JP2000067396A - Traveling safety device for vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To perform an accurate and proper collision evasion control by considering the traveling environment of a driver's own vehicle in a device for automatically steering a steering device so as to evade contact with a vehicle running on the opposite lane. SOLUTION: The traveling environment such as the lane number of a road, whether it is suburbs or a town, the bending degree of the road and the congestion degree of the road is judged by a traveling environment judgement means 6, a control change means M4 changes the collision evasion control by a steering control means M3 corresponding to the traveling environment and thus, the driver is prevented from receiving a sense of incongruity and the collision evasion control is prevented from interfering with a spontaneous collision evasion operation by the driver. To put it concretely, in a case that it is difficult to accurately judge collision possibility since the level of the traveling environment is high, the collision evasion control is made hardly performable or change is performed so as to delay the start timing of the collision evasion control and weaken the collision evasion control.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a driving safety device for a vehicle which uses an object detecting means such as a radar device to prevent the vehicle from contacting an oncoming vehicle.

[0002]

2. Description of the Related Art Such a vehicle safety device is disclosed in Japanese Patent Application Laid-Open
It is already known from -14100.

[0003] The above-mentioned publication discloses that when the own vehicle may enter the oncoming lane and collide with the oncoming vehicle,
A warning is issued to prompt the driver to perform a voluntary collision avoidance operation, and a collision with an oncoming vehicle that automatically brakes the vehicle is avoided.

[0004]

In the above-mentioned conventional vehicle, collision avoidance is not performed without considering the driving environment of the vehicle (the number of lanes on the road, whether it is in a suburb or in an urban area, the degree of bending of the road, the degree of congestion of the road, etc.). Since the control is performed, it is determined whether the collision avoidance control is executed or not, or the strength or start timing of the collision avoidance control becomes inappropriate, giving the driver a sense of incongruity. There is a problem that interferes with the avoidance operation.

SUMMARY OF THE INVENTION The present invention has been made in view of the above-described circumstances, and is directed to a system for automatically steering a steering device in order to avoid contact with an oncoming vehicle. The purpose of the present invention is to perform effective collision avoidance control.

[0006]

In order to achieve the above object, the invention described in claim 1 comprises an object detecting means for detecting an object present in the traveling direction of the own vehicle, and a detecting means for detecting a vehicle speed of the own vehicle. A vehicle speed detecting means that determines an oncoming vehicle based on a detection result of the object detecting means and a vehicle speed of the own vehicle detected by the vehicle speed detecting means, and includes a relative position, a relative distance, and a relative speed between the own vehicle and the oncoming vehicle. A relative relationship calculating unit that calculates a relative relationship, a contact possibility determining unit that determines a possibility of contact between the own vehicle and the oncoming vehicle based on the relative relationship calculated by the relative relationship calculating unit, and a contact possibility determining unit. Steering control means for automatically steering the steering device of the own vehicle to avoid contact when it is determined that there is a possibility of contact, running environment determining means for determining the running environment, and determination of the running environment determining means Conclusion Characterized in that a control changing means for changing the contact avoidance control by the steering control means in accordance with.

According to the above construction, the traveling environment is determined by the traveling environment determining means, and the control change means changes the contact avoidance control by the steering control means in accordance with the traveling environment. Can be prevented from being uncomfortable or the contact avoidance control interfering with the driver's spontaneous contact avoidance operation.

According to a second aspect of the present invention, in addition to the configuration of the first aspect, the traveling environment determining means divides the traveling environment into a plurality of levels, and the control changing means performs steering by the steering control means. The determination result of the contact possibility determination means is corrected according to the level of the traveling environment so as to change the ease.

According to the above construction, the steering control means corrects the judgment result of the contact possibility judging means according to the result of dividing the traveling environment into a plurality of levels, so that the steering control means can easily perform steering for avoiding contact. Since the steering angle is changed, steering can be made easier or less likely to be performed according to the traveling environment, and appropriate contact avoidance can be performed without giving the driver an uncomfortable feeling.

According to a third aspect of the present invention, in addition to the configuration of the second aspect, the traveling environment is the number of lanes of the road, and the control changing means is configured so that the number of lanes is a plurality of lanes on one side, and there is no lane classification. , And is corrected so that it is difficult for the contact possibility determining means to determine that there is contact possibility in the order of one lane on each side.

[0011] According to the above configuration, it is difficult to determine that the number of lanes on the road is a plurality of lanes on one side, no lane division, and one lane on each side, so that the possibility of contact is accurately determined.

According to a fourth aspect of the present invention, in addition to the configuration of the second aspect, the traveling environment indicates whether the traveling position of the own vehicle is a suburb or an urban area. Is characterized in that the correction is made such that the contact possibility determining means is less likely to determine that there is a possibility of contact when the vehicle travels in an urban area than in a suburb.

According to the above configuration, it is difficult to determine that there is a possibility of contact when the vehicle travels in an urban area than in a suburb, so that it is possible to accurately determine the possibility of contact. it can.

According to a fifth aspect of the present invention, in addition to the configuration of the second aspect, the traveling environment indicates a degree of bending of the road, and the control changing means determines that the degree of bending of the road is higher. The correction is performed such that it is difficult for the contact possibility determining means to determine that there is a contact possibility.

According to the above configuration, it is difficult to determine that there is a possibility of contact as the degree of bending of the road is higher, so that the possibility of contact can be accurately determined.

According to a sixth aspect of the present invention, in addition to the configuration of the second aspect, the traveling environment indicates a degree of congestion of the road, and the control changing means may determine that the degree of congestion of the road increases. The correction is performed such that it is difficult for the contact possibility determining means to determine that there is a contact possibility.

According to the above configuration, the higher the degree of congestion on the road, the more difficult it is to determine that there is a possibility of contact, so that the possibility of contact can be accurately determined.

According to a seventh aspect of the present invention, in addition to the configuration of the first aspect, the traveling environment determining means divides the traveling environment into a plurality of levels, and the control changing means controls the traveling environment according to the level of the traveling environment. It is characterized in that the strength of the contact avoidance control by the steering control means is corrected.

According to the above configuration, the strength of the contact avoidance control by the steering control means is corrected according to the result of dividing the traveling environment into a plurality of levels, so that the contact avoidance control having an appropriate strength according to the traveling environment is performed. To avoid contact with the oncoming vehicle without giving the driver an uncomfortable feeling.

According to an eighth aspect of the present invention, in addition to the configuration of the seventh aspect, the traveling environment is the number of lanes of a road, and the control changing means is configured such that the number of lanes is a plurality of lanes on one side, and there is no lane classification. The delay amount of the start of the steering by the steering control means is increased and the decrease amount of the steering amount is increased in the order of one lane on each side.

According to the above configuration, the number of lanes on the road is in the order of a plurality of lanes on one side, no lane classification, and one lane on each side, so that the amount of delay in the start of steering by the steering control means and the amount of decrease in the amount of steering are increased. Therefore, it is possible to perform the contact avoidance control with an appropriate strength according to the traveling environment.

According to a ninth aspect of the present invention, in addition to the configuration of the seventh aspect, the traveling environment indicates whether the traveling position of the own vehicle is a suburb or an urban area. Is characterized in that the amount of delay in the start of steering by the steering control means is increased and the amount of decrease in the amount of steering is increased when the traveling position of the own vehicle is in an urban area as compared to a case where the own vehicle is in a suburban area. .

According to the above configuration, the delay in the start of steering by the steering control means and the decrease in the steering amount are greater when the vehicle travels in an urban area than in a suburban area. Therefore, it is possible to perform contact avoidance control with appropriate strength according to the traveling environment.

According to a tenth aspect of the present invention, in addition to the configuration of the seventh aspect, the traveling environment indicates a degree of bending of the road, and the control changing means determines that the degree of bending of the road is higher. In addition, the amount of delay in the start of steering by the steering control means is increased, and the amount of decrease in the amount of steering is increased.

According to the above configuration, as the degree of bending of the road increases, the amount of delay in the start of steering by the steering control means and the amount of decrease in the amount of steering increase, so that appropriate strength according to the traveling environment is obtained. Contact avoidance control can be performed.

[0026] According to an eleventh aspect of the present invention, in addition to the configuration of the seventh aspect, the traveling environment indicates a degree of congestion of the road, and the control changing means may determine that the higher the degree of congestion of the road, the higher the degree of congestion. In addition, the amount of delay in the start of steering by the steering control means is increased, and the amount of decrease in the amount of steering is increased.

According to the above configuration, as the degree of congestion on the road increases, the amount of delay in the start of steering by the steering control means and the amount of decrease in the amount of steering increase, so that appropriate strength according to the traveling environment is obtained. Contact avoidance control can be performed.

According to a twelfth aspect of the present invention, in addition to the configuration of the third or eighth aspect, the relative relationship calculating means is configured to determine whether the preceding vehicle is based on the detection result of the object detection means and the detection result of the vehicle speed detection means. And the number of lanes on the road is determined based on the positions of the oncoming vehicle and the preceding vehicle.

According to the above arrangement, the preceding vehicle and the oncoming vehicle are determined by the relative relationship calculating means, and the number of lanes on the road is determined based on the positions of the preceding vehicle and the oncoming vehicle. Will be possible.

According to a thirteenth aspect of the present invention, in addition to the configuration of the fourth or ninth aspect, the traveling environment determining means determines that the traveling environment of the vehicle is based on the vehicle speed of the vehicle and the interval from the start to the stop of the vehicle. It is characterized in that it is determined whether the traveling position is in a suburb or an urban area.

According to the above configuration, whether the traveling position of the own vehicle is in a suburb or an urban area is determined based on the vehicle speed of the own vehicle and the interval from the start to the stop of the own vehicle. be able to.

According to a fourteenth aspect of the present invention, in addition to the structure of the fifth or tenth aspect, the driving environment determining means includes:
It is characterized in that the degree of bending of the road is determined based on the yaw rate of the own vehicle and the yaw rate of the oncoming vehicle.

According to the above configuration, the degree of bending of the road is determined based on the yaw rate of the own vehicle and the yaw rate of the oncoming vehicle, so that the determination can be made accurately.

According to a fifteenth aspect of the present invention, in addition to the configuration of the sixth or eleventh aspect, the driving environment determining means includes:
The traffic congestion degree is determined based on the relative distance between the own vehicle and the preceding vehicle and the vehicle speed of the own vehicle.

According to the above configuration, the degree of congestion on the road is determined based on the relative distance between the host vehicle and the preceding vehicle and the speed of the host vehicle, so that the determination can be made accurately.

[0036]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS Hereinafter, embodiments of the present invention will be described based on embodiments of the present invention shown in the accompanying drawings.

FIGS. 1 to 22 show a first embodiment of the present invention. FIG. 1 is an overall configuration diagram of a vehicle provided with a driving safety device, FIG. 2 is a block diagram of the driving safety device, and FIG. FIG. 4 is an explanatory diagram of functions of an electronic control unit, FIG. 5 is a block diagram showing a circuit configuration of the electronic control unit, FIG. 6 is a flowchart of a main routine, and FIG. FIG. 8 is a flowchart of a collision avoidance control routine during turning, FIG. 9 is a flowchart of a frontal collision determination routine, FIG. 10 is a flowchart of an alarm control routine, FIG. 11 is a flowchart of an avoidance steering control routine, and FIG. FIG. 13 is a diagram showing the contents of control, FIG. 13 is an explanatory diagram of a method of calculating the lateral deviation δd (when a collision occurs), and FIG. 14 is an explanatory diagram of a method of calculating the lateral deviation δd ( FIG. 15 is an explanatory diagram of a method of calculating the lateral deviation δd (when the own vehicle passes on the right side of the oncoming vehicle), and FIG. 16 is a lateral deviation δ.
d is a map for searching for a correction coefficient, FIG. 17 is an explanatory diagram of a method for calculating a target steering angle for collision avoidance, FIG. 18 is a map for searching for a steering angle correction value δ (θ), and FIG. FIG. 20 is a block diagram of a control system of the actuator, FIG. 21 is a flowchart of a traveling environment correction routine, and FIG. 22 is a map for retrieving a traveling environment level.

As shown in FIGS. 1 and 2, the left and right front wheels
Vehicle provided with Wf, Wf and left and right rear wheels Wr, Wr
Is used to steer the left and right front wheels Wf, Wf which are the steered wheels.
Steering wheel 1 and steering by driver
Steering force and impulse to assist the operation of the ring wheel 1
Electric power steering that generates steering force for collision avoidance
And a switching device 2. Of the electric power steering device 2
The electronic control unit U for controlling the operation includes object detection means.
Radar device 3 as a driving environment determining means
Driving environment determination device 6 and steering of steering wheel 1
Steering angle sensor S for detecting angle₁And the steering wheel
Steering torque detecting the steering torque input to the steering wheel 1
S_TwoAnd a lateral acceleration sensor S for detecting the lateral acceleration of the vehicle body
_ThreeAnd the own vehicle yaw rate sensor that detects the yaw rate of the vehicle body
S_FourAnd the rotational speed of each wheel Wf, Wf; Wr, Wr.
Outgoing vehicle speed sensor S_Five.. Are input. Electric
The child control unit U includes a radar device 3 and a traveling environment determination device.
6 and each sensor S₁~ S _Five... based on the signal from
In addition to controlling the operation of the electric power steering device 2,
In addition, the display 4 and the buzzer made of a liquid crystal display
The operation of the alarm 5 composed of a lamp is controlled.

The radar device 3 transmits an electromagnetic wave toward a predetermined range in the left-right direction in front of the own vehicle, and receives a reflected wave of the electromagnetic wave reflected by the object, thereby obtaining a relative distance between the own vehicle and the object. It detects the relative speed between the vehicle and the object and the direction of the object. In this embodiment, a millimeter-wave radar capable of detecting the above-mentioned relative relationship between the vehicle and the object by one transmission / reception is used. Driving environment determination unit 6, based the signal from the camera 7 for imaging the front of the vehicle body, the signal from the radar device 3, a signal from the vehicle yaw rate sensor S _4, a signal from a vehicle speed sensor S ₅ ... , A traveling environment described later is determined. The camera 7 outputs white lines on the road on which the vehicle runs,
The relative distance and the relative speed of the preceding vehicle at a short distance which cannot be detected by the radar device 3 are detected.

FIG. 3 shows the structure of the steering device 11.
The rotation of the steering wheel 1 is transmitted to the rack 1 via a steering shaft 12, a connecting shaft 13 and a pinion 14.
5 and the reciprocating motion of the rack 15 is transmitted to the left and right front wheels Wf, Wf via the left and right tie rods 16, 16. The electric power steering device 2 provided in the steering device 11 includes a drive gear 18 provided on an output shaft of an actuator 17, a driven gear 19 meshing with the drive gear 18, and a screw shaft 20 integrated with the driven gear 19. And a nut 21 meshed with the screw shaft 20 and connected to the rack 15.
Therefore, when the actuator 17 is driven, the driving force is transmitted to the driving gear 18, the driven gear 19, the screw shaft 2
0, nut 21, rack 15 and left and right tie rods 1
It can be transmitted to the left and right front wheels Wf, Wf via the wheels 6, 16.

As shown in FIG. 4, the electronic control unit U comprises an electric power steering control means 22, a head-on collision avoidance control means 23, a switching means 24, and an output current determination means 2.
5 is provided. Normally, the switching means 24 is connected to the electric power steering control means 22 side, and the electric power steering device 2 performs a normal power steering function. That is, the steering torque sensor steering torque vehicle speed is calculated based on the output of the S ₂ sensor S ₅ ... output current determining means 25 to a predetermined value corresponding to the vehicle speed calculated based on the output of the actuator 17 The output current to the steering wheel 1 is determined, and the output current is output to the actuator 17 via the drive circuit 26, whereby the operation of the steering wheel 1 by the driver is assisted.
On the other hand, when there is a possibility that the own vehicle collides head-on with the oncoming vehicle, the switching means 24 is connected to the front collision avoidance control means 23 side, and the driving of the actuator 17 is controlled by the front collision avoidance control means 23. Automatic steering is performed to avoid a frontal collision with an oncoming vehicle. The details of the automatic steering will be described later.

Next, the configuration of the frontal collision avoidance control means 23 and an outline of its function will be described with reference to FIG.

The head-on collision avoiding control means 23 comprises a relative relationship calculating means M1, a contact possibility determining means M2, a steering control means M3, and a control changing means M4.

The relative relationship calculating means M1 includes an object detecting means (radar device 3) and a vehicle speed detecting means (vehicle speed sensor S).
₅ ), the relative angle (relative position) θ, the relative distance L, and the relative speed Vs between the own vehicle Ai and the oncoming vehicle Ao.
Is calculated. The contact possibility determination means M2 determines the possibility of contact between the own vehicle Ai and the oncoming vehicle Ao based on the relative relationship between the own vehicle Ai and the oncoming vehicle Ao. Steering control means M3
Controls the actuator 17 of the steering device 11 to avoid contact between the host vehicle Ai and the oncoming vehicle Ao based on the determination result of the contact possibility determining means M2. Control change means M
4 changes the determination method of the contact possibility determination means M2 and the steering control by the steering control means M3 based on the traveling environment determined by the traveling environment determination means 6.

Next, the operation of the present embodiment will be described in detail with reference to the flowcharts of FIGS.

First, step S of the main routine shown in FIG.
At 11, the state of the own vehicle is detected based on the outputs of the steering angle sensor S ₁ , the steering torque sensor S ₂ , the lateral acceleration sensor S ₃ , the own vehicle yaw rate sensor S _4, and the vehicle speed sensor S ₅ .
In the following step S12, the state of the oncoming vehicle is detected by the radar device 3. The radar device 3 is not only the oncoming vehicle but also the preceding vehicle,
Although a pedestrian bridge, a sign, a cat's eye, and the like are detected, an oncoming vehicle can be identified from other objects based on the relative speed with the own vehicle. In the following step S13, the state of the own vehicle and the state of the oncoming vehicle are displayed on the display 4.

In the following step S14, it is checked whether or not the head-on collision avoidance control is properly performed based on the detection results of the radar device 3 and the sensors S _{1 to} S ₅ . The frontal collision avoidance control is executed only when the driver is not traveling excessively. For example, when traveling at overspeed, the operation of the system is stopped in step S15, and the driver is notified by the display 4 to that effect. Notify and encourage appropriate driving. Step S14
As a result of the system check, when it is detected that the driver has performed a voluntary steering operation to avoid a frontal collision with the oncoming vehicle, the frontal collision avoidance control is stopped in step S16 and the normal electric power The control returns to the steering control, and the driver is notified of the fact by the display 4. Thus, it is possible to prevent the driver's spontaneous steering operation from interfering with the automatic steering control of the head-on collision avoidance control.

If the result of the system check in step S14 is normal, the running state of the own vehicle is determined in step S17. The own vehicle is in a running state close to straight ahead, the time when the vehicle passes (collides) with the oncoming vehicle based on the detection results of the radar device 3 and the sensors S _{1 to} S ₅ , and the positions of the own vehicle and the oncoming vehicle If the relationship can be accurately estimated, the process shifts to step S18 to execute the frontal collision avoidance control. On the other hand, although the vehicle is not traveling excessively, the turning degree of the own vehicle is strong, and the time when the vehicle passes (collides) with the oncoming vehicle,
If the positional relationship between the own vehicle and the oncoming vehicle at that time cannot be accurately estimated, the process proceeds to step S19 to execute the turning collision avoidance control. Then, in step S20, the actuator 17 of the electric power steering device 2 is operated based on the front collision avoidance control or the turning collision avoidance control in order to avoid a collision between the own vehicle and the oncoming vehicle.

Next, the contents of the "frontal collision avoidance control" of step S18 will be described with reference to the flowchart of FIG.

First, in step S21, a collision determination parameter indicating the degree of the possibility of collision between the own vehicle and the oncoming vehicle is calculated.
That is, the lateral deviation δd between the own vehicle and the proper course R at the time when the own vehicle and the oncoming vehicle pass each other (or when the collision occurs).
Is calculated. Then, in step S22, the lateral deviation δd
Is compared with a threshold value to be described later to determine the possibility of collision. If there is a possibility of collision and the possibility is small, the alarm 5 is activated in step S23 to issue an alarm to the driver. . If there is a possibility of collision and the possibility is high, an alarm is issued and
In step S24, the automatic steering for avoiding the oncoming vehicle by driving the actuator 17 is executed. Step S
The details of the "collision determination" of step 22, the "alarm control" of step S23, and the "avoiding steering control" of step S24 will be described later in detail with reference to FIGS. 9, 10, and 11.

Next, the contents of the "turning collision avoidance control" in step S19 will be described with reference to the flowchart of FIG.

First, in step S31, the collision risk during turning is calculated. As shown in FIG. 12, the collision risk is determined based on the difference between the turning radius of the own vehicle and the turning radius of the oncoming vehicle, and the risk is determined to be higher as the difference increases. . Then, in step S32, the warning control and the lane departure prevention control according to the collision risk are executed. At the time of turning, it is difficult to accurately estimate the time of passing (collision) with the oncoming vehicle and the positional relationship between the own vehicle and the oncoming vehicle at that time, so that the collision avoidance control is weaker than that of straight ahead. .

As shown in FIG. 12, the collision risk during turning is set at three levels, Level 1, Level 2 and Level 3. For example, in the case of left-hand traffic, the vehicle turns right. If the vehicle is turning, the determination is made based on the turning radius of the oncoming vehicle minus the turning radius of the own vehicle. If the vehicle is turning left, the determination is made based on the turning radius of the own vehicle minus the turning radius of the oncoming vehicle. At level 1 where the degree of danger is low, only the alarm by the alarm 4 is executed, and at level 2 where the degree of danger is medium, an alarm by the alarm 4 and weak lane departure prevention control by the actuator 17 are executed, and level 3 where the degree of danger is high Then, the warning by the alarm 4 and the strong lane departure prevention control by the actuator 17 are executed. The lane departure prevention control prevents the lane departure by driving the actuator 17 of the electric power steering device 2 to generate a steering reaction force that hinders the steering when the driver performs steering in a direction deviating from the lane. Is what you do.

The warning in the "collision avoidance control during turning" is distinguished from the warning in the "front collision avoidance control".
The tone color of the buzzer and the color of the lamp of the alarm 5 are made different.

Next, the "collision judgment" in step S22 is performed.
Will be described with reference to the flowchart of FIG. 9 and the explanatory diagram of FIG.

First, at step S41, the vehicle speed sensors S ₅ .
Calculating a vehicle speed Vi of the vehicle Ai based on the output, calculates a yaw rate γi of the vehicle Ai based on the output of the vehicle yaw rate sensor S ₄ at step S42, based on the output of the radar device 3 at step S43 Own car Ai and oncoming car Ao
Is calculated based on the output of the radar device 3 in step S44, and the relative speed Vs between the own vehicle Ai and the oncoming vehicle Ao is calculated in step S44. Is calculated with respect to the oncoming vehicle Ao. In a succeeding step S46, an original proper course R of the own vehicle Ai to pass without colliding with the oncoming vehicle is set based on the appropriate lateral distance da measured from the current position of the oncoming vehicle Ao. The appropriate lateral distance da is set in advance, and its value is, for example, 3 m. In a succeeding step S47, the yaw rate γo of the oncoming vehicle Ao is calculated from the vehicle speed Vi and the yaw rate γi of the own vehicle Ai and the relative positional relationship of the oncoming vehicle Ao with respect to the own vehicle Ai. Then, in step S48, the lateral deviation δd between the own vehicle Ai and the proper course R at the position where the own vehicle Ai passes the oncoming vehicle Ao (contact position P) is calculated. Hereinafter, the process of calculating the lateral deviation δd will be described in detail with reference to FIG.

FIG. 13 shows a state in which the host vehicle Ai tries to enter the lane of the oncoming vehicle Ao by mistake on a left-hand traffic road. Here, the proper lateral position Ai 'is a position on the proper course R of the own vehicle Ai and corresponding to the lateral direction of the current position of the oncoming vehicle Ao.
The distance from the distance o is an appropriate lateral distance da (for example, 3 m). L is the relative distance between the own vehicle Ai and the oncoming vehicle Ao, and is calculated based on the output of the radar device 3. θ is the vehicle A
It is a relative angle between i and the oncoming vehicle Ao, and is calculated based on the output of the radar device 3. ε is the proper course R of the vehicle Ai
And the direction of the oncoming vehicle Ao, and is obtained geometrically based on the relative distance L and the appropriate lateral distance da. Vi is the vehicle speed of the own vehicle Ai, and the vehicle speed sensor S
₅ Calculated based on the output of. Vs is a relative vehicle speed corresponding to a difference between the vehicle speed Vi of the own vehicle Ai and the vehicle speed Vo of the oncoming vehicle Ao, and is calculated based on the output of the radar device 3.

In FIG. 13, in the hatched triangle, X cos (θ + ε) = L sin θ (1) holds, and when this is solved for X, X = L sin θ / cos (θ + ε) (2) Is obtained. The contact time tc measured based on the present time
(Elapsed time until passing time or collision time)
It is obtained as a value obtained by dividing the relative distance L by the relative speed Vs.

Tc = L / Vs (3) The distance Lc from the vehicle Ai to the contact position P (passing position or collision position) is obtained as a product of the vehicle speed Vi and the contact time tc.

Lc = Vi · tc = L (Vi / Vs) (4) As is clear from FIG. 13, the similarity between two right triangles sharing the vertex of the angle θ + ε at the position of the vehicle Ai is given by Lc ': L = δd: da + X (5) holds, and from the relationship of Lc ′ cosε = Lc cos (θ + ε) and the above equations (2), (4) and (5),
The lateral deviation δd is obtained as in the following equation.

[0061]

(Equation 1)

Of the five variables on the right side of equation (6), Vi can always be calculated, and Vs, L, θ, ε
Can be calculated by one transmission / reception of the radar device 3, so that the lateral deviation δd can be calculated promptly when the oncoming vehicle Ao is first determined by the radar device 3. Accordingly, even when the own vehicle Ai and the oncoming vehicle Ao approach each other, there is no room for the contact time tc, and it is possible to quickly determine the possibility of contact and start the collision avoidance control.

Subsequently, in step S49 of the flowchart in FIG. 9, a correction is made based on the traveling environment such as the state of the road on which the vehicle is traveling. Hereinafter, a method of determining the driving environment will be described with reference to the flowchart of FIG. In the present embodiment, the traveling environment is determined from four viewpoints: the number of lanes on the road, the suburbs or the urban area, the degree of curvature of the road, and the degree of congestion of the road.

First, in step S91, the traveling environment is determined based on the number of lanes on the road. On a road with two or more lanes on one side, the frequency of lane change is increased due to overtaking of a preceding vehicle or the like, and the vehicle Ai actively moves laterally. In particular, since a lane change to the right involves a lateral movement to the oncoming vehicle Ao, erroneous determination may occur when performing a collision determination. In addition, on narrow roads without a center line, the driver may intentionally travel on a rightward course. In such a case, if unnecessary collision avoidance control is performed, the driver may feel troublesome. From the above, the content of the collision avoidance control is changed according to the number of lanes on the road.

The number of lanes on the road can be detected from the motion states of the preceding vehicle and the oncoming vehicle Ao by using the radar device 3. That is, the preceding vehicle and the oncoming vehicle Ao
Can be determined based on the relative speed of the vehicle A
The vehicle traveling in the same direction as i is the preceding vehicle, and the vehicle traveling in the opposite direction to the own vehicle Ai is the oncoming vehicle Ao. Therefore, it can be estimated that a center line exists between the preceding vehicle and the oncoming vehicle Ao. The number of lanes is basically one lane on each side, and when a plurality of preceding vehicles having different lateral positions are detected, it is determined that the road has two or more lanes on each side.

As described above, the number of lanes on a road can be basically detected by the radar device 3. However, by performing image processing on the video captured by the camera 7, it is possible to make a more accurate determination. According to the image processing, a white line such as a center line can be directly detected, so that the number of lanes can be reliably determined. However, in the case of two or more lanes on one side, it is difficult to identify which white line is the center line, so it is necessary to use the radar device 3 together. In addition, in situations where visibility is poor such as at night or in fog, appropriate image data may not be obtained. In such a case, the detection accuracy can be ensured by using the radar device 3 together.

Thus, as shown in Table 1, a case of one lane on one side is determined as level 1, a case without a center line is determined as level 2, and a case with two or more lanes on one side is determined as level 3. .

[0068]

[Table 1]

In the following step S92, the traveling environment is determined based on whether the road on which the vehicle travels is in a suburb or an urban area. In an urban area, there are many stationary objects and moving objects other than the oncoming vehicle Ao, which are targets of a frontal collision, around the road, and among them, there are objects that react to the radar device 3 and the camera 7. Also, there are many intersections and junctions in the city area,
Since the possibility of erroneous control increases due to an increase in the chance of a course change, the content of the collision avoidance control is changed depending on whether it is a suburb or an urban area.

The determination of the suburbs and the urban area is performed based on the map shown in FIG. 22A using the stop interval (time interval or distance interval) of the own vehicle Ai and the average vehicle speed Vi of the own vehicle Ai as parameters. This map is set in view of the fact that the number of intersections and the number of traffic lights are greater in the city area than in the suburbs, so the start and stop are repeated frequently, the stop interval is short, and the average vehicle speed Vi is also low. You.

Thus, as shown in Table 1, the suburbs are determined to be level 1, the ordinary are determined to be level 2, and the urban area is determined to be level 3.

In the following step S93, the traveling environment is determined based on the degree of curvature of the road. On a winding road where the left and right curves are continuous, the possibility of erroneous control increases due to an increase in the amount of lateral movement of the vehicle. Therefore, the content of the collision avoidance control is changed according to the degree of curvature of the road.

[0073] As shown in the map of FIG. 22 (B), the determination of the bending of the road, the integrated value of the vehicle yaw rate γi detected by the vehicle yaw rate sensor S _4, the oncoming vehicle yaw rate detected by the radar device 3 This is performed based on the integrated value of γo. Since the signs of the yaw rates γi and γo are inverted according to the turning direction, their absolute values are integrated. Basically, it is determined that the degree of curvature of the road is high in an area where the integrated value of the own vehicle yaw rate γi is large.
Based on the integrated value of o, it is considered whether the road is a road with many oncoming vehicles Ao or a road with few oncoming vehicles Ao.

Thus, as shown in Table 1, a straight road is determined to be level 1, a normal road is determined to be level 2, and a curved road is determined to be level 3.

In the following step S94, the traveling environment is determined based on the degree of road congestion. On congested roads, the possibility of erroneous control increases due to frequent lateral movements due to interruptions to other lanes or yielding lanes, etc. change.

As shown in the map of FIG. 22C, the determination of the degree of curvature of the road is based on the vehicle A detected by the vehicle speed sensors S ₅ .
This is performed based on the average value of the vehicle speed Vi of i and the average value of the relative distance L between the own vehicle Ai and the oncoming vehicle Ao detected based on the image of the camera 7. The image of the camera 7 is used to detect the relative distance L because it is difficult for the radar device 3 to detect an extremely small inter-vehicle distance during a traffic jam. Basically, it is determined that the degree of road congestion is high in an area where the average value of the vehicle speed Vi and the relative distance L between the host vehicle Ai and the oncoming vehicle Ao are small.

Thus, as shown in Table 1, no congestion is determined as level 1, normal is determined as level 2, and congestion is determined as level 3.

In the following step S95, step S9
The overall driving environment level is determined by integrating the determination results of 1 to S94. This determination is performed by the high selection of each determination level determined in steps S91 to S94. For example, if any of the determination levels in steps S91 to S94 is level 3, the overall traveling environment level becomes level 3, If the determination levels in steps S91 to S94 are only level 1 and level 2, the overall driving environment level is level 2.

In the following step S96, the collision avoidance control is changed based on the total traveling environment level. At this time, if the total traveling environment level is level 1 and the traveling environment is unlikely to cause erroneous determination of contact possibility, the control content is changed to a direction in which the collision avoidance control is easily executed, and conversely, the overall traveling environment level is changed. If the driving environment is at level 3 and erroneous determination of the possibility of contact is likely to occur, the control content is changed in a direction in which the collision avoidance control is hardly executed. If the overall driving environment level is level 2 (normal), the collision avoidance control is not changed. Specific contents of the change of the collision avoidance control will be described later in detail.

In step S50 of the flowchart of FIG. 9, the lateral deviation δd is compared with a preset contact determination reference value, and the lateral deviation δd is determined by the first contact determination reference value δdn and the second contact determination reference value. If it is between δdx, that is, if δdn <δd <δdx is satisfied, it is determined in step S51 that the own vehicle Ai may collide with the oncoming vehicle Ao (see FIG. 13). On the other hand, as shown in FIG.
dn or δd ≧ δd as shown in FIG.
If x, it is determined in step S52 that there is no possibility that the own vehicle Ai will collide with the oncoming vehicle Ao. The state shown in FIG. 15 corresponds to, for example, a case where the own vehicle Ai crosses the lane of the oncoming vehicle Ao diagonally to enter the branch road.

Note that the first contact determination reference value δdn and the second contact determination reference value δdx are appropriately set according to the vehicle width of the host vehicle Ai, for example, the first contact determination reference value δd.
n = 1.5 m, and the second contact determination reference value δdx = 4.5 m.

In the above description, the yaw rate γi of the own vehicle Ai and the yaw rate γo of the oncoming vehicle Ao are not taken into account when calculating the lateral deviation δd.
By considering o, collision avoidance with higher accuracy is performed.

When the vehicle Ai travels at the vehicle speed Vi and the yaw rate γi, a lateral acceleration of Viγi occurs.
The lateral movement amount yi of the vehicle Ai is calculated by integrating γi twice. Therefore, the lateral movement amount yi of the vehicle Ai at the contact time tc = L / Vs is given by yi = (Vi · γi / 2) · (L / Vs) ² (7).

Similarly, when the oncoming vehicle Ao runs at the vehicle speed Vo and the yaw rate γo, a lateral acceleration of Voγo is generated. Therefore, by integrating this Voγo twice, the oncoming vehicle Ao
Is calculated in the horizontal direction. Therefore, the contact time t
Lateral movement amount yo of oncoming vehicle Ao at c = L / Vs
Is given by: yo = (Vo · γo / 2) · (L / Vs) ² (8)

Thus, the lateral deviation δd obtained by correcting the lateral deviation δd of the above equation (6) by the lateral movement amount yi of the own vehicle Ai and the lateral movement amount yo of the oncoming vehicle Ao is used.
Accuracy can be further improved.

[0086]

(Equation 2)

The yaw rate γo of the oncoming vehicle Ao can be determined by detecting the position of the oncoming vehicle Ao a plurality of times based on the output of the radar device 3 and estimating the turning trajectory of the oncoming vehicle Ao. It is calculated based on the vehicle speed Vo. Therefore, the yaw rate γo of the oncoming vehicle Ao cannot be detected by one transmission / reception of the laser device 3, and it takes some calculation time to perform the correction using the yaw rate γo of the oncoming vehicle Ao in equation (9). become. However, as described in step S17 of the flowchart in FIG. 6, the frontal collision avoidance control is performed when the vehicle Ai is traveling substantially straight (when traveling on a straight road). At this time, the yaw rate γo of the oncoming vehicle Ao rarely has a large value. From this, the yaw rate γ of the oncoming vehicle Ao
Sufficient accuracy can be ensured without performing correction using o.

Incidentally, the first contact determination reference value δdn
And the first contact determination reference value δdn and the second contact determination reference value δdx are replaced with the fixed value of the second contact determination reference value δdx.
If the correction is made in the traveling state of the oncoming vehicle Ao, the frontal collision avoidance control can be performed with higher accuracy. That is, the first contact determination reference value δdn is corrected by three correction coefficients k1
Using n, k2n, and k3n, δdn ← k1n · k2n · k3n · δdn (10), and the correction of the second contact determination reference value δdx is 3
Δdx ← k1x · k2x · k3x · δdx (11) using the three correction coefficients k1x, k2x, and k3x.

The correction coefficients k1n and k1x are as shown in FIG.
Is searched based on the time until the collision (contact time tc) and the overall traveling environment level. In an area where the calculation error of the lateral deviation δd is estimated to be small due to the short contact time tc, the correction coefficients k1n and k1x are held at or near 1. In a region where the calculation error of the lateral deviation δd is estimated to be large because the contact time tc is long,
The correction coefficient k1n increases from 1 or near 1 as the contact time tc increases, and the correction coefficient k1x decreases from 1 or near 1 as the contact time tc increases. This is corrected by the overall driving environment level,
At level 1, the correction coefficients k1n and k1x approach 1 and at level 3 the correction coefficients k1n and k1x move away from 1. Because of this, because the time until the collision is long,
Alternatively, in a region where the calculation error of the lateral deviation δd is large due to a high level of the overall traveling environment, the width between the first contact determination reference value δdn and the second contact determination reference value δdx is reduced, and uncertain front collision avoidance control is performed. Can be avoided.

The correction coefficients k2n and k2x are as shown in FIG.
The relative distance L between the own vehicle Ai and the oncoming vehicle Ao from the map shown in FIG.
And the comprehensive driving environment level. In a region where the calculation error of the lateral deviation δd is estimated to be small because the relative distance L is small, the correction coefficients k2n and k2x are held at or near 1. In a region where the calculation error of the lateral deviation δd is estimated to be large because the relative distance L is large,
The correction coefficient k2n increases from 1 or near 1 as the relative distance L increases, and the correction coefficient k2x decreases from 1 or near 1 as the relative distance L increases. A correction based on the total driving environment level is added to this. At level 1, the correction coefficients k2n and k2x are brought closer to 1, and at level 3, the correction coefficients k2n and k2x are kept away from 1. Accordingly, in a region where the calculation error of the lateral deviation δd is large because the relative distance L between the own vehicle Ai and the oncoming vehicle Ao is long or the total traveling environment level is high, the first contact determination reference value δdn and the second contact It is possible to reduce the width between the determination reference values δdx and to avoid performing uncertain front collision avoidance control.

The correction coefficients k3n and k3x are shown in FIG.
Is searched based on the yaw rate γi of the own vehicle Ai and the overall driving environment level. When the yaw rate γi of the vehicle Ai is 0 and the calculation error of the lateral deviation δd is estimated to be small, the correction coefficients k3n and k3x are 1
Alternatively, it is set near 1. Yaw rate γ of own vehicle Ai
When the calculation error of the lateral deviation δd increases with an increase in i, the correction coefficient k3n increases from 1 or near 1, and the correction coefficient k3x decreases from 1 or near 1.
A correction based on the total driving environment level is added to this. At level 1, the correction coefficients k3n and k3x are brought closer to 1, and at level 3, the correction coefficients k3n and k3x are kept away from 1. As a result, the first contact determination reference value δd is obtained in a region where the calculation error of the lateral deviation δd is large because the yaw rate γi of the own vehicle Ai is large or the total traveling environment level is high.
It is possible to reduce the width between n and the second contact determination reference value δdx, and to avoid performing uncertain frontal collision avoidance control.

Next, the "alarm control" of step S23 is performed.
Will be described based on the flowchart of FIG.

First, collision information is received in step S61. The collision information includes contact time tc (time until collision),
Traveling state of the own vehicle Ai and the oncoming vehicle Ao at the contact position P,
And the lateral deviation δd. In the subsequent step S62, a primary alarm is determined, and when the contact time tc becomes, for example, less than 4 seconds,
In step S63, the alarm 5 is operated to start a primary alarm. Subsequently, in step S64, a secondary alarm is determined,
If the contact time tc is less than 3 seconds, for example, step S6
At 5, the alarm 5 is activated to start a secondary alarm. The primary warning is performed when the time margin before the collision is relatively large, and the secondary warning is performed when the time margin before the collision is relatively small, so that the difference is recognized by the driver. In order to change the tone of the buzzer and the color of the lamp. The driver recognizes the danger of the collision by the alarm from the alarm device 5 and can perform a voluntary avoidance operation.

Next, the contents of the "avoidance steering control" in step S24 will be described with reference to the flowchart of FIG.

First, in step S71, the step S
After receiving the collision information as in step 61,
At 72, the start of steering is determined, and the contact time tc is set to a threshold value τ ₀ shorter than the secondary alarm threshold value of 3 seconds (for example, 2.
If less than 2 seconds), a lateral movement amount for avoiding collision is calculated in step S73. This lateral movement amount is basically filled with the current value of the lateral deviation δd calculated in step S48, but an averaging process is performed using the previous value to remove an error.

First, in step S74, the vehicle speed V of the own vehicle Ai
Based on i, a target steering angle δh that does not cause a feeling of strangeness to the driver is obtained. As shown in FIGS. 17 (A) and (B), the avoidance movement is performed after the own vehicle Ai avoids the oncoming vehicle Ao.
The reference value of the lateral movement amount at the time when the contact time tc (threshold value τ ₀ ) has elapsed is determined based on the effect of collision avoidance and the fact that the vehicle does not eventually deviate from the lane. Is set to 2 m, for example. Also, the maximum lateral acceleration YG generated by the avoidance steering is too large or the steering speed is too fast so that the driver does not feel uncomfortable, and the lateral movement of 2 m is performed when τ ₀ has elapsed from the start of the steering. Must be. From the above, in the present embodiment, for example, the maximum lateral acceleration YG is set to about 0.15 G, and the steering cycle is set to about 4 seconds (0.25 Hz).

Thus, the target steering angle δh for collision avoidance
Is given by the following equation, where N is the steering gear ratio and Ks is the stability factor.

[0098]

(Equation 3)

The target steering angle δ given by the above equation (12)
In h, if the direction of the relative angle θ between the own vehicle Ai and the oncoming vehicle Ao is directed from the own vehicle Ai to the oncoming vehicle Ao, it may be insufficient to avoid a collision. Therefore, the target steering angle correction value δ (θ) based on the relative angle θ (FIG. 1)
8), the target steering angle δh in the equation (12) is corrected.

[0100]

(Equation 4)

In the following step S75, the maximum value δhx of the target steering angle δh is calculated based on the map shown in FIG. 19. If the target steering angle δh exceeds the maximum value δhx in step S76, the process proceeds to step S77. The correction is performed such that the upper limit value of the target steering angle δh is limited by the maximum value δhx.
By this correction, when the vehicle speed Vi is high, a large target steering angle δh is adopted, and it is possible to prevent the occurrence of a lateral acceleration that gives a feeling of strangeness to the driver.

In the following step S78, the aforementioned step S7
3 is compared with the lateral movement generated by the target steering angle δh calculated in steps S74 to S77. As a result, when the lateral movement amount of the latter is larger than the lateral movement amount of the former (that is, the lateral deviation δd), that is, the lateral movement amount generated by the target steering angle δh is larger than the lateral movement amount required for collision avoidance. When the target steering angle δh is large,
Is corrected in the decreasing direction. Conversely, when the lateral movement amount of the latter is smaller than the lateral movement amount of the former (that is, the lateral deviation δd), that is, the lateral movement amount generated by the target steering angle δh is smaller than the lateral movement amount necessary for collision avoidance. If smaller, the target steering angle δh is not corrected.

In step S79, the driving of the actuator 17 of the steering device 11 is controlled in accordance with the target steering angle δh in order to avoid a collision with the oncoming vehicle Ao. That is, as shown in FIG. 20, the PI controller to which the deviation between the target steering angle δh and the actual steering angle of the steering device 11 is input performs feedback control of the actuator 17 of the steering device 11 so as to converge the deviation to zero.

Next, a second embodiment of the present invention will be described with reference to FIGS. In the first embodiment, the steering control by the steering control unit M3 is indirectly changed by adding a correction to the determination of the contact possibility determination unit M2 according to the overall traveling environment level. In this example, the steering control by the steering control means M3 is directly changed according to the overall traveling environment level.

As shown in FIG. 23, in the second embodiment, the traveling environment correction is executed in step S80 following the reception of the collision information in step S71 of the avoidance steering control routine. The method of determining the overall driving environment level is the same as in the first embodiment,
The method of changing the steering control is different.

In FIG. 24, the broken line corresponds to level 2 when the total driving environment level is normal, and the solid line indicates the reference lateral movement amount and steering waveform corresponding to level 1 when the total driving environment level is low. ing. When the overall driving environment level is level 1, the steering start timing is set to the normal τ
₀ (2.2 seconds before collision) to τ ₂ (2.5 seconds before collision)
At the same time, the steering amplitude is corrected in the increasing direction to increase the generated lateral acceleration YG from the usual 0.15 G to 0.2 G, and the steering time is further reduced from the usual 4 seconds to 3 seconds. The steering frequency is increased from the usual 0.25 Hz to 0.33 Hz. By the correction, the lateral movement of the vehicle Ai is completed earlier than usual.

As described above, in the case where the overall driving environment level is level 1 which is low, in view of the fact that erroneous determination of the possibility of collision is unlikely to occur, the steering start timing is advanced and the steering amount is increased to thereby reduce the time. It is possible to enhance the collision avoidance effect including a sufficient margin.

In FIG. 25, the broken line corresponds to level 2 when the total driving environment level is normal, and the solid line corresponds to level 3 when the total driving environment level is high. When the overall driving environment level is level 3, the steering start timing is delayed from the normal τ ₀ (2.2 seconds before the collision) to τ ₃ (1.7 seconds before the collision), and at the same time, The steering amplitude is corrected in the decreasing direction so as to reduce the generated lateral acceleration YG from the normal 0.15 G to 0.1 G, the steering time is further increased from the normal 4 seconds to 6 seconds, and the steering frequency is increased to the normal 0.
Decrease from 25 Hz to 0.17 Hz. By the correction, the lateral movement of the vehicle Ai is completed later than usual.

As described above, in the case where the overall traveling environment level is the high level 3, in consideration of the possibility of erroneous determination of the possibility of collision, the steering start timing is delayed and the steering amount is reduced. The collision avoidance control can be weakened to prevent erroneous control, and the driver's spontaneous collision avoidance operation can be prioritized to eliminate discomfort.

Note that the first embodiment and the second embodiment can be combined, and the correction of the criterion for collision determination based on the total traveling environment level and the correction of the steering control strength based on the total traveling environment level can be used together. The level classification of the total traveling environment is not limited to three levels, and the criteria are not limited to the number of lanes of a road, a suburb or an urban area, the degree of curvature of a road, or the degree of congestion of a road.

Although the embodiments of the present invention have been described in detail, various design changes can be made in the present invention without departing from the gist thereof.

[0112]

As described above, according to the first aspect of the present invention, the driving environment is determined by the driving environment determining means, and the control changing means controls the contact avoidance control by the steering control means according to the driving environment. Since the change is made, it is possible to prevent the driver from feeling uncomfortable due to inappropriate contact avoidance control, and to prevent the contact avoidance control from interfering with the driver's voluntary contact avoidance operation.

According to the second aspect of the present invention,
By correcting the judgment result of the contact possibility judging means according to the result of dividing the driving environment into a plurality of levels, the easiness of steering for avoiding contact by the steering control means is changed. Accordingly, the steering is made easier or less likely to be performed, so that appropriate contact avoidance can be performed without giving the driver an uncomfortable feeling.

According to the third aspect of the present invention,
Since it is difficult to determine that the number of lanes on the road is a plurality of lanes on one side, no lane classification, and one lane on each side, it is difficult to determine that there is a possibility of contact, so that the possibility of contact can be accurately determined.

According to the fourth aspect of the present invention,
Since it is more difficult to determine that there is a possibility of contact when the vehicle is traveling in an urban area than in a suburb, it is possible to accurately determine the possibility of contact.

According to the invention described in claim 5,
The higher the degree of bending of the road, the more difficult it is to determine that there is a possibility of contact, so that the possibility of contact can be accurately determined.

According to the invention described in claim 6,
The higher the degree of congestion on the road, the more difficult it is to determine that there is a possibility of contact, so that the possibility of contact can be accurately determined.

According to the invention described in claim 7,
Since the strength of the contact avoidance control by the steering control means is corrected according to the result of dividing the driving environment into multiple levels, the driver can feel uncomfortable by performing the appropriate contact avoidance control according to the driving environment Therefore, contact with oncoming vehicles can be avoided.

Further, according to the invention described in claim 8,
Since the number of lanes on the road is in the order of multiple lanes on one side, no lane classification, and one lane on one side, the amount of delay in the start of steering by the steering control means and the amount of reduction in the amount of steering are increased. Strong contact avoidance control can be performed.

According to the ninth aspect of the present invention,
The amount of delay in the start of steering by the steering control means and the amount of decrease in the amount of steering are increased when the vehicle travels in an urban area compared to when the vehicle is in a suburban area. A strong contact avoidance control can be performed.

According to the tenth aspect of the present invention, as the degree of curvature of the road increases, the amount of delay in starting the steering by the steering control means and the amount of decrease in the amount of steering increase, so that the driving environment can be improved. It is possible to perform contact avoidance control of appropriate strength according to the control.

According to the eleventh aspect of the present invention, as the degree of congestion on the road increases, the amount of delay in the start of steering by the steering control means and the amount of decrease in the amount of steering increase. It is possible to perform contact avoidance control of appropriate strength according to the control.

According to the twelfth aspect, the preceding vehicle and the oncoming vehicle are determined by the relative relationship calculating means, and the number of lanes on the road is determined based on the positions of the preceding vehicle and the oncoming vehicle. Accurate determination of the number of lanes becomes possible.

According to the thirteenth aspect of the present invention, it is determined whether the traveling position of the own vehicle is a suburb or an urban area based on the speed of the own vehicle and the interval from the start to the stop of the own vehicle. , The determination can be made accurately.

According to the fourteenth aspect of the present invention, the degree of bending of the road is determined based on the yaw rate of the own vehicle and the yaw rate of the oncoming vehicle, so that the determination can be made accurately.

According to the fifteenth aspect, the degree of congestion on the road is determined based on the relative distance between the host vehicle and the preceding vehicle and the speed of the host vehicle. Can be.

[Brief description of the drawings]

FIG. 1 is an overall configuration diagram of a vehicle including a driving safety device.

FIG. 2 is a block diagram of a driving safety device.

FIG. 3 is a perspective view of a steering device.

FIG. 4 is an explanatory diagram of functions of an electronic control unit.

FIG. 5 is a block diagram showing a circuit configuration of an electronic control unit.

FIG. 6 is a flowchart of a main routine.

FIG. 7 is a flowchart of a frontal collision avoidance control routine;

FIG. 8 is a flowchart of a turning collision avoidance control routine.

FIG. 9 is a flowchart of a frontal collision determination routine.

FIG. 10 is a flowchart of an alarm control routine.

FIG. 11 is a flowchart of an avoidance steering control routine.

FIG. 12 is a diagram showing details of a collision avoidance control during turning.

FIG. 13 is an explanatory diagram of a calculation method of a lateral deviation δd (when a collision occurs).

FIG. 14 is an explanatory diagram of a calculation method of the lateral deviation δd (when the own vehicle passes the left side of the oncoming vehicle)

FIG. 15 is an explanatory diagram of a calculation method of the lateral deviation δd (when the own vehicle passes the right side of the oncoming vehicle).

FIG. 16 is a map for searching for a correction coefficient of the lateral deviation δd.

FIG. 17 is an explanatory diagram of a calculation method of a target steering angle for avoiding a collision.

FIG. 18 is a map for searching for a target steering angle correction value δ (θ).

FIG. 19 is a map for searching for a maximum steering angle.

FIG. 20 is a block diagram of a control system of the actuator.

FIG. 21 is a flowchart of a driving environment correction routine.

FIG. 22 is a map for searching a driving environment level.

FIG. 23 is a flowchart according to the second embodiment of the present invention, corresponding to FIG. 11;

FIG. 24 is an explanatory diagram of level 1 correction;

FIG. 25 is an explanatory diagram of level 3 correction;

[Explanation of symbols]

Ai vehicle Ao oncoming L relative distance M1 relative relationship calculating means M2 contact possibility determining means M3 steering control means M4 control changing means S ₅ speed sensor (vehicle speed detecting means) Vi vehicle in the vehicle speed Vs relative speed γi vehicle yaw rate γo Yaw rate of oncoming vehicle θ Relative angle (relative position) 3 Radar device (object detecting means) 6 Driving environment determining device (driving environment determining device) 11 Steering device

 ──────────────────────────────────────────────────続 き Continued on the front page F term (reference) 5H180 AA01 CC04 CC12 CC14 CC24 LL01 LL04 LL07 LL08 LL09 5J070 AB24 AC02 AC06 AC11 AD01 AE01 AF03 AK40 BF02 BF03 BF12 BG03

Claims (15)

[Claims] And 1. A object detecting means for detecting an object present in the traveling direction of the vehicle (Ai) (3), a vehicle speed detecting means for detecting a vehicle speed (Vi) of the vehicle (Ai) (S _5), together determine facing car (Ao) based on the detection result and the vehicle speed detecting means by the object detecting means (3) speed of (S ₅₎ by the detected vehicle (Ai) (Vi), the vehicle (Ai)
Position (θ), relative distance (L) between the vehicle and oncoming vehicle (Ao)
A relative relationship calculating means (M1) for calculating a relative relationship consisting of the vehicle speed (Ai) and the oncoming vehicle (Ao) based on the relative relationship calculated by the relative relationship calculating device (M1). Contact possibility determining means (M2) for determining the possibility of contact; and steering of the vehicle (Ai) to avoid contact when the contact possibility determining means (M2) determines that there is a possibility of contact. Steering control means (M) for automatically steering the device (11).
3), a driving environment determining means (6) for determining a driving environment, and a control changing means (M3) for changing the steering control by the steering control means (M3) according to the determination result of the driving environment determining means (6).
4) A driving safety device for a vehicle, comprising: 2. A traveling environment determining means (6) divides the traveling environment into a plurality of levels, and a control changing means (M4) changes the traveling easiness of the steering by the steering control means (M3). The traveling safety device for a vehicle according to claim 1, wherein the determination result of the contact possibility determination unit (M2) is corrected according to the level of the environment. 3. The driving environment is the number of lanes on a road, and the control changing means (M4) determines the contact possibility determination means (M2) in the order of the number of lanes on one side, no lane classification, and one lane on each side. 3. The travel safety device for a vehicle according to claim 2, wherein correction is made so that it is difficult to determine that there is a possibility of contact. 4. The traveling environment indicates whether the traveling position of the own vehicle is in a suburb or an urban area, and the control changing means (M4) is more suitable when the traveling position of the own vehicle is in an urban area. Compared with the case of a suburb, the contact possibility determination means (M2)
3. The travel safety device for a vehicle according to claim 2, wherein correction is made so that it is difficult to determine that there is a possibility of contact. 5. The driving environment indicates the degree of bending of the road, and the control change unit (M4) determines that the higher the degree of bending of the road, the higher the possibility of contact by the contact possibility determination unit (M2). The driving safety device for a vehicle according to claim 2, wherein the correction is performed so that the determination becomes difficult. 6. The driving environment indicates the degree of congestion of a road, and the control change unit (M4) determines that the higher the degree of congestion of the road, the higher the possibility of contact by the contact possibility determination unit (M2). The driving safety device for a vehicle according to claim 2, wherein the correction is performed so that the determination becomes difficult. 7. The driving environment determining means (6) divides the driving environment into a plurality of levels, and the control changing means (M4) controls the degree of contact avoidance control by the steering control means (M3) according to the level of the driving environment. The vehicle safety device according to claim 1, wherein the vehicle safety is corrected. 8. The steering control means (M3), wherein the traveling environment is the number of lanes of a road, and the control changing means (M4) determines that the number of lanes is plural lanes on one side, no lane classification, and one lane on one side.
The driving safety device for a vehicle according to claim 7, wherein a delay amount of the start of the steering due to the steering wheel is increased and a decrease amount of the steering amount is increased. 9. The driving environment indicates whether the traveling position of the own vehicle is in a suburb or an urban area, and the control changing means (M4) is more suitable when the traveling position of the own vehicle is in an urban area. 8. The driving safety device for a vehicle according to claim 7, wherein the amount of delay of the start of steering by the steering control means (M3) is increased and the amount of decrease of the steering amount is increased as compared with the case of a suburb. . 10. The driving environment indicates a degree of bending of a road, and the control changing means (M4) sets a delay amount of the start of steering by the steering control means (M3) as the degree of bending of the road increases. 8. The traveling safety device for a vehicle according to claim 7, wherein the steering amount is increased and the steering amount is decreased. 11. The driving environment indicates a degree of congestion on a road, and the control change unit (M4) sets a delay amount of the start of steering by the steering control unit (M3) as the degree of congestion on the road increases. 8. The driving safety device for a vehicle according to claim 7, wherein the steering amount is increased while the steering amount is decreased. 12. The relative relationship calculating means (M1) is adapted to determine a preceding vehicle based on the detection results of the vehicle speed detecting means of the object detecting means (3) (S _5), the number of lanes of the road The driving safety device for a vehicle according to claim 3 or 8, wherein the determination is made based on the positions of the oncoming vehicle (Ao) and the preceding vehicle. 13. The driving environment determining means (6) includes:
5. The method according to claim 4, further comprising determining whether the traveling position of the vehicle (Ai) is in a suburb or an urban area based on the vehicle speed (Vi) of i) and the interval from the start of the vehicle (Ai) to the stop. Or the driving safety device for a vehicle according to 9. 14. The driving environment determining means (6) includes:
The traveling safety device for a vehicle according to claim 5, wherein the degree of bending of the road is determined based on the yaw rate (γi) of i) and the yaw rate (γo) of the oncoming vehicle (Ao). 15. The driving environment determining means (6) is adapted to determine whether the vehicle (A)
12. The road congestion degree is determined based on a relative distance (L) between i) and a preceding vehicle (Ao) and a vehicle speed (Vi) of the own vehicle (Ai). Vehicle safety device.