JP2002319100A - Device for estimating locus of vehicle, and travel safety device for vehicle using the same - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a vehicle locus estimating device capable of obtaining an estimated locus of an own vehicle near to an actual one even in a stopped condition in a midway of a corner, and a vehicular travel safety device using the same. SOLUTION: This device is provided with a locus estimating means 14 for estimating the locus of the vehicle based on detection results by a yaw rate detecting means 11 and a vehicular speed detecting means 12, a stopping condition determining means 27 for determining whether the vehicle is proceeded from a travel condition to the practically stopped condition or not, and a locus- in-stopping-time estimating means 28 for holding, as the estimated locus of the vehicle, an estimated locus before bringing the stopped condition when the vehicle is determined to be proceeded to the stopped condition by the stopping condition determining means 27.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a vehicle trajectory estimating device for estimating a vehicle trajectory based on a yaw rate and a vehicle speed, and a vehicle driving safety device using the same.

[0002]

2. Description of the Related Art A vehicle trajectory estimating apparatus for calculating a corner R based on a yaw rate and a vehicle speed and estimating the corner R as a trajectory of a host vehicle is disclosed in, for example, Japanese Patent Application Laid-Open No.
There is one disclosed in Japanese Patent Publication No. 54-54. Japanese Patent Application Laid-Open No. H11-48826 discloses a technology related to a technology for recognizing a preceding vehicle and automatically tracking the preceding vehicle by using such a vehicle trajectory estimating device. There is. Further, as an image tracking device that recognizes a preceding vehicle by an image when automatically tracking the preceding vehicle in this way, there is an image tracking device disclosed in, for example, JP-A-6-96397.

In a vehicle trajectory estimating apparatus which calculates a corner R based on a yaw rate and a vehicle speed and estimates the corner R as a trajectory of the own vehicle, the corner R is calculated by the following equation.
That is, the trajectory of the own vehicle is calculated. r = v / y r: corner R [m] v: speed [m / s] y: yaw rate [rad / s] As is clear from this equation, up to the vehicle speed range where it is practically determined that the vehicle is in the stopped state. When trying to estimate the trajectory, there are problems that the sensing values of the vehicle speed and the yaw rate are too small, and the calculated corner R, that is, the estimated trajectory of the own vehicle is not accurate and varies. For this reason, in the vehicle speed range where the vehicle is substantially determined to be in the stopped state, the trajectory of the own vehicle is not estimated based on the above equation, and the trajectory of the own vehicle is unavoidably estimated as a straight line.

[0004]

However, as shown in FIG. 5, when the trajectory X of the vehicle 1 is estimated as a straight line,
When the vehicle is stopped in the middle of a corner, there is a possibility that a so-called erroneous lock may occur in which the oncoming vehicle 2 which is not the preceding vehicle in the straight direction of the own vehicle 1 is recognized as the preceding vehicle.

Accordingly, the present invention provides a vehicle trajectory estimating device capable of obtaining an estimated trajectory of the own vehicle which is close to the actual vehicle even when the vehicle is stopped in the middle of a corner, and a vehicle driving safety device using the same. Aim.

[0006]

In order to achieve the above object, a vehicle trajectory estimating apparatus according to a first aspect of the present invention comprises a yaw rate detecting means for detecting a yaw rate of a vehicle (for example, a yaw rate sensor 11 in the embodiment). Vehicle speed detecting means for detecting the vehicle speed of the vehicle (for example, the vehicle speed / wheel speed sensor 12 in the embodiment); and a locus estimating means for estimating the locus of the vehicle based on the detection results of the yaw rate detecting means and the vehicle speed detecting means. For example, a trajectory estimating unit 14 in the embodiment), and a stop state determining unit (for example, the stop state determining unit 27 in the embodiment) that determines whether the vehicle has shifted from a running state to a substantial stopped state. ), And when the stop state determination means determines that the vehicle has shifted to the stop state, the estimated trajectory before the stop state is determined. Stop track estimating means for holding as a constant locus (e.g. stopped trajectory in Embodiment estimating means 2
8).

Thus, when the stop state determining means determines that the vehicle has substantially shifted to the stopped state, the stop-time trajectory estimating means determines the estimated trajectory before the vehicle is substantially stopped in this manner. It is held as an estimated trajectory. Therefore,
Even when the vehicle is stopped in the middle of a corner, it is possible to obtain an estimated trajectory of the own vehicle that is close to the actual vehicle.

According to a second aspect of the present invention, there is provided the vehicle trajectory estimating apparatus according to the first aspect, wherein the stop state determining means detects that the vehicle speed has been shifted to the stop state by the vehicle speed detecting means. It is characterized in that the determination is made based on the fact that it has fallen below a first predetermined value indicating the high speed lower limit value.

As described above, the stop state determining means determines that the vehicle has actually shifted to the stop state when the vehicle speed detected by the vehicle speed detecting means has decreased below the first predetermined value indicating the lower limit value of the high speed. Therefore, it is possible to accurately and easily determine that the state has shifted to the substantial stop state.

According to a third aspect of the present invention, there is provided a vehicle trajectory estimating apparatus according to the second aspect, wherein the vehicle speed detected by the vehicle speed detecting means indicates a low-speed lower limit lower than the first predetermined value. A vehicle movement determining unit (for example, the vehicle movement determining unit 30 in the embodiment) that determines that the vehicle has moved by a predetermined distance or more in a state where the vehicle is equal to or more than the second predetermined value; It is characterized in that a holding stop means (for example, a holding stop means 31 in the embodiment) for stopping the holding of the estimated trajectory by the stop trajectory estimating means when it is determined that the movement has been made.

When the vehicle movement determining means determines that the vehicle has moved a predetermined distance or more in a state where the vehicle speed is equal to or higher than a second predetermined value indicating a low speed lower limit lower than the first predetermined value, the holding is performed. The stopping means stops holding the estimated trajectory by the stop-time trajectory estimating means.

According to a fourth aspect of the present invention, there is provided the vehicle trajectory estimating apparatus according to the second aspect, wherein the vehicle speed detected by the vehicle speed detecting means is smaller than the first predetermined value indicating the lower limit of the low speed. A vehicle movement determining means (for example, the vehicle movement determining means 30 in the embodiment) for determining that a predetermined time or more has elapsed in a state of being equal to or more than the second predetermined value; When the determination is made, a holding suspending unit (for example, a holding suspending unit 31 in the embodiment) for suspending the holding of the estimated locus by the stop locus estimating unit is provided.

According to this, the vehicle movement determining means determines that the vehicle has moved for a predetermined distance or more after a predetermined time has elapsed while the vehicle speed is equal to or higher than a second predetermined value indicating a low speed lower limit lower than the first predetermined value. When it is determined that the state can be estimated,
The holding stop means stops holding the estimated trajectory by the stop-time trajectory estimating means.

According to a fifth aspect of the present invention, there is provided a vehicle locus estimating apparatus according to the third or fourth aspect, wherein the holding suspending means regards the estimated locus of the vehicle as a straight line when the holding is discontinued. It is characterized by:

Accordingly, the holding canceling means regards the estimated trajectory of the vehicle as a straight line when the holding is stopped. Therefore, when the vehicle moves and it becomes inaccurate to continue using the held estimated trajectory, this is prevented.

According to a sixth aspect of the present invention, there is provided a vehicle safety device using the vehicle trajectory estimating device according to any one of the first to fifth aspects, wherein the vehicle is located in a predetermined area ahead of the vehicle in the traveling direction. Vehicle detecting means for detecting (for example, the millimeter wave radar 19 and the stereo camera 20 in the embodiment)
And a preceding vehicle determining means for determining a vehicle on the trajectory estimated by the trajectory estimating device out of the vehicles detected by the vehicle detecting means as a preceding vehicle (for example, the preceding vehicle determining ECU 2 in the embodiment).
4) and acceleration / deceleration means (for example, the brake hydraulic solenoid 17, the throttle actuator 18, and the acceleration / deceleration means 25 in the embodiment) for accelerating or decelerating the vehicle so as to follow the preceding vehicle determined by the preceding vehicle determination means. It is characterized by having.

Thus, even when the vehicle trajectory estimating apparatus is in a stopped state in the middle of a corner, it can obtain an estimated trajectory of the own vehicle that is close to the actual vehicle. The preceding vehicle determining means can accurately determine the vehicle on the traveling trajectory estimated by the trajectory estimating device as the preceding vehicle, and the acceleration / deceleration means accelerates or decelerates the vehicle to accurately follow the preceding vehicle. become.

A vehicle driving safety device according to a seventh aspect of the present invention uses the vehicle trajectory estimating device according to any one of the first to fifth aspects, and also detects a vehicle in a predetermined area ahead of the vehicle traveling direction. A vehicle detecting means for detecting, a preceding vehicle determining means for determining a vehicle on a trajectory estimated by the trajectory estimating device among vehicles detected by the vehicle detecting means as a preceding vehicle, and a detection result of the vehicle detecting means. A distance calculating means (for example, a preceding vehicle determination ECU 24 and a stereo ranging ECU 23 in the embodiment) for calculating a distance to the detected vehicle, and a distance from the preceding vehicle determined by the preceding vehicle determining means by the distance calculating means. (For example, the notifying unit 2 in the embodiment)
6).

Thus, even when the vehicle trajectory estimating apparatus is in a stopped state in the middle of a corner, it is possible to obtain an estimated trajectory of the own vehicle that is close to the actual state. The preceding vehicle determining means can accurately determine the vehicle on the trajectory estimated by the trajectory estimating device as the preceding vehicle, and the distance calculating means can calculate the distance to the accurate vehicle.

[0020]

DESCRIPTION OF THE PREFERRED EMBODIMENTS An embodiment of the present invention will be described below with reference to FIGS. FIG. 1 shows a vehicle to which the present embodiment is applied. A yaw rate sensor (yaw rate detecting means) 11 for detecting a yaw rate of the vehicle is provided at a rear portion of the vehicle, and corresponds to a wheel. A vehicle speed / wheel speed sensor (vehicle speed detecting means) 12 for detecting the vehicle speed and the wheel speed of the vehicle from the rotation pulses of the wheels and the like is provided at the position.
Is provided.

A control ECU 15 including a trajectory estimating means 14 shown in FIG. 2 for estimating the trajectory of the own vehicle (vehicle) based on the detection results of the yaw rate sensor 11 and the vehicle speed / wheel speed sensor 12 is provided at the rear of the vehicle. Have been.

At the front of the vehicle, a brake hydraulic solenoid (acceleration / deceleration means) 17 for controlling the braking force of the vehicle is provided.
A throttle actuator (acceleration / deceleration means) 18 for controlling acceleration or deceleration of the vehicle is provided. In addition, the front end of the vehicle receives the reflected wave from the millimeter-wave object transmitted forward to detect the object including the vehicle in a predetermined radar detection area at a relatively long distance ahead in the vehicle traveling direction. Millimeter-wave radar (vehicle detecting means) 19 is provided.

Further, a stereo camera (vehicle detecting means) 20 for detecting an object including a vehicle in a predetermined camera detection area at a relatively long distance ahead of the vehicle in the vehicle traveling direction is provided at the position of the rearview mirror in the vehicle. An indicator 21 for displaying a warning display or the like to the driver on the instrument panel, switches 22 shown in FIG. 2 in which an operation input is performed by the driver in the vicinity of the indicator 21, a buzzer or A notification means 26 such as a warning lamp shown in FIG. 2 is provided.

In addition, a stereo ranging ECU for calculating the distance between the host vehicle and an object in the camera detection area (ie, the distance from the host vehicle to the detected vehicle) from the image received by the stereo camera 20 is provided at the rear of the vehicle. (Distance Calculating Means) The distance between the vehicle and an object in the radar detection area (that is, the distance from the vehicle to the detected vehicle) is calculated from the millimeter wave radar 19 transmitting and receiving millimeter waves. At the same time, the stereo camera 20 or the millimeter-wave radar 19 is calculated based on the distance between the object and the object in the camera detection area calculated by the stereo ranging ECU 23 and the trajectory estimated by the trajectory estimating device 14.
Has a preceding vehicle determination ECU (preceding vehicle determining means, distance calculating means) 24 for determining a vehicle on the trajectory estimated by the trajectory estimating device 14 from among the vehicles detected by the vehicle.

As shown in FIG. 2, the control ECU 15
Acceleration / deceleration means 25 is provided for controlling the brake hydraulic solenoid 17 or the throttle actuator 18 to accelerate or decelerate the vehicle so as to follow the preceding vehicle determined by the preceding vehicle determination ECU 24.

The control ECU 15 receives the detection results from the yaw rate sensor 11 and the vehicle speed / wheel speed sensor 12 and the operation results of the switches 22. The above-described trajectory estimating means 14 for estimating the trajectory of the vehicle based on the detection results of the sensor 11 and the vehicle speed / wheel speed sensor 12 and the operation results of the switches 22 is provided.

In this embodiment, the control ECU 15
A stop state determining means 27 for determining whether or not the vehicle has shifted from a running state to a substantially stopped state (hereinafter referred to as a substantially stopped state); And a stop-time trajectory estimating means 28 for holding the estimated trajectory immediately before the vehicle enters the substantially stopped state as the estimated trajectory of the vehicle when it is determined that the vehicle has shifted to the stop state. Note that the stop state determining means 27 determines that the vehicle speed / wheel speed sensor 12 has detected that the vehicle has shifted to the substantially stopped state, and the vehicle speed has decreased below a first predetermined value (specifically, 5 km / h) indicating a high speed lower limit value. It is determined by the following.

In this embodiment, the control ECU 15
In a state where the vehicle speed detected by the vehicle speed / wheel speed sensor 12 is equal to or higher than a second predetermined value (specifically, 0.4 km / h) indicating a low-speed lower limit lower than the first predetermined value, Vehicle movement determining means 30 for determining that the vehicle has traveled a distance (specifically, 20 m) or more; and that the vehicle has traveled a predetermined distance or more while the vehicle speed is at or above a second predetermined value. When it is determined, the holding suspension means 3 for stopping the holding of the estimated trajectory by the stop-time trajectory estimating means 28
1 is provided. The holding canceling means 31 regards the estimated trajectory of the vehicle as a straight line when holding is stopped.

The yaw rate sensor 11, the vehicle speed / wheel speed sensor 12, and the trajectory estimating means 1 of the control ECU 15
4. Stop state determination means 27, stop trajectory estimation means 28,
The vehicle movement determining means 30 and the holding suspending means 31 constitute a vehicle trajectory estimating device 33.

The trajectory estimating device 33, the millimeter wave radar 19, the stereo camera 20, the stereo distance measuring EC
U23, the preceding vehicle determination ECU 24, and the acceleration / deceleration means 25 of the control ECU 15 constitute a traveling safety device 34 for the vehicle.

Next, the process of selecting the used vehicle locus (corner R) by the above-described locus estimating device 33 will be described with reference to the flowchart of FIG.

First, based on the detection result of the vehicle speed / wheel speed sensor 12, the stop state determining means 27 determines whether or not the vehicle speed VSP of the own vehicle is 5 km / h or more, which is the first predetermined value indicating the lower limit value of the high speed. Is determined (step S1). And VSP
If ≧ 5 km / h, that is, if the vehicle speed is high, a flag f_vycnrcal indicating that the vehicle speed is high is set (step S2). The first predetermined value of 5 km / h is a minimum vehicle speed at which an accurate sensing value can be obtained from the yaw rate sensor 11 and the vehicle speed / wheel speed sensor 12, in other words, the vehicle speed at which the vehicle can be determined to be in a running state ( In other words, when the vehicle speed falls below the first predetermined value, it can be determined that the vehicle is in a substantially stopped state), and is set according to the accuracy of the yaw rate sensor 11 and the vehicle speed / wheel speed sensor 12.

Then, DRUN indicating the mileage of the vehicle used in step S13 to be described later is reset (step S3) and set to "do not use the trajectory before stopping" (step S4).

Next, it is determined whether or not the trajectory before the stop is used (step S5). In this case, since "not use the trajectory before the stop" is set in step S4,
From the detection result of the vehicle speed / wheel speed sensor 12, the vehicle speed VS of the own vehicle is obtained.
P is the first predetermined value indicating the high speed lower limit value, 5 km / h
It is determined whether or not this is the case (step S6). In this case, since VSP ≧ 5 km / h, based on the vehicle speed VSP based on the detection result of the vehicle speed / wheel speed sensor 12 and the detection result of the yaw rate sensor 11, the trajectory of the vehicle ( (Corner R) is calculated (Step S)
7). r = v / y r: corner R [m] v: speed [m / s] y: yaw rate [rad / s]

On the other hand, in step S1, VSP ≧ 5
km / h, that is, if the vehicle is at a low speed that can be determined to be substantially stopped, a flag f_v indicating that the vehicle speed is high.
It is determined whether or not ycnrcal is set (step S8). If the flag f_vycnrcal is set, the vehicle speed was high in the previous control cycle and switched to low vehicle speed in the current control cycle. D indicating the mileage of the vehicle used in step S13
The RUN is reset (step S9).

Then, in step S8, the flag f_
When vycnrcal is not set and after step S9, the flag f_vycnrcal is reset (step S10), and the vehicle speed VSP of the own vehicle is determined from the detection result of the vehicle speed / wheel speed sensor 12 to a second predetermined value indicating the low speed lower limit value. Is determined to be 0.4 km / h or more (step S11). When VSP ≧ 0.4 km / h, that is, when 5 km / h> VSP ≧ 0.4 km / h, the vehicle is controlled to 3.6 with respect to DRUN indicating the traveling distance of the vehicle in the previous control cycle. DRUN is rewritten to a value obtained by adding a value obtained by dividing the vehicle speed VSP by a value obtained by multiplying the time Ts corresponding to the processing cycle of the cycle (step S12). That is, the distance traveled at a low vehicle speed between the previous control cycle and the current control cycle is integrated.

In step S11, VSP ≧ 0.4 km / h
If not, that is, if the vehicle speed is extremely low, and after step S12, the vehicle movement determining means 30 determines whether the integrated distance DRUN traveled at the low vehicle speed is equal to or greater than a predetermined distance of 20 m (step S13). The predetermined distance of 20 m is set to a travel distance allowable in setting the estimated trajectory, and may be set to 10 m, 30 m, or the like. If DRUN ≧ 20 m, the travel distance is within an allowable range, so that “use the trajectory before stopping” is set (step S14).

Next, in step S5, it is determined whether or not the trajectory before stopping is used.
Since “use trajectory before stop” is set in 4, the stop-time trajectory estimating means 28 uses the own vehicle trajectory (corner R) set in the previous control cycle (step S15). That is, the estimated trajectory before the vehicle actually stops is held as the estimated trajectory of the own vehicle.

On the other hand, in step S13, DRRUN ≧ 20
If it is m, it is determined that the traveling distance at the low vehicle speed has become an unacceptable level, DRUN is set to 20 m (step S16), and the holding suspension means 31 is set to "do not use the trajectory before stopping". (Step S17).

Next, in step S5, it is determined whether or not the trajectory before stopping is used.
7, the setting is made such that "the trajectory before stopping is not used". Therefore, in step S6, the vehicle speed / wheel speed sensor 1
From the detection result of 2, it is determined whether or not the vehicle speed VSP of the own vehicle is equal to or more than a first predetermined value indicating a high speed lower limit value of 5 km / h. In this case, VSP ≧ 5 km / h is not satisfied, in other words, since the vehicle speed VSP is lower than the first predetermined value, it is determined that the own vehicle trajectory (corner R) is a straight line (step S18).

Based on the own vehicle trajectory estimated as described above, the preceding vehicle determination ECU 24
When it is determined that the vehicle on the estimated vehicle trajectory among the vehicles detected by the stereo camera 20 is the preceding vehicle, the control ECU
15 means that the acceleration / deceleration means 25 is the preceding vehicle determination ECU 24
The vehicle is accelerated or decelerated so as to follow the preceding vehicle determined in step (1).

In the vehicle trajectory estimating device 33 of the embodiment described above, when the stop state determining means 27 determines that the vehicle has shifted to the substantially stopped state, the stationary trajectory estimating means 28
Holds the estimated trajectory before the vehicle is substantially stopped as the estimated trajectory of the vehicle. Therefore, as shown in FIG. 4, even when the vehicle is in a stopped state in the middle of a corner, it is possible to obtain an estimated trajectory X of the own vehicle 1 which is close to the actual vehicle, and the oncoming vehicle 2
Therefore, the preceding vehicle can be correctly determined without erroneous locking. In addition, since it is not necessary to add a steering angle sensor, it is possible to minimize an increase in cost.

Further, the vehicle speed detected by the vehicle speed / wheel speed sensor 12 by the vehicle stop / state determination means 27 to detect that the vehicle has actually shifted to the vehicle stop state is the first predetermined value indicating the high speed lower limit value of 5k.
Since the determination is made based on the fact that it has fallen below m / h, it is possible to accurately and easily determine that the vehicle has shifted to a substantial stop state.

Further, the vehicle movement judging means 30 determines whether the vehicle speed is higher than or equal to 0.4 km / h, which is a second predetermined value indicating a low speed lower limit lower than 5 km / h, which is the first predetermined value. When it is determined that has moved a predetermined distance of 20 m or more, the holding stop means 31 stops holding the estimated trajectory by the stop-time trajectory estimating means 28. Therefore,
This can be prevented when the vehicle moves at a low speed and it becomes inaccurate to continue using the held estimated trajectory.

Here, the vehicle movement determining means 30 is operated for a predetermined time in a state where the vehicle speed detected by the vehicle speed / wheel speed sensor 12 is equal to or more than a second predetermined value smaller than a first predetermined value indicating a low speed lower limit value. In addition to the configuration in which it is determined that the elapsed time has elapsed, when the holding suspension means 31 determines that the predetermined time has elapsed by the vehicle movement determining means 30, the holding trajectory estimation means 28 holds the estimated trajectory. You may stop it.

Even with such a configuration, the vehicle movement determining means 30 moves the vehicle for a predetermined distance or more after the predetermined time has elapsed while the vehicle speed is equal to or higher than the second predetermined value smaller than the first predetermined value. When it is determined that the state can be estimated, the holding stop means 31 stops holding the estimated trajectory by the stop-time trajectory estimating means 28, so that the vehicle moves at a low speed and the held estimated trajectory is used. If it becomes inaccurate to keep doing so, this can be prevented.

Further, in the vehicle trajectory estimating device 33 of the present embodiment, the holding suspension means 31 regards the estimated trajectory of the vehicle as a straight line when the holding is stopped, so that the vehicle moves and is held. If it becomes inaccurate to continue using the estimated trajectory, this can be prevented and the estimated trajectory can be optimized at that time.

Further, in the vehicle driving safety device 34 of the present embodiment, the vehicle trajectory estimating device 33 can obtain an estimated trajectory of the own vehicle which is actually close even when the vehicle is stopped in the middle of a corner. When the vehicle is started from a stopped state in the middle of a corner, the preceding vehicle determination ECU 24 can accurately determine the vehicle on the traveling locus estimated by the locus estimating device 33 as the preceding vehicle, and the acceleration / deceleration means 25 The vehicle is accelerated or decelerated to follow the preceding vehicle. Therefore, accurate follow-up traveling can be performed even when the vehicle is started from a stopped state in the middle of a corner.

The trajectory estimating device 33, the millimeter wave radar 19, the stereo camera 20, the stereo ranging ECU 23 and the preceding vehicle determining ECU 24 are used as the vehicle safety device 34, and the stereo ranging ECU 23 is used.
When the distance between the preceding vehicle determined by the preceding vehicle determination ECU 24 and the own vehicle, which is detected by the preceding vehicle determination ECU 24, becomes equal to or less than a predetermined value, the control ECU 15 issues a notification by the notification means 34 such as a buzzer or a warning lamp. You may make it perform.

With this configuration, even when the vehicle trajectory estimating device 33 is in a stopped state in the middle of a corner, it is possible to obtain an estimated trajectory of the own vehicle that is close to the actual vehicle. When starting from the state, the vehicle on the trajectory estimated by the trajectory estimating device 33 is determined by the preceding vehicle determination ECU 24.
Can be accurately determined as the preceding vehicle, and the stereo ranging E
Since the CU 23 and the preceding vehicle determination ECU 24 can calculate the distance to an accurate vehicle, even when the vehicle starts from a stopped state in the middle of a corner, when the distance from the preceding vehicle becomes equal to or less than a predetermined value, the CU 23 and the preceding vehicle determination ECU 24 can accurately calculate the distance. Can be notified.

[0051]

As described in detail above, claim 1 of the present invention
According to the vehicle locus estimating device described above, when it is determined by the stop state determination means that the vehicle has substantially shifted to a stop state,
The stop-time trajectory estimating means holds the estimated trajectory before the vehicle is substantially stopped as the estimated trajectory of the vehicle. Therefore, even when the vehicle is stopped in the middle of a corner, an estimated trajectory of the own vehicle that is close to the actual vehicle can be obtained, and the preceding vehicle can be correctly determined. In addition, since it is not necessary to add a steering angle sensor, it is possible to minimize an increase in cost.

According to the vehicle trajectory estimating device of the second aspect of the present invention, the vehicle speed detecting means detects that the stop state determining means has shifted to a substantial stop state, and the vehicle speed indicates the high speed lower limit value. Since the determination is made based on the fact that it has fallen below one predetermined value of 5 km / h, it is possible to accurately and easily determine that the vehicle has shifted to a substantial stop state.

According to the vehicle trajectory estimating device of the third aspect of the present invention, the vehicle movement judging means determines that the vehicle speed is equal to or higher than the second predetermined value indicating the lower speed lower limit lower than the first predetermined value. When it is determined that the vehicle has moved a predetermined distance or more,
The holding stop means stops holding the estimated trajectory by the stop-time trajectory estimating means. Therefore, when the vehicle moves at a low speed and it becomes inaccurate to continue using the held estimated trajectory, this can be prevented.

According to the vehicle trajectory estimating device of the fourth aspect of the present invention, the vehicle movement judging means determines that the vehicle speed is equal to or higher than the second predetermined value indicating the low speed lower limit lower than the first predetermined value. When it is determined that the predetermined time has elapsed and the vehicle can be estimated to have traveled the predetermined distance or more, the holding stop means stops holding the estimated trajectory by the stop-time trajectory estimating means. Therefore, when the vehicle moves at a low speed and it becomes inaccurate to continue using the held estimated trajectory, this can be prevented.

According to the vehicle trajectory estimating device of the fifth aspect of the present invention, when the holding is stopped, the holding stop means regards the estimated trajectory of the vehicle as a straight line. Therefore, when the vehicle moves and it becomes inaccurate to keep using the held estimated trajectory, it is possible to prevent this, and to optimize the estimated trajectory at that time.

According to the vehicle traveling safety device according to the sixth aspect of the present invention, the vehicle trajectory estimating apparatus can obtain an estimated trajectory of the own vehicle that is close to the actual vehicle even when the vehicle is stopped in the middle of a corner. Therefore, when the vehicle starts from a stopped state in the middle of a corner, the preceding vehicle determining means can accurately determine the vehicle on the traveling locus estimated by the locus estimating device as the preceding vehicle, and the acceleration / deceleration means can accurately determine The vehicle is accelerated or decelerated to follow the preceding vehicle. Therefore, accurate follow-up traveling can be performed even when the vehicle is started from a stopped state in the middle of a corner.

According to the vehicle traveling safety device of the present invention, the vehicle trajectory estimating device can obtain an estimated trajectory of the own vehicle which is close to the actual vehicle even when the vehicle is stopped in the middle of a corner. Therefore, when starting from a stopped state in the middle of a corner, the vehicle on the trajectory estimated by the trajectory estimating device can accurately determine the preceding vehicle as the preceding vehicle, and the distance calculating device can determine that the vehicle is accurate. On the other hand, a distance can be calculated. Therefore, even at the time of starting from a stopped state in the middle of a corner, it is possible to accurately notify when the distance from the preceding vehicle becomes equal to or less than a predetermined value.

[Brief description of the drawings]

FIG. 1 is a perspective view showing an embodiment of the present invention.

FIG. 2 is a block diagram showing one embodiment of the present invention.

FIG. 3 is a flowchart showing control contents of a trajectory estimating device according to an embodiment of the present invention.

FIG. 4 is a plan view showing an estimated trajectory by the trajectory estimating device according to one embodiment of the present invention.

FIG. 5 is a plan view showing a trajectory estimated by the trajectory estimating device.

[Explanation of symbols]

11 yaw rate sensor (yaw rate detecting means) 12 vehicle speed / wheel speed sensor (vehicle speed detecting means) 14 trajectory estimating means 15 control ECU (distance calculating means) 17 brake hydraulic solenoid (acceleration / deceleration means) 18 throttle actuator (acceleration / deceleration means) 19 mm Wave radar (vehicle detection means) 20 stereo camera (vehicle detection means) 23 stereo ranging ECU (distance calculation means) 24 preceding vehicle determination ECU (preceding vehicle determination means, distance calculation means) 25 acceleration / deceleration means (acceleration / deceleration means) 26 Informing means 27 Stop state determining means 28 Trajectory estimating means at stop 30 Vehicle movement determining means 31 Holding stopping means

Continued on the front page (51) Int.Cl. ⁷ Identification symbol FI Theme coat II (reference) B60R 21/00 626 B60R 21/00 626B 626D F02D 29/02 301 F02D 29/02 301D G08B 21/00 G08B 21/00 H (72) Inventor Shigeru Inoue 1-4-1 Chuo, Wako-shi, Saitama F-term in Honda R & D Co., Ltd. (Reference) 3D044 AA25 AC01 AC26 AC59 AD04 AE04 3G093 BA23 BA24 DB00 DB02 DB05 DB06 DB16 EA09 FA11 FB05 5C086 AA54 BA22 CA21 CA25 DA08 DA16 5H180 AA01 CC04 CC12 CC14 LL01 LL02 LL04 LL07 LL09

Claims (7)

[Claims] 1. A yaw rate detecting means for detecting a yaw rate of a vehicle, a vehicle speed detecting means for detecting a vehicle speed of the vehicle, a trajectory estimating a trajectory of the vehicle based on detection results of the yaw rate detecting means and the vehicle speed detecting means. Means,
A stop state determining means for determining whether or not the vehicle has shifted from a running state to a substantial stop state; and determining that the vehicle has shifted to the stop state by the stop state determining means. And a stop-time locus estimating means for holding the estimated locus before the stop state as the estimated locus of the vehicle. 2. The method according to claim 1, wherein the stop state determination unit determines that the vehicle has shifted to the stop state by determining that a vehicle speed detected by the vehicle speed detection unit has decreased below a first predetermined value indicating a high speed lower limit value. The vehicle trajectory estimating device according to claim 1, wherein: 3. A vehicle for determining that a vehicle has moved a predetermined distance or more in a state where a vehicle speed detected by the vehicle speed detecting means is equal to or higher than a second predetermined value indicating a lower speed lower limit value lower than the first predetermined value. When the vehicle movement determining unit determines that the vehicle has moved by the predetermined distance or more, the vehicle movement determining unit includes a holding stop unit that stops holding the estimated locus by the stop locus estimating unit. The vehicle trajectory estimating device according to claim 2. 4. A vehicle movement judgment for judging that a predetermined time or more has elapsed in a state where a vehicle speed detected by the vehicle speed detecting means is equal to or more than a second predetermined value indicating a low speed lower limit lower than the first predetermined value. And a holding stop means for stopping holding of the estimated trajectory by the stop trajectory estimating means when the vehicle movement determining means determines that the predetermined time has elapsed. The vehicle trajectory estimating device according to any one of the preceding claims. 5. The vehicle trajectory estimating device according to claim 3, wherein said holding suspending means regards the estimated trajectory of the vehicle as a straight line when the holding is discontinued. 6. A vehicle detection means for using a vehicle trajectory estimating device according to any one of claims 1 to 5, for detecting a vehicle in a predetermined area in front of the vehicle in a traveling direction, and wherein the vehicle detection means detects the vehicle. Preceding vehicle determining means for determining a vehicle on the trajectory estimated by the trajectory estimating device as a preceding vehicle among the vehicles, and accelerating or decelerating the vehicle to follow the preceding vehicle determined by the preceding vehicle determining means. A traveling safety device for a vehicle, comprising: means for performing acceleration / deceleration. 7. A vehicle detecting means for detecting a vehicle in a predetermined area ahead of the vehicle in the vehicle traveling direction, using the vehicle trajectory estimating device according to claim 1. Preceding vehicle determining means for determining a vehicle on the trajectory estimated by the trajectory estimating device as a preceding vehicle, and distance calculating means for calculating a distance to the vehicle detected based on the detection result of the vehicle detecting means And a notifying means for notifying when the distance from the preceding vehicle determined by the preceding vehicle determining means by the distance calculating means is equal to or less than a predetermined value.