JP2000171560A - Drawing-in preventive device for vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To obtain a drawing-in preventive device, for a vehicle, by which a dangerous region can be set by precisely estimating a swiveling track even in a transient period up to a steady swiveling operation from the start of a swiveling operation. SOLUTION: This drawing-in preventive device for a vehicle is provided with a future swiveling-track computing part 72 which computes the future swiveling track of the vehicle on the basis of an actual steering angle detected by a steering-angle detection means and on the basis of a speed detected by a vehicle-speed detection means. In addition, it is provided with a dangerous-region setting part 73 in which a dangerous region through which the vehicle is passed after a prescribed time is set on the basis of a future swiveling track calculated by the future-swiveling-track computing part 72. In addition, it is provided with a scan- type radar means 3 which is used to recognize the circumference of the vehicle. In addition, it is provided with an obstacle recognition part 71 which recognizes an obstacle captured by the scan-type radar means 3. In addition, it is provided with a control means 7 which comprises a judgment part which judges whether the obstacle recognized by the obstacle recognition part 71 exists in the dangerous region. The future-swiveling-track computing part 72 finds an actual steering angular velocity on the basis of the actual steering angle, and it computes the future swiveling track of the vehicle on the basis of the actual steering angle, on the basis of the actual steering angular velocity and on the basis of the vehicle speed.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an apparatus for preventing a vehicle such as a truck from being involved in an obstacle such as a human body when the vehicle is bent while traveling.

[0002]

2. Description of the Related Art When a vehicle bends while traveling, the turning locus of a front wheel is different from the turning locus of a rear wheel, and the turning locus of a rear wheel comes inside the turning locus of a front wheel. The difference between the turning trajectory of the front wheels and the turning trajectory of the rear wheels is greater for vehicles with longer wheelbases such as trucks, and accidents such as contact with and obstacles such as people when bending are likely to occur. In particular, vehicles with a driver's seat located on the right side of the driver's cab are difficult to see the left rear wheel,
The driver must carefully drive while checking the left rear wheel, especially when turning left. In order to solve such a problem, a proposal has been made to detect an obstacle approaching the vehicle when the vehicle is bent and to warn the driver when the danger level is high to alert the driver. It is disclosed in Japanese Unexamined Patent Publication No. Hei 5-266400, Japanese Unexamined Patent Publication No. Hei 7-291064, and the like.

[0003] JP-A-5-266400 discloses that
An obstacle detection method of a vehicle is disclosed in which a steering angle is detected, a calculation is performed within a range in which the vehicle travels based on the detected steering angle, and an alarm is issued when an obstacle is detected in the range.
Also, Japanese Patent Application Laid-Open No. Hei 7-291064 discloses that a steering angle and a vehicle speed are detected, a danger zone is calculated based on the detected steering angle and the vehicle speed, and an alarm is generated when an obstacle is detected in the danger zone. An alarm device for a vehicle is disclosed.

[0004]

The techniques disclosed in the above publications calculate the turning trajectory on the assumption that the vehicle is making a steady turn when the vehicle is bent. However, when turning the vehicle, since the driver is turning while turning the steering wheel at a certain rotational acceleration, the turning locus during the transition from the start of turning to the steady turning is the turning locus during the steady turning. And different. Therefore, with the techniques disclosed in the above publications that calculate the turning trajectory on the assumption that the vehicle is turning normally, it is not possible to calculate the turning trajectory during the transition from the start of turning to the steady turning. . For this reason, it is difficult to accurately set the danger zone, and accordingly, the danger zone is set wider from the viewpoint of safety. If the danger zone is set wider, an alarm is issued even when the danger level is low, which is troublesome, and the driver tends to neglect even when the danger level is high.

The present invention has been made in view of the above-mentioned circumstances, and a main technical problem thereof is to set a dangerous area by accurately predicting a turning trajectory even during a transition from the start of turning to a steady turning. It is an object of the present invention to provide a vehicle entanglement prevention device which can perform the following.

[0006]

According to the present invention, in order to solve the above-mentioned main technical problems, a steering angle detecting means for detecting a steering angle of a steering device and a vehicle speed detecting means for detecting a running speed of a vehicle. A future turning trajectory calculating unit for calculating a future turning trajectory of the vehicle based on the actual steering angle detected by the steering angle detecting means and the speed detected by the vehicle speed detecting means; A dangerous area setting unit for setting a dangerous area through which the vehicle passes after a predetermined time based on the future turning trajectory; a scanning radar unit for recognizing the periphery of the vehicle; and an obstacle captured by the scanning radar unit. A control unit having an obstacle recognition unit to recognize, and a determination unit to determine whether an obstacle recognized by the obstacle recognition unit exists in the dangerous area;
Alarm means for alarming when an obstacle is present in the danger area by the determination unit, wherein the future turning trajectory calculation unit of the control means obtains an actual steering angular velocity from the actual steering angle, and A device for preventing the vehicle from being caught, wherein a future turning locus of the vehicle is calculated based on the angle, the actual steering angular speed and the vehicle speed.

The future turning trajectory calculating section calculates a steering angle at predetermined time intervals from the actual steering angular velocity, calculates a turning radius based on the calculated steering angle, and calculates a future turning of the vehicle from the turning radius. Calculate the trajectory. The danger area setting unit sets a danger area where the vehicle passes after a predetermined time based on the future turning locus and the vehicle speed detected by the vehicle speed detection means. The vehicle obstacle recognition unit calculates a moving speed vector of the obstacle from a plurality of measurements. The vehicle further includes a vehicle stopping means for stopping the vehicle, wherein the dangerous area setting unit includes a first dangerous area having a higher risk and a second dangerous area having a second risk.
Is set, and when the determination unit determines that the obstacle is present in the second danger region, the alarm unit is activated, and the determination unit determines that the obstacle is present in the first danger region. When it is determined that the vehicle is stopped, it is desirable to operate the vehicle stopping means.

[0008]

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a perspective view of an anti-roll-up device for a vehicle constructed in accordance with the present invention.

FIG. 1 is a block diagram of a vehicle anti-entanglement device constructed in accordance with the present invention, and FIG. 2 shows a vehicle equipped with the anti-entanglement device shown in FIG. The vehicle 2 shown in FIG. 2 has a front wheel 2a having one axis and a rear wheel 2a.
b is a two-axle general commercial vehicle. In the illustrated embodiment, the vehicle 2 is provided with a scanning laser radar 3 for recognizing the periphery of the vehicle at the rear left portion of the cab 2c. The scanning laser radar 3 having a wide search range is used. Note that the scanning laser radar 3 has no detection capability in the height direction, and can detect an object at a specific height from the ground. Further, the vehicle 2 includes a steering angle sensor 4 for detecting a steering wheel steering angle, a vehicle speed sensor 5 for detecting a running speed of the vehicle, and a yaw rate sensor 6 for detecting a rotation speed when the vehicle is turning. Has been established.

The vehicle 2 in the illustrated embodiment has a control means 7. The control means 7 controls the scanning
A future turning trajectory of the vehicle is calculated based on detection signals from an obstacle recognition unit 71 for recognizing an object from an image scanned by the laser radar 3 and the steering angle sensor 4, the vehicle speed sensor 5, the yaw rate sensor 6, and the like. A future turning trajectory calculating section 72, a dangerous area setting section 73 for setting a dangerous area through which the vehicle passes after a predetermined time based on the data from the obstacle recognizing section 71 and the future turning trajectory calculating section 72; A determination unit 74 that determines whether the obstacle recognized by the unit 71 exists in the dangerous area. Further, the vehicle 2 in the illustrated embodiment includes an alarm unit 8 and a vehicle stopping unit 9 that are controlled to operate by the control unit 7. In the illustrated embodiment, the alarm unit 8 includes an audio alarm unit 81 and a visual alarm unit 82. In addition, vehicle stopping means 9
Is means for forcibly operating the braking device of the vehicle.

As a result output from the scanning laser radar 3, information on the direction of the laser reflected from a certain part (point) of the object and the distance thereof can be obtained. For example, as shown in FIG. 3, when the vehicle 2 is about to turn left at an intersection, if the motorcycle 10a, the traffic light 10b, and the pedestrian 10c are in the state shown in the figure on the left side of the vehicle, the scanning laser radar 3 The detection information of the measurement points as shown in FIG. 4 can be obtained. The obstacle recognition unit 71 of the control unit 7 recognizes the object detected by the scanning laser radar 3 in this manner.
As shown in FIG.
The points detected by the laser radar 3 that are close to each other are grouped, the size of the vehicle or the like is grasped in advance, and a comparison is made between the points to determine whether the point is a vehicle or an obstacle.
In addition, the obstacle recognition unit 71 labels the group of points grouped as described above, and compares the grouped points with the newly grouped points based on the next sampling information from the scanning laser radar 3 to check the labeled object. Is calculated. By shortening the sampling period, it is possible to calculate an absolute moving velocity vector of the object.

Next, a method of predicting a future turning locus of the vehicle 3 by the future turning locus calculating section 72 will be described with reference to FIG. Assuming that the wheelbase of the vehicle 2 is L, the turning radius of the rear wheels during the steady rotation of the vehicle 2 can be geometrically obtained by the following equation (1). Here, ρ is a turning radius, δ is an actual steering angle, V is a vehicle speed, A is a stability factor, and c is a correction term. In the case of a small passenger car having a single rear axle or a general commercial vehicle having a so-called Ackerman steering geometry in which the turning center of the front and rear wheels of the vehicle is one point as shown in FIG. The correction term c is not required, and in this case, the correction term c is 1. On the other hand, in the case of commercial vehicles, the number of wheel axles is large, and few vehicles have Ackerman steering geometry. It has been experimentally confirmed that the above expression (1) is substantially satisfied by multiplying the wheelbase or the actual steering angle by the correction term c in the low speed region. Therefore, it is necessary to determine the correction term c for the wheelbase for each vehicle. For this purpose, the turning trajectory of the actual vehicle may be measured and the correction term c may be obtained by comparing with the above equation (1), or the correction term c may be obtained by comparing with a simulation result based on a highly accurate vehicle motion equation. Is also good. As described above, the future turning trajectory of the vehicle 2 can be predicted by obtaining the turning radius ρ of the rear wheel during turning of the vehicle.

Here, a method of predicting the future turning trajectory of the tractor 20 and the trailer 22 towed by the tractor 20 shown in FIG. 7 will be described. Assuming that the wheel base of the tractor 20, which is the length from the front wheel 20a axis of the tractor 20 to the rear wheel 20b axis, is L1, the tractor 2
The turning radius ρ ₁ of the rear wheel during the steady rotation of 0 can be obtained geometrically by the following equation (2). Here, δ is the actual steering angle, V is the vehicle speed, A is the stability factor, and c is the correction term. The length of the wheelbase of the trailer 22, which is the length from the king pin 21 connecting the tractor 20 and the trailer 22 to the rear wheel 22b axis of the trailer 22, is L2, and the length from the rear wheel 20b axis of the tractor 20 to the king pin 21 is L2. Assuming that the kingpin offset is a, the turning radius ρ ₂ of the rear wheel during the steady rotation of the trailer 22 can be obtained geometrically by the following equation (3).

On the other hand, the turning locus during the transition from the start of turning to the steady turning is different from the turning locus during the steady turning. That is, when the vehicle 3 is to be turned, the driver turns while turning the steering handle at a certain rotational angular velocity. Therefore, the future turning trajectory is directly obtained by using the above equations (1), (2) and (3). Can not be asked. Therefore,
It is desirable to predict a turning trajectory during a transition to a steady turning. Hereinafter, prediction of a turning trajectory during a transition to a steady turning will be described. At the time t, the actual steering angle δ (the actual steering angle δ corresponds to the steering wheel steering angle detected by the steering angle sensor 4) and the vehicle speed V are assumed to be constant during the next time interval Δt. , The turning radius ρ is obtained by the above equation (1) from the actual steering angle δ and the vehicle speed V, and r · Δt is obtained from the turning radius ρ and the yaw rate r detected by the yaw rate sensor 6. The trajectory can be obtained by the angle of. The yaw rate is a rotation speed when the vehicle turns, and may be obtained from the vehicle speed V and the turning radius ρ (r = V ·
ρ). Further, at the next time step Δt, if the differential value of the actual steering angle δ at the time t is dδ, the actual steering angle δ becomes δ + dδ · Δt
And this can be used to newly determine the turning radius ρ. By repeating this, the turning radius ρ at the time of transition to the steady turning is calculated as ρ as shown in FIG.
1, ρ2, ρ3, ρ4.

Next, the setting of the danger area through which the vehicle passes after a predetermined time by the danger area setting unit 73 will be described. The danger zone in the present invention is a range in which a turning vehicle passes after a specific time. Therefore, this danger area is basically calculated based on the future turning locus of the rear wheels of the vehicle and the turning speed of the vehicle calculated in the above-described future turning locus prediction of the vehicle. First, the position at which the rear wheel of the vehicle reaches after a specific time is calculated by predicting the future turning trajectory of the vehicle described above, and the range occupied by the entire vehicle at that time geometrically from the position of the rear wheel at that time is also calculated. Can be. That is, as shown in FIG. 9, the range in which the vehicle passes after the specified time T0 seconds is the first danger area E1 having a high degree of danger.
The range that passes after + T1 seconds is the second risk region E2 with the next highest risk, and the range that passes after T0 + T1 + T2 seconds is the third risk region E3 with the lowest risk. However, there is a possibility that an object near the vehicle may suddenly approach the vehicle. In consideration of this, the first dangerous area E1 having a higher degree of danger is uniformly within D0 than the vehicle, and the range of D0 + D1 is the second highest danger area. This is the second dangerous area E2.

Next, the determination of the degree of danger by the determination unit 74 will be described. If the obstacle recognized by the obstacle recognition unit 71 exists in the first dangerous area E1 after the specified time T0 seconds, it is determined that the degree of risk is high because there is a possibility of collision. In addition, the obstacle recognized by the obstacle recognition unit 71 is moved to the second state after the specified time T0 + T1 seconds.
If the obstacle exists in the third dangerous area E3 after the specified time T0 + T1 + T2 seconds, the degree of risk is determined. Judge as small. In this determination, the position after a specific time is calculated based on the moving speed vector calculated by the above-described object recognition in consideration of the fact that the obstacle recognized by the obstacle recognition unit 71 is moving. Then, interference with the dangerous area is determined.

Next, the operation of the control means 7 will be described with reference to the flow charts shown in FIGS. The control means 7 inputs the actual steering angle δ detected by the steering angle sensor 4 (the actual steering angle δ corresponds to the steering wheel steering angle detected by the steering angle sensor 4) and stores it in a memory. (Step S1), and the actual steering angular velocity dδ, which is a differential value of the actual steering angle δ, is stored in a memory (step S2). The control means 7
Stores the vehicle speed v detected by the vehicle speed sensor 5 and the yaw rate r detected by the yaw rate sensor 6 in a memory (step S3 and step S3).
4). After detecting the driving state of the vehicle in this way, the control means 7 proceeds to step S5 to determine whether or not the vehicle speed V is lower than the predetermined vehicle speed V0, ie, whether or not the vehicle is running at a low speed to bend. Check if. If the vehicle speed v is equal to or higher than the predetermined vehicle speed V0, it is determined that no bending is performed, and the process returns to step S1. If the vehicle speed V is lower than the predetermined vehicle speed V0, the control means 7 proceeds to step S6, and the actual steering angular speed dδ
Alternatively, it is checked whether the actual steering angle δ is greater than a predetermined actual steering angular velocity dδ0 or a predetermined actual steering angle d0, that is, whether the vehicle is in a bent state. The actual steering angular velocity dδ or the actual steering angle δ is equal to the predetermined actual steering angular velocity dδ0 or the predetermined actual steering angle d0.
In the following cases, it is determined that the vehicle is not bent, and the process returns to step S1. If the actual steering angular velocity dδ or the actual steering angle δ is larger than the predetermined actual steering angular velocity dδ0 or the predetermined actual steering angle d0, the control means 7 determines that the vehicle is turning and proceeds to step S7 to proceed to step S7. Calculate the turning locus.
This future turning trajectory is calculated by the future turning trajectory calculation unit 72 as described above.

The turning trajectory during the transition from the start of turning to the steady turning will now be described with reference to the explanatory diagram of a general commercial vehicle shown in FIG. 12 and the flowcharts shown in FIGS. A coordinate system for calculating a future turning trajectory of the rear wheels of the vehicle during a transition to a steady turning will be described with reference to FIG. Assume a coordinate system (X, Y) having an origin at the position of the rear wheel. In FIG. 12, (Xn, Yn) indicates the future position of the n-th rear wheel. The turning radius ρn of the n-th rear wheel can be obtained by the following equation (4). Here, ρn is the turning radius, L is the wheelbase, V is the vehicle speed, A is the stability factor, and δn is the n-th steering angle calculated from the actual steering angle δ and the actual steering angular velocity dδ. FIG.
In the equation, θn indicates the n-th inclination (turning angle) of the vehicle with respect to the XY coordinate system. The turning trajectory during the transition to the steady turning will be described with reference to the flowcharts shown in FIGS. 13 and 14 using these symbols.

The future turning locus calculation unit 72 of the control means 7
First, in step P1, initial values of respective parameters are set. Note that (CXn, CYn) is the n-th turning center, which is (0, ρn) in the initial state. If the initial setting is made in step P1, the future turning trajectory calculating unit 72 increments n in step P2, and proceeds to step P3 to obtain the n-th turning angle θn of the vehicle turning (θn = θn-1 + r ·).
Δt). Next, the future turning trajectory calculation unit 72 performs step P4
To the n-th turning angle θn obtained in step P3.
Is not more than π / 2, that is, the turning angle θn of the vehicle is 90 °
Check if: The turning angle θn of the vehicle is 90
If it is larger than °, it is determined that the vehicle has completely turned around the intersection, and the flow shifts to step S8 in the flowcharts shown in FIGS. The turning angle θn of the vehicle is 90 °
In the following cases, it is determined that the vehicle has not completely turned around the intersection, and the future turning trajectory calculation unit 72 proceeds to step P5 to calculate the n-th steering angle δn by integrating the actual steering angular velocity dδ (δn = .delta.n-1 + d.delta..DELTA.t). It should be noted that Δt at this time is a minimum time step.

After calculating the n-th steering angle δn as described above, the future turning trajectory calculating section 72 proceeds to step P6, and determines whether (δn × δn-1) is equal to or less than zero (0). That is, it is checked whether or not the sign of the steering angle is inverted from the sign of the (n-1) th steering angle. If the sign of the steering angle is inverted from the sign of the (n-1) th steering angle, the future turning trajectory calculation unit 72 determines that the vehicle is not turning any more, and the future turning trajectory calculation unit 72 proceeds to step P.
Proceeding to step S7, steps P7 to P10 are executed. That is, assuming that the vehicle advances linearly until n becomes Nmax, the XY coordinate position (X
n = Xn-1 + (Xn-1-Xn-2), Yn = Yn-1 + (Y
n-1 -Yn-2)) is calculated, and when n reaches Nmax, the flow shifts to step S8 in the flowcharts shown in FIGS.

In step P6, the steering angle is n-1.
If the sign is not inverted, the turning trajectory calculation unit 72 determines that the vehicle is turning and the future turning trajectory calculation unit 72 proceeds to step P1.
The program proceeds to 1 to calculate the turning radius ρn of the n-th rear wheel from the n-th steering angle δn from the above equation (2). Then, the future turning trajectory calculation unit 72 proceeds to step P12 and proceeds to step P1.
2 and step P13 are executed. That is, based on the (n-1) th turning radius ρn-1 and the turning center CXn-1 and the turning angle θn of the nth vehicle, the XY coordinate position (Xn) of the future turning locus of the nth vehicle rear wheel is obtained. = Ρn-1 · sin (θn) + CX
n-1, Yn = ρn-1 · cos (θn) + CYn-1). This calculation result is stored in the memory as data of the future turning locus of the rear wheels of the vehicle. Next, the future turning trajectory calculation unit 72 proceeds to Step P14 and executes Steps P14 to P16. That is, X- of the n-th turning center
The Y coordinate position is defined as n-th rear wheel future turning locus position and n-
Calculated from the first turning center (CXn = (1-α) ·
Xn + α · CXn−1, CYn = (1−α) · Yn + α ·
CYn-1). When the n-th turning center has been calculated in this way, the future turning trajectory calculation unit 72 proceeds to step P2
And Steps P2 to P16 are repeatedly executed.

After executing steps P1 to P16, which are the subroutines for calculating the future turning locus in step S7 as described above, the control means 7 proceeds to step S8 and sets a danger area. As described above, the dangerous area is set in the first dangerous area E1, the second dangerous area E2, and the third dangerous area E3 by the dangerous area setting unit 73 as described above.

Next, the control means 7 proceeds to step S9, and the obstacle recognition section 71 recognizes the object based on the information detected by the scanning laser radar 3 as described above. The number of recognized objects in this object recognition is m
Number. Then, the control means 7 executes steps S10 and S11 and checks whether or not the number of n = 1st recognized objects has reached m. Since the number of the first recognized objects has not reached m, the control means 7 proceeds to step S12 to calculate the position of the nth recognized object after Δt seconds from the moving speed vector. The position of this recognition object after Δt seconds is
It is calculated by the obstacle recognition unit 71 as described above.

If the position of the recognition object after Δt seconds has been calculated in step S12, the control means 7 proceeds to step S1.
Steps 3 to S19 are executed to determine the degree of risk.
The determination of the degree of danger is performed by the determination means 74 as described above.
Done by The determination unit 74 first determines in step S13
In the above, whether the degree of danger is high, that is, the obstacle recognized by the obstacle recognizing unit 71 is the first time after the specific time T0 seconds,
It is determined whether or not it exists in the dangerous area E1. If the obstacle exists in the first dangerous area E1, there is a possibility of collision, so it is determined that the degree of risk is high, and the process proceeds to step S14, where the vehicle stopping means 9 is operated to stop the vehicle and terminate. In step S13, the obstacle is the first dangerous area E
If it does not exist in step S1, the determination means 74 determines in step S1
5 to determine whether the vehicle is in the danger level, that is, the obstacle recognition unit 71
Then, it is determined whether or not the obstacle recognized in the second dangerous area E2 after the specified time T0 + T1 seconds.
When the obstacle exists in the second dangerous area E2, it is determined that the degree of danger is in the middle, and the process proceeds to step S16 to activate the audible alarm means 81 to warn the driver of the danger. In step S15, the obstacle is in the second dangerous area E
If it does not exist in step S2, the determination unit 74 proceeds to step S17.
To determine whether the degree of danger is small, that is, the obstacle recognition means 71
The obstacle recognized by the specified time T0 + T1 + T2
After a lapse of seconds, it is determined whether or not it exists in the third dangerous area E3. When the obstacle exists in the third dangerous area E3, it is determined that the degree of danger is in the middle, and the process proceeds to step S18 to activate the visual warning means 82 to warn the driver. In this way, when the risk determination is performed, the control unit 7 proceeds to step S19, increments n, returns to step S11, and executes steps S11 to S19 for the number m of object recognition. Thereafter, the process returns to step S1.

[0025]

The vehicle entanglement prevention apparatus according to the present invention is constructed as described above, and has the following effects.

That is, the future turning trajectory calculating section calculates the actual turning angular velocity from the actual steering angle and calculates the future turning trajectory of the vehicle based on the actual steering angle, the actual steering angular velocity and the vehicle speed. The turning trajectory can be accurately predicted even during the transition up to the transition. Therefore, it is not necessary to set the danger zone wider from the viewpoint of safety, and it is possible to eliminate the inconvenience that an alarm is issued even when the danger degree caused by setting the danger zone is wide is low.

[Brief description of the drawings]

FIG. 1 is a schematic plan view of a vehicle equipped with a entanglement prevention device configured according to the present invention.

FIG. 2 is a block diagram of a entanglement prevention device configured according to the present invention.

FIG. 3 is an explanatory diagram showing a state in which the vehicle shown in FIG. 1 turns left at an intersection.

FIG. 4 is an explanatory diagram showing measurement points of an object detected by a scanning laser radar mounted on the vehicle in a state where the vehicle shown in FIG. 3 turns left.

FIG. 5 is an explanatory diagram showing a moving speed vector of an object while grouping measurement points of the object as shown in FIG. 4;

FIG. 6 is an explanatory diagram for describing a future turning locus when the vehicle shown in FIG. 1 turns.

FIG. 7 is an explanatory diagram for describing a future turning trajectory at the time of turning of the trailer pulled by the contactor and the tractor.

FIG. 8 is an explanatory diagram for describing a future turning trajectory during a transition from a turning start of the vehicle shown in FIG. 1 to a steady turning.

FIG. 9 is an explanatory diagram for explaining a danger area when the vehicle shown in FIG. 1 turns.

FIG. 10 is a partial flowchart showing an operation procedure of a control unit constituting the entanglement prevention device constituted according to the present invention.

FIG. 11 is a partial flowchart showing an operation procedure of control means constituting the entanglement prevention device constituted according to the present invention.

FIG. 12 is an explanatory diagram for explaining a future turning locus and a turning center during a transition from a start of turning of the vehicle shown in FIG. 1 to a steady turning.

FIG. 13 is a partial flowchart showing an operation procedure for calculating a future turning trajectory during a transition from the start of turning to the steady turning of the control means constituting the entanglement preventing device constituted according to the present invention.

FIG. 14 is a partial flowchart showing an operation procedure for calculating a future turning trajectory during a transition from the start of turning to the steady turning of the control means constituting the entanglement preventing device constituted according to the present invention.

[Explanation of symbols]

 2: Vehicle 2a: Front wheel 2b: Rear wheel 3: Scanning laser radar 4: Steering angle sensor 5: Vehicle speed sensor 6: Yaw rate sensor 7: Control means 71: Obstacle recognition unit 72: Future turning trajectory calculation unit 73: Danger Area setting unit 74: Judgment unit 8: Warning means 81: Audible warning means 82: Visual warning means 9: Vehicle stopping means 20: Tractor 20a: Tractor front wheel 20b: Tractor rear wheel 21: King pin 22: Trailer 22b: Trailer rear wheel

[Procedure amendment]

[Submission date] January 22, 1999 (1999.1.2
2)

[Procedure amendment 1]

[Document name to be amended] Statement

[Correction target item name] 0012

[Correction method] Change

[Correction contents]

Next, a method of predicting a future turning locus of the vehicle 3 by the future turning locus calculating section 72 will be described with reference to FIG. Assuming that the wheelbase of the vehicle 2 is L, the turning radius of the rear wheels during the steady rotation of the vehicle 2 can be geometrically obtained by the following equation (1).

(Equation 1) Here, ρ is a turning radius, δ is an actual steering angle, V is a vehicle speed, A is a stability factor, and c is a correction term. In the case of a small passenger car having a single rear axle or a general commercial vehicle having a so-called Ackerman steering geometry in which the turning center of the front and rear wheels of the vehicle is one point as shown in FIG. The correction term c is not required, and in this case, the correction term c is 1. On the other hand, in the case of commercial vehicles, the number of wheel axles is large, and few vehicles have Ackerman steering geometry. It has been experimentally confirmed that the above expression (1) is substantially satisfied by multiplying the wheelbase or the actual steering angle by the correction term c in the low speed region. Therefore, it is necessary to determine the correction term c for the wheelbase for each vehicle. For this purpose, the turning trajectory of the actual vehicle may be measured and the correction term c may be obtained by comparing with the above equation (1), or the correction term c may be obtained by comparing with a simulation result based on a highly accurate vehicle motion equation. Is also good. As described above, the future turning trajectory of the vehicle 2 can be predicted by obtaining the turning radius ρ of the rear wheel during turning of the vehicle.

[Procedure amendment 2]

[Document name to be amended] Statement

[Correction target item name] 0013

[Correction method] Change

[Correction contents]

Here, a method of predicting the future turning trajectory of the tractor 20 and the trailer 22 towed by the tractor 20 shown in FIG. 7 will be described. Assuming that the wheel base of the tractor 20, which is the length from the front wheel 20a axis of the tractor 20 to the rear wheel 20b axis, is L1, the tractor 2
The turning radius ρ1 of the rear wheel during the steady rotation of 0 can be obtained geometrically by the following equation (2).

(Equation 2) Here, δ is the actual steering angle, V is the vehicle speed, A is the stability factor, and c is the correction term. The length of the wheelbase of the trailer 22, which is the length from the king pin 21 connecting the tractor 20 and the trailer 22 to the rear wheel 22b axis of the trailer 22, is L2, and the length from the rear wheel 20b axis of the tractor 20 to the king pin 21 is L2. If the kingpin offset is a, then the turning radius ρ2 of the rear wheel during the steady rotation of the trailer 22 can be obtained geometrically by the following equation (3).

(Equation 3)

[Procedure amendment 3]

[Document name to be amended] Statement

[Correction target item name] 0018

[Correction method] Change

[Correction contents]

The turning trajectory during the transition from the start of turning to the steady turning will now be described with reference to the explanatory diagram of a general commercial vehicle shown in FIG. 12 and the flowcharts shown in FIGS. A coordinate system for calculating a future turning trajectory of the rear wheels of the vehicle during a transition to a steady turning will be described with reference to FIG. Assume a coordinate system (X, Y) having an origin at the position of the rear wheel. In FIG. 12, (Xn, Yn) indicates the future position of the n-th rear wheel. The turning radius ρn of the n-th rear wheel can be obtained by the following equation (4).

(Equation 4) Here, ρn is the turning radius, L is the wheelbase, V is the vehicle speed, A is the stability factor, and δn is the n-th steering angle calculated from the actual steering angle δ and the actual steering angular velocity dδ. FIG.
In the equation, θn indicates the n-th inclination (turning angle) of the vehicle with respect to the XY coordinate system. The turning trajectory during the transition to the steady turning will be described with reference to the flowcharts shown in FIGS. 13 and 14 using these symbols.

Claims (5)

[Claims] 1. A steering angle detecting means for detecting a steering angle of a steering device, a vehicle speed detecting means for detecting a running speed of a vehicle, and an actual steering angle detected by the steering angle detecting means and detected by the vehicle speed detecting means. A future turning trajectory calculating unit that calculates a future turning trajectory of the vehicle based on the determined speed, and a danger of setting a danger area through which the vehicle passes after a predetermined time based on the future turning trajectory calculated by the future turning trajectory calculation unit An area setting unit, scanning radar means for recognizing the surroundings of the vehicle, an obstacle recognition unit for recognizing an obstacle captured by the scanning radar means, and an obstacle recognized by the obstacle recognition unit. Control means having a determining unit for determining whether or not the vehicle is in the dangerous area; and warning means for warning when the obstacle is present in the dangerous area by the determining unit; The future turning trajectory calculation unit of the means obtains an actual steering angular speed from the actual steering angle, and calculates a future turning trajectory of the vehicle based on the actual steering angle, the actual steering angular speed, and the vehicle speed. Vehicle entanglement prevention device. 2. The future turning trajectory calculating section calculates a steering angle at predetermined time intervals from the actual steering angular velocity, calculates a turning radius based on the calculated steering angle, and calculates a vehicle turning radius from the turning radius. 2. The vehicle entanglement prevention device according to claim 1, wherein a future turning trajectory of the vehicle is calculated. 3. The danger area setting unit sets a danger area through which the vehicle passes after a predetermined time based on the future turning locus and the traveling speed detected by the vehicle speed detection means.
The vehicle entanglement prevention device according to claim 1. 4. The apparatus according to claim 1, wherein the vehicle obstacle recognition unit calculates a moving speed vector of the obstacle from a plurality of measurements. 5. A vehicle stopping means for stopping a vehicle,
The danger area setting unit sets a first danger area with the highest danger level and a second danger area with the next highest danger level, and the determination unit determines that the obstacle is present in the second danger area. 2. The vehicle entanglement prevention device according to claim 1, wherein said alarm means is activated at a time, and said vehicle stopping means is activated when said determination unit determines that said obstacle exists in said first danger area.