an exit position of an intersection in front of the vehicle on a road on which the vehicle runs.
The collision determination device according to claim 1, wherein the end point detection unit detects the turning end point on the estimated route of the vehicle based on the acquired information indicating the position of the exit.
A shape acquisition unit that acquires shape information indicating the shape of the own lane in which the own vehicle travels,
A deviation point detection unit that detects a deviation point at which a deviation starts to occur between the shape of the own lane based on the acquired shape information and the calculated estimated route of the own vehicle,
4. The road shape correction unit according to claim 1, further comprising: a road shape correction unit configured to correct a section after the detected divergence point on the calculated estimated route of the own vehicle to a shape of the own lane based on the shape information. The collision determination device according to claim 1.
A collision determination device that performs collision determination of the object with respect to the vehicle based on the estimated path of the vehicle and the estimated path of the object,
An estimated route calculating unit that estimates a curve radius of a route on which the vehicle travels in the future and calculates the estimated route of the vehicle based on the estimated curve radius;
A shape acquisition unit that acquires shape information indicating the shape of the own lane in which the own vehicle travels,
A deviation point detection unit that detects a deviation point at which a deviation starts to occur between the shape of the own lane based on the acquired shape information and the calculated estimated route of the own vehicle,
A collision determination device comprising: a road shape correction unit that corrects a section after the detected divergence point on the calculated estimated route of the own vehicle to a shape of the own lane based on the shape information.
When the divergence point is detected by the divergence point detection unit, a lane determination unit that determines whether a lane exists in a section after the divergence point on the estimated route of the own vehicle,
The road shape correction unit, on the condition that it is determined that the lane does not exist in the section after the divergence point by the lane determination unit, of the estimated route of the own vehicle, after the detected divergence point The collision determination device according to claim 4, wherein the section is corrected.