JP2006099409A - Navigation system for avoiding deviation due to contact - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a navigation system for avoiding deviation due to contact that is capable of precisely avoiding any obstacle that coincides with the trajectory of a vehicle by three-dimensionally determining the trajectory. <P>SOLUTION: A predicted three-dimensional trajectory is determined by capturing the trajectory of the vehicle three-dimensionally. If the predicted three-dimensional trajectory overlaps with an obstacle, an avoidance path is calculated. This makes it possible to precisely avoid the obstacle that coincides with the actual trajectory of the vehicle. When the obstacle is a recess in the surface of a road or a protruding object of low height, a determination is made as to whether or not the trajectories of all the wheels of the vehicle pass through the obstacle and the avoidance path is determined depending on whether or not the shape of the vehicle makes contact with the obstacle according to the predicted three-dimensional trajectory that was captured three-dimensionally. In this way it is possible to calculate the avoidance path that takes the vehicle height into account. <P>COPYRIGHT: (C)2006,JPO&NCIPI

Description

  The present invention recognizes the shape of the ground surface around the vehicle and the shape of the obstacle three-dimensionally, and if there is an obstacle on the predicted travel line of the host vehicle, the driver can avoid the obstacle. The present invention relates to a driving support device that supports driving. For example, driving assistance that guides the operating method to the driver so as to avoid the vehicle from coming into contact with an obstacle such as a curb or guides the operating method to the driver so as to avoid derailing to the side groove It relates to the device.

  When driving a car, you must avoid contact with other cars and obstacles, or slipping off to the ditch. However, in recent years, large passenger cars such as RVs and SUVs are increasing, the blind spots at the feet around the vehicles are widened, and driving difficulty is increasing.

  In order to reduce this driving difficulty, visual support devices such as a side blind monitor with a camera in the side mirror and a back guide monitor with a camera behind the vehicle have been proposed to change the blind spot into the visible region. ing. This is to support the driver to determine whether there is an obstacle or the like in the blind spot by photographing the part that becomes a blind spot of a normal driver with a camera and displaying it on the navigation screen (for example, patents) Reference 1).

  However, in such a system, when driving the vehicle, the driver must determine the presence or absence of an obstacle, determine the driving route of the vehicle, and perform an operation for traveling along the route, Although it provides judgment materials to the driver, it is not sufficient to reduce driving difficulty. In particular, it is difficult for a driver who is not good at driving to determine a driving route based on assistance from the visual assistance device.

  Therefore, when there is something that can be an obstacle such as a narrow road width on the front road, the ideal travel locus is obtained based on a two-dimensional map of the obstacle around the vehicle, and a predetermined time is determined from the steering angle at that time. By determining the vehicle position later and displaying the images superimposed on each other, the driver is informed of the difference between the ideal travel locus and the actual predicted vehicle locus, and what operation the driver should perform. The driving assistance apparatus shown is proposed. (For example, refer to Patent Document 2).

Such a driving support device makes it possible to easily recognize the possibility of avoiding an obstacle, and to quickly and easily recognize the driving operation that the driver should perform from now on.
Japanese Patent Application Laid-Open No. 2004-082873 JP-A-11-16097

  However, since the driving assistance apparatus disclosed in Patent Document 2 only analyzes the predicted traveling locus of the host vehicle and the road ahead in two dimensions, sufficient driving assistance cannot be performed.

  For example, even if the predicted travel path and the obstacle overlap, the predicted travel path does not overlap the obstacle when the height of the obstacle is lower than the lower surface of the vehicle and the vehicle straddles the obstacle. The ideal travel path is not always ideal.

  Even if the side groove overlaps with the expected travel locus, the locus that the wheel actually passes (hereinafter referred to as the wheel locus) and the side groove do not overlap, but the side groove and the vehicle body locus simply overlap. In some cases. For example, even if the trajectory passes through a gutter or curb so that the lower surface of the vehicle does not come into contact, there may be no problem in traveling if the wheel does not come off or touch the curb.

  In view of the above points, an object of the present invention is to provide a driving support device that can three-dimensionally capture a vehicle travel locus and accurately avoid an obstacle that matches the vehicle travel locus.

  In order to achieve the above object, in the invention described in claim 1, the three-dimensional shape recognition means for recognizing a road surface and an obstacle around the vehicle in three dimensions, and information on the vehicle including the shape of the vehicle are stored. Based on the stored information relating to the vehicle, the three-dimensional predicted traveling locus estimating means for estimating the three-dimensional predicted traveling locus of the vehicle and the three-dimensional predicted traveling locus obtained by the three-dimensional predicted traveling locus estimating means overlap with the obstacle. When the detection means detects that the three-dimensional predicted traveling locus overlaps with an obstacle, the avoidance route calculation means for obtaining an avoidance route for avoiding the obstacle and the avoidance route calculation means And a notification means for notifying the operation method of the vehicle so that the vehicle traces the avoidance route.

  In this way, a three-dimensional predicted traveling locus that three-dimensionally captures the vehicle traveling locus is obtained, and when this three-dimensional predicted traveling locus overlaps an obstacle, an avoidance route is obtained. For this reason, it is possible to accurately avoid an obstacle that matches the actual vehicle travel locus.

  For example, as shown in claim 2, the three-dimensional shape recognition means includes an imaging means for imaging the outside of the vehicle, a sensor capable of measuring a distance and a direction in three dimensions, and a sensor provided on a part of the surface of the vehicle. It is configured by any one or a plurality of combinations. In addition, as shown in claim 3, the three-dimensional shape recognition means can also recognize an obstacle by obtaining information from the outside of the vehicle.

  Further, the three-dimensional predicted traveling locus estimation means, as shown in claim 4, is a vehicle traveling state including any one or more of vehicle speed, accelerator opening, steering angle information, turning angle information, and traveling direction acceleration. A vehicle travel state can be obtained based on the physical quantity indicated, and a three-dimensional predicted travel locus can be estimated based on the vehicle travel state.

  In the fifth aspect of the invention, the three-dimensional predicted traveling locus estimation means estimates a wheel locus on which all wheels of the vehicle are assumed to pass on the road surface, and the three-dimensional shape recognition means A concave portion existing on the road surface as an object is also recognized, and when the obstacle is a concave portion existing on the road surface, the detection unit determines whether the wheel locus obtained by the wheel locus estimation means passes through the concave portion. The avoidance route calculation means is characterized in that when the detection unit detects that the wheel trajectory passes through the recess, the avoidance route calculation means obtains an avoidance route such that the wheel trajectory does not pass through the recess.

  As described above, when the obstacle is a concave portion existing on the road surface or a convex object having a low height, the avoidance route depends on whether or not the wheel trajectory of all the wheels passes through the obstacle. Asking for. For this reason, when the obstacle is a concave portion present on the road surface, an avoidance route in which the wheel does not derail or the like can be obtained. In the case of a convex object with a low height, it is possible to obtain an avoidance path so that all wheels do not contact the low convex object and the lower surface of the host vehicle does not contact the convex object.

  In this case, as shown in claim 6, the three-dimensional predicted traveling locus estimation means stores position information of all wheels as information relating to the vehicle, and includes vehicle speed, accelerator opening, steering angle information, turning angle information, Obtaining a vehicle running state based on a physical quantity indicating a vehicle running state including any one or a plurality of accelerations in a traveling direction, and estimating a wheel locus of all wheels based on position information of all wheels and the vehicle running state. it can.

  In addition, as described in claim 7, the notification means is any one of a sound generation device that performs notification by sound, an image display device that performs notification by displaying an image, and a device that performs notification using a marker attached to a steering wheel. Or it consists of a plurality of combinations. Further, as shown in claim 8, notification may be performed by controlling the steering assist force of the steering, and as shown in claim 9, notification is made by limiting the steering direction of the steering. It may be what performs.

  According to such a notification means, as shown in claim 10, before starting the notification of the operation method, it is also possible to notify whether or not the driving support by the notification of the operation method can be normally performed. Thereby, the driver can know whether or not driving assistance can be received.

  For example, as shown in claim 11, vehicle speed determination means for determining whether or not the vehicle speed exceeds a predetermined threshold is provided, and the vehicle speed exceeds the predetermined threshold at the vehicle speed determination means. When it is determined that the vehicle is in the driving state, the notification means that the driving support cannot be normally performed can be performed. That is, even when trying to recognize the three-dimensional shape of the road ahead, the vehicle passes through a place where the obstacle may exist than the time required to recognize the obstacle when recognizing the three-dimensional shape. The avoidance guide cannot be performed when the vehicle speed is faster as the time to perform is shorter. Therefore, when the vehicle speed exceeds the threshold value, notification that the driving assistance cannot be normally performed may be performed.

  In the invention described in claim 12, there is provided an input means for inputting a driver's will to determine whether or not to provide driving assistance, and the notifying means notifies whether or not to provide driving assistance, and accordingly When the driver's will of driving assistance is input through the input means, the operation method is notified.

  Thus, driving assistance may be performed only when the driver inputs an intention to assist driving through the input means.

  In addition, as shown in claim 13, three-dimensional recognition of the road surface and obstacles around the vehicle by the three-dimensional shape recognition means, estimation of the three-dimensional predicted travel path by the three-dimensional predicted travel path estimation means, The detection that the three-dimensional predicted traveling locus overlaps with the obstacle by the detecting means is repeatedly performed at regular time intervals as the vehicle advances, and an avoidance route for avoiding the obstacle is obtained according to the result. The avoidance route calculation is performed, and based on this calculation, the notification content in the notification means is updated. As a result, appropriate driving assistance can be performed at any time as the vehicle progresses.

  In the invention according to claim 14, even if the avoidance route calculation means recognizes that the obstacle exists by the three-dimensional shape recognition means, the obstacle is considered to be a three-dimensional predicted traveling locus of the vehicle in height. In the case where they do not overlap, the avoidance route is obtained by a route passing through the upper part of the obstacle without contacting all the wheels and the vehicle with the obstacle. In addition, a route for avoiding contact with the upper part of the vehicle is obtained.

  As described above, when the obstacle does not overlap with the three-dimensional predicted traveling locus of the vehicle in height, the avoidance route may be obtained by a route passing through the upper part or the lower part of the obstacle.

  That is, as shown in claim 15, it is detected whether or not all the wheels overlap with an obstacle, and if they do not overlap, an avoidance route is found by a route passing through the upper part of the obstacle. When the vehicle overlaps an obstacle, an avoidance route is obtained so that all the wheels do not overlap the obstacle and the obstacle does not overlap the three-dimensional predicted traveling locus of the vehicle in height.

  In the invention according to claim 16, the three-dimensional shape recognition means recognizes the position and height of the wheel stopper, and detects whether or not the wheel stopper contacts the vehicle shape by the detection means. The avoidance route calculation means is characterized in that the vehicle is guided so as to be stopped immediately before the wheel stopper so that the vehicle shape and the wheel stopper do not come into contact with each other.

  In this way, it is possible to guide the vehicle so that the vehicle can be stopped immediately before the wheel stopper, corresponding to the wheel stopper. In this case, if it is likely to come into contact with the wheel stopper, the vehicle can be decelerated so as to be stopped just before the vehicle contacts the wheel stopper by brake control or the like.

(First embodiment)
FIG. 1 shows a block configuration of a contact derailment avoidance navigation system to which an embodiment of the present invention is applied.

  As shown in FIG. 1, the contact derailment avoidance navigation system includes a three-dimensional shape recognition unit 11, a traveling state recognition unit 12, a vehicle shape information recording unit 13, a control unit 14, a notification unit 15, and an input unit 16. It has a configuration.

  The three-dimensional shape recognition unit 11 recognizes the three-dimensional shape and positions of the ground surface and obstacles around the vehicle, and outputs the recognized contents to the control unit 14 as data. The three-dimensional shape recognition unit 11 is, for example, any one of a passive sensor such as a camera, a radio wave type, an ultrasonic type, a laser type, an infrared type active type sensor, or a surface sensor using the vehicle surface as a sensor. Or by using a plurality of these sensors at the same time and combining the results of the plurality of sensors to recognize a three-dimensional shape. Alternatively, the three-dimensional shape recognition unit 11 recognizes the three-dimensional shape by communicating with an information source outside the vehicle via radio.

  The traveling state recognition unit 12 recognizes a physical quantity indicating the vehicle traveling state such as the vehicle speed, the accelerator opening, the steering angle information or the turning angle information, and the traveling direction acceleration, and outputs the recognized content to the control unit 14 as data. Is. For example, the traveling state recognition unit 12 recognizes the vehicle speed using a vehicle speed sensor or a wheel speed sensor, recognizes steering angle information from the detection result from the steering sensor, recognizes turning angle information from the output of the gyro, and The accelerator opening is recognized by a pedal stroke sensor, and the traveling direction acceleration is recognized from the acceleration sensor.

  The vehicle shape information recording unit 13 records the three-dimensional shape, dimensions, and wheel positions of the host vehicle in advance, and outputs the stored contents to the control unit 14 as data. The contents recorded in the vehicle shape information recording unit 13 are different for each vehicle type.

  The input unit 16 is for inputting a signal according to the intention of the driver whether or not to provide driving assistance. Specifically, before starting driving support, the input unit 16 asks the driver whether or not to perform driving support, and inputs the driver's determination result via the input unit 16. For example, the input unit 16 receives an input corresponding to the driver's will through voice recognition, a touch panel, a button, and the like, and transmits a signal indicating the input to the control unit 14.

  Based on the signal from the input unit 16, the control unit 14 determines whether or not to execute various processes for driving support, and a signal indicating that the driver intends to perform driving support is input from the input unit 16. Then, various processes are executed. Specifically, the control unit 14 executes various processes based on data from the three-dimensional shape recognition unit 11, the traveling state recognition unit 12, and the vehicle shape information recording unit 13.

  First, when the three-dimensional shape recognition unit 11 recognizes the three-dimensional shape and position of an obstacle around the vehicle and the three-dimensional shape recognition unit 11, the control unit 14 determines a shape that obstructs driving around the vehicle based on the data. An obstacle recognition process is executed. Thereby, obstacles, such as the recessed part which exists in the ground surface, a side ditch, a curb, a vehicle, and the fallen object on a road, are recognized.

  When the travel state recognition unit 12 recognizes a physical quantity indicating the vehicle travel state such as the vehicle speed, the accelerator opening, the steering angle information or the turning angle information, and the traveling direction acceleration, the control unit 14 is based on the data. To determine the vehicle running state.

  Then, based on data such as the three-dimensional shape of the vehicle stored in the vehicle shape information recording unit 13, a three-dimensional predicted traveling locus indicating how the host vehicle moves in the three-dimensional space is obtained. For example, if the vehicle speed and the turning angle information are known, it is also possible to know how much the own vehicle rolls while traveling, and therefore, it is possible to accurately obtain the three-dimensional predicted traveling locus of the own vehicle.

  Further, the control unit 14 determines whether or not there is an obstacle that hinders the vehicle from traveling based on the obstacle recognized during the obstacle recognition process described above and the three-dimensional predicted traveling locus. Determine whether.

  For example, when the vehicle takes into consideration a three-dimensional predicted traveling locus and the obstacle is in contact with the vehicle, the obstacle is recognized as an obstacle. Conversely, when the predicted travel locus is viewed two-dimensionally from the upper side of the vehicle, even when the predicted travel locus and an obstacle overlap, When the three-dimensional predicted traveling locus does not overlap with an obstacle, it is not recognized as an obstacle that may cause an obstacle. Specifically, even if there is a recess on the road, if the recess and the wheel track do not overlap when considered from the wheel trajectory, the recess is not an obstacle that hinders. In other words, even if the vehicle travels across the recess, the recess is not an obstacle as long as the wheel does not pass over it.

  In this way, it is determined whether or not an obstacle exists, and when it is determined that an obstacle exists, an avoidance route calculation process is executed. Specifically, in the avoidance route calculation process, the current position of the own vehicle (hereinafter referred to as the current position) and the position where the own vehicle is to travel in the future (hereinafter referred to as the target future position) are obtained, and the own vehicle A position where an obstacle that obstructs the obstacle can be avoided (hereinafter referred to as an avoidance position) is obtained. The target future position here means, for example, a position set at the center position of the lane assumed to be traveling after several seconds, and the avoidance position is, for example, a position away from the obstacle by a predetermined distance. So say the position that is arbitrarily determined.

  The control unit 14 sets the locus as an avoidance route so long as the host vehicle can travel the three positions of the current position, the avoidance position, and the target future position without difficulty. If it is, the avoidance position is changed, and it is determined again whether or not the vehicle can travel without difficulty. Note that the avoidance route that the host vehicle can travel comfortably here is based on the current driving state of the vehicle, considering the turning radius of each vehicle, etc., and determining whether the avoidance route can actually be traced, Considering the vehicle speed of the vehicle, the route can be traced and set based on a predetermined standard such that the lateral acceleration does not exceed a predetermined threshold.

  In this way, when an avoidance route that allows the host vehicle to travel comfortably is selected, the control unit 14 calculates an operation method for tracing the avoidance route so that the host vehicle can travel along the avoidance route. This operation method shows what kind of operation can be traced from the currently required vehicle running state to avoid the avoidance route. Accordingly, there are demands for operation methods such as returning the accelerator pedal to lower the vehicle speed, or operating the steering to the right to avoid obstacles.

  The notification unit 15 is for guiding the operation method for tracing the avoidance route obtained by the control unit 14 to the driver. The notification unit 15 includes a sound generation device such as a speaker, and an image display device such as a navigation screen, the inside of the meter, and a head-up display. In the case of an audio generation device, the operation method is guided to the driver by voice. The driver is guided to the operation method by marking the object to be noticed that is an obstacle. At this time, the screen may be a bird's eye view screen.

  Further, the notification unit 15 may be configured to be able to visually notify like a marker attached to an LED or the like on the front surface of the steering wheel, or according to an operation method for notifying the steering assist force when operating the steering wheel. May be varied. For example, when operating the steering in the direction according to the operation method, the steering force is reduced, and when attempting to operate in the reverse direction, the guide is increased and the steering force is increased. You may perform a guide which limits a steering operation direction so that a steering may stop.

  The operation of the contact derailment avoidance navigation system configured as described above will be described. FIG. 2 is a flowchart showing details of the driving support control process executed by the control unit 14 in the contact derailment avoidance navigation system. The driving support control process shown in this flowchart is executed at predetermined intervals at the same time as an ignition switch (not shown) provided in the vehicle is turned on.

  First, in step 101, a three-dimensional shape around the vehicle is recognized. This processing is executed based on the three-dimensional shape and position data of the ground surface and obstacles around the vehicle recognized by the three-dimensional shape recognition unit 11.

  Then, the process proceeds to step 102, and a three-dimensional predicted traveling locus is estimated. As described above, the three-dimensional predicted traveling locus includes the physical quantity data indicating the vehicle traveling state obtained by the traveling state recognition unit 12 and the data such as the three-dimensional shape of the vehicle stored in the vehicle shape information recording unit 13. Is estimated based on

  Going to step 103 in the future, obstacles existing in the three-dimensional shape around the vehicle determined in step 101 are recognized, and there is a problem in traveling of the host vehicle in the three-dimensional predicted traveling locus determined in step 102. It is determined whether there is an obstacle.

  In this step, when it is determined that there is no obstacle that hinders the traveling of the host vehicle, the processing is ended as it is. If it is determined in this step that there is an obstacle that hinders the traveling of the host vehicle, the routine proceeds to step 104.

  In step 104, an avoidance route is calculated. The calculation of the avoidance path is performed as described above. At this time, if the avoidance route cannot be calculated even if the avoidance position is changed a plurality of times, a calculation result indicating that there is no avoidance route, that is, avoidance is obtained.

  Then, the process proceeds to step 105 to determine whether or not avoidance is possible. Here, if an avoidance route has been calculated in step 104, it is determined that avoidance is possible, and if a calculation result indicating that avoidance is impossible is obtained, it is determined that avoidance is impossible.

  If it is determined in step 105 that it cannot be avoided, the process proceeds to step 109, and a signal for notifying the notification unit 15 that “it cannot be avoided” is output. As a result, the notification unit 15 provides a voice or display indicating “cannot be avoided” to the driver, and informs the driver that it cannot be avoided. Therefore, in this case, the driver can perform an operation capable of avoiding an obstacle by stopping the host vehicle or once traveling backward.

  On the other hand, if it is determined in step 105 that the avoidance guide can be avoided, the process proceeds to step 106, and processing for prompting selection of validity / invalidity of the avoidance guide is executed. This process makes the driver determine whether to perform the avoidance guide, and the driver can select whether the avoidance guide is valid or invalid through the input unit 16 accordingly.

  Then, the process proceeds to step 107, where it is determined whether or not the driver has made a selection for enabling the avoidance guide. This is based on the processing in step 106, whether or not the driver has performed an operation for enabling the avoidance guide on the input unit 16, that is, the selection performed by the driver on the input unit from the input unit 16 to the control unit 14. This is executed by notifying the result and determining the selection result.

  If a negative determination is made in step 107, the process proceeds to step 110, and a signal for notifying the notification unit 15 that “no avoidance guidance is performed” is output. As a result, the notification unit 15 provides the driver with a voice or display indicating “no avoidance guide”. In this case, the driver operates the host vehicle at his / her own judgment to avoid an obstacle.

  If the determination in step 107 is affirmative, the process proceeds to step 108, and avoidance guide processing is executed. Details of the avoidance guide process will be described with reference to a flowchart of the avoidance guide process shown in FIG.

  In the avoidance guide process, first, in step 201, a process for notifying the driver that the avoidance guide is being executed is executed. Specifically, a signal for notifying the notification unit 15 that “avoidance guide is being implemented” is output. Thus, the notification unit 15 provides the driver with a voice or display to the effect that “the avoidance guide is being implemented”, and informs the driver that the avoidance guide is being implemented.

  Subsequently, in step 202, an operation method is determined. That is, operation methods such as a steering operation, an accelerator, and a brake speed adjustment method are determined so that the vehicle can travel along the avoidance route determined in the previous step 104.

  Then, in step 203, processing for notifying the driver of the operation method determined in step 202 is executed. Specifically, a signal for notifying the driver of the determined operation method is output to the notification unit 15. Thereby, the notification unit 15 notifies the driver of the operation method. For example, when the notification unit 15 is configured by a sound generation device, the operation method is guided by voice, and when the notification unit 15 is configured by an image display device, for example, the operation method is displayed on the screen and the camera image and An operation method is guided by imposing and displaying the predicted travel route and the avoidance route, and marking a cautionary object that is an obstacle.

  Accordingly, the driver can drive the host vehicle so as to trace the avoidance route, for example, by operating the steering or the accelerator pedal in accordance with the operation method notified to the notification unit 15.

  Next, in step 204, the three-dimensional shape around the vehicle is recognized. In step 205, a three-dimensional predicted traveling locus is estimated. In step 206, the avoidance route is calculated again and updated. Each process shown in these steps 204 to 206 is the same as the above-described steps 101, 102, and 104. That is, when the avoidance guide process is executed, the avoidance guide process includes similar processing steps so that the processes of steps 101, 102, and 104 are repeated. .

  In the subsequent step 207, it is determined whether or not to avoid the avoidance guide, that is, whether or not the vehicle has traveled to a point where no guide is required. For example, if an obstacle that must be avoided is passed, an affirmative determination is made in step 207.

  If an affirmative determination is made in this step, the process proceeds to step 212, and processing for notifying the driver that the avoidance guide is to be ended is executed. Specifically, a signal for notifying the notification unit 15 that “the avoidance guide is finished” is output. As a result, the notification unit 15 provides the driver with a voice or display to the effect that “the avoidance guide has ended”, and notifies the driver that the avoidance guide has ended.

  On the other hand, if a negative determination is made in step 207, it is determined in step 208 whether or not avoidance is possible. If a negative determination is made in this step, the process proceeds to step 210, and a signal for notifying the notification unit 15 that “it cannot be avoided” is output. These processes are the same as those in step 105 and step 109.

  If the determination at step 208 is affirmative, the routine proceeds to step 209, where it is determined whether or not the guide condition is satisfied. The guide condition here means, for example, when the speed is exceeded. That is, even if an attempt is made to recognize the three-dimensional shape of the road ahead by the three-dimensional shape recognizing unit 11, the host vehicle has the obstacle more than the time required to recognize the obstacle when the three-dimensional shape is recognized. The avoidance guide cannot be performed when the vehicle speed is faster as the time for passing through a place that may be shorter becomes shorter. Therefore, it is determined whether or not to implement this avoidance guide based on whether or not the guide condition is satisfied.

  If an affirmative determination is made in this step, the process returns to step 201. Thereby, the avoidance guide process is repeated. If a negative determination is made in this step, the process proceeds to step 211, and processing for notifying the driver that guidance cannot be performed is executed. Specifically, a signal for notifying the notification unit 15 that “cannot be guided” is output. As a result, the notification unit 15 provides a voice or display indicating “cannot guide” to the driver, and notifies the driver that the avoidance guide cannot be performed.

  As described above, the driving support control by the avoidance guide is executed. A few typical examples in the case where the driving support control by the avoidance guide is executed in this way will be described below.

  FIG. 4 is a diagram showing a three-dimensional predicted traveling locus and avoidance locus of the host vehicle when the vehicle 21 is stopped on the traveling track and the side groove 22 is present on the left side, and FIG. FIG. 4B is a top view.

  First, the three-dimensional shape recognition unit 11 recognizes the shape and position of the vehicle 21 and the position of the side groove 22. Based on the information acquired by the traveling state recognition unit 12 and the recorded information of the vehicle shape information recording unit 13, the control unit 14 estimates the three-dimensional predicted traveling locus of the host vehicle.

  At this time, if the situation as described above occurs, the three-dimensional predicted traveling locus 25 may come into contact with the vehicle 21, so the avoidance route 26 is calculated by the control unit 14. An operation method is notified from the notification unit 15 so as to travel along the avoidance route 26, and the driver operates the steering or the like accordingly, so that the own vehicle does not contact the other vehicle 21 and the side groove 22 It is possible to pass without taking off the wheel.

  For the sake of clarity, in FIG. 4, the three-dimensional predicted traveling locus 25 is described two-dimensionally only for the locus of the front wheels in the host vehicle. However, in reality, the three-dimensional predicted entire vehicle including all wheels is predicted. The avoidance path 26 is obtained so that the entire vehicle does not come into contact with the other vehicle 21 and all the wheels do not derail into the side groove 22.

  FIGS. 5A and 5B show how the own vehicle and another vehicle pass each other. FIG. 5A is a top view and FIG. 5B is a front view.

  As shown in this figure, when passing each other, the oncoming vehicle 31 and the sidewalk, curb, gutter, etc. are recognized as the obstacle 32, and the oncoming vehicle 31, contact with the obstacle 32 such as the sidewalk, curb, gutter, etc. The guide will be performed so as to avoid this.

  FIGS. 6A and 6B show a state where the host vehicle passes through a narrow road where an obstacle exists, and FIG. 6A is a top view and FIG. 6B is a front view.

  As shown in this figure, when passing through, obstacles 32a such as utility poles and walls, obstacles 32b such as side grooves, sidewalks, curbs, etc. are recognized, and the own vehicle comes into contact with the obstacles 32a and 32b, or the own vehicle The guide is performed so that it is possible to avoid that the wheels of the wheel are removed.

  In such a case, the three-dimensional predicted traveling locus takes into account the height, so when the predicted traveling locus is viewed two-dimensionally when viewed from the upper side of the vehicle, the side mirror has a curb, a side groove, etc. Even if it is in contact with an obstacle, if the side mirror is not in contact with the obstacle when the height of the side mirror determined from the three-dimensional predicted traveling locus is taken into consideration, the side mirror is located above the obstacle. You can pass through. An example of this case is shown in FIG.

  7A is a top view when passing each other, and FIG. 7B is a front view corresponding to the position of FIG. 7A. As shown in this figure, when the side mirror 33 of the own vehicle comes into contact with the side mirror 34 of another vehicle, a guide is provided to avoid this, but the side mirror 33 of the own vehicle has a side groove. Even if it overlaps with the obstacle 32 with a low height, such as the guide to avoid it is not performed.

  Furthermore, even if there is an obstacle in the avoidance route at this time, if the own vehicle completely crosses the obstacle due to the height of the obstacle, the obstacle is two-dimensionally viewed from the upper side of the vehicle. Even if it overlaps with an object, it is set as an avoidance route. Examples of this case are shown in FIGS.

  8 and 9, (a) is a top view when passing each other, and (b) and (c) are front views corresponding to the positions of (a). As shown in these drawings, there are concave obstacles 32c and convex obstacles 32d in the avoidance path, but the height of the obstacles 32 is lower than the height of the lower surface of the host vehicle. In addition, all the wheels may fall off into the recesses, or all the wheels may not come into contact with the projections with a low height. In such a case, even if the host vehicle travels on the avoidance route, the host vehicle completely crosses the obstacle 32. In such a case, even if the obstacle 32 exists, all the wheels avoid the obstacle, and the lower surface of the host vehicle does not come into contact with the obstacle, that is, the guide is performed as an avoidance route that crosses the obstacle. It will be.

  FIG. 10 shows a state at the time of parking assistance (parallel parking), FIG. 10 (a) is a top view, and FIG. 10 (b) is a front view when there is a curb adjacent to the parking place. FIG. 10 (c) is a front view when there is a gutter adjacent to the parking place.

  As shown in these figures, obstacles 32 such as walls, other vehicles, foot curbs, side grooves, etc. are recognized, parking spaces are recognized, and the own vehicle does not touch the obstacles. Guidance is performed so that parallel parking can be performed appropriately so that the wheels of the host vehicle are not removed. At this time, since the position of the obstacle 32 in the foot curb or the side groove is recognized, for example, if the margin between the avoidance path and the obstacle 32 is set small, the contact with the obstacle 32 is avoided as much as possible. It is also possible to guide the car so that it can be parked as close as possible.

  FIG. 11 shows a state at the time of parking assistance (parking lot parking). FIG. 11 (a) is a top view, and FIGS. 11 (b) and 11 (c) are side views.

  As shown in this figure, obstacles such as walls, other vehicles 31, curbs at the feet, side grooves, etc. are recognized, and a parking space is recognized by recognizing the white line 35. The guide is performed so that the vehicle can be parked at the optimum position of the parking lot so as not to contact. At this time, since it is also possible to recognize the wheel stop block 36 by recognizing the object shape at the foot, before the host vehicle is positioned on the wheel stop block 36 as shown in FIG. When the host vehicle can cover the wheel stopper block 36 as shown in FIG. 11C from the stage, it can be guided until it approaches the wheel stopper block 36. Further, when the wheel stop block comes into contact with the host vehicle (including muffler, mudguard, etc.), it is guided to stop at a position where contact is avoided. In this parking lot parking, before the wheel collides with the wheel stop block 36, deceleration is automatically started by performing brake control or the like, and processing such as reducing the impact when hitting the wheel stop block 36 is performed. It is also possible to do this.

  FIG. 12 shows the state of one wheel falling. FIG. 12 (a) is a top view and a front view before getting off the slope, and FIG. It is the top view and front view which show a mode when it falls.

  When exiting the roadway from the slope 40 or the like, for example, the right front wheel may fall from the step 41 as shown in FIG. In order to prevent this, when going back to the roadway from the slope 40 or the like, the slope 40 and the step 41 are recognized, and all the vehicles can pass through the slope 40 from the traveling trajectory of all the wheels of the vehicle, and The guide is performed so that the lower surface does not contact the step 41.

  FIG. 13 shows a state of contact on the lower surface of the vehicle. As shown in this figure, when passing through a portion having a steep slope 50, the lower surface of the host vehicle may come into contact with a road or the like. In order to prevent this, the inclination of the road surface and the difference in height are recognized, and if there is a possibility that the lower surface of the host vehicle is in contact with the lower surface, the driver is notified that there is a possibility that the host vehicle will come into contact. Guidance is made to encourage changes. In addition, when the speed is too high and it is likely to come into contact, a guide that encourages deceleration can be provided. In these cases, the vehicle speed of the host vehicle can be automatically reduced by performing brake control.

  FIG. 14 shows a state of avoiding the wheel removal due to the inner ring difference. As shown in this figure, when the host vehicle turns, obstacles such as side grooves, curbs, and sidewalks that are present on the road surface and corners are recognized and are not touched or removed from the side grooves. A guide is provided so as not to make a loop. As a result, it is possible to avoid derailment due to the difference between the inner rings, contact with the curbstone, the sidewalk, and impact due to riding.

  Next, an example of a method for notifying the driver of the operation method when the driving support control as described above is performed will be described.

  FIG. 15 is a schematic diagram in the case of notifying the driver using a marker attached to the steering. As shown in this figure, a marker 71 to which, for example, a white tape or the like is attached is provided at the uppermost portion of the steering wheel 70 (the portion positioned at the top when the steering wheel is not rotated). Further, a display 73 having a plurality of LEDs 72 is provided at a position ahead of the steering wheel 70, for example, in an instrument panel or a meter device. This display device 73 corresponds to the notification unit 15 described above. Further, it may be displayed by a head-up display or other than LED display.

  By using such a configuration, the rotation angle of the steering wheel 70 can be notified to the driver. That is, when the control unit 14 obtains an angle required as the rotation angle of the steering wheel 70, the LED 72 corresponding to the angle is illuminated. By doing in this way, if the driver rotates the steering wheel 70 so that the LED 72 and the marker 71 coincide with each other, the driver can operate the host vehicle so as to trace the avoidance route.

  As described above, according to the driving support apparatus shown in the present embodiment, a three-dimensional predicted traveling locus obtained by capturing a vehicle traveling locus in three dimensions is obtained, and when this three-dimensional predicted traveling locus overlaps with an obstacle, An avoidance route is obtained. For this reason, since it is based on an actual vehicle travel locus, it is possible to accurately determine the possibility of contact or wheel removal and to avoid obstacles accurately.

  In addition, when the obstacle is a concave portion present on the road surface or a convex object having a low height, it is determined whether or not the wheel trajectory of all the wheels passes through the obstacle, and the three-dimensional The avoidance route is determined according to whether or not the vehicle shape comes into contact with the three-dimensional predicted traveling locus that is captured as a target. For this reason, it is possible to obtain an avoidance route in consideration of the height of the vehicle.

(Other embodiments)
In the above embodiment, the three-dimensional shape recognizing unit 11, the running state recognizing unit 12, the vehicle shape information recording unit 13, and the control unit 14 are described as separate configurations, but any or all of these are incorporated in one ECU. The configuration may be different.

  Moreover, in the said embodiment, although the case where a vehicle speed exceeded a predetermined threshold value was mentioned as an example of guide conditions, this is only an example. As described above, when the guide condition is not satisfied, that is, when the driving assistance does not operate normally, the driver can know whether or not the driving assistance can be received by notifying the driver accordingly. . Conversely, even when the guide condition is satisfied, it is possible to notify the driver that the driving assistance operates normally.

  In the above embodiment, the case has been described in which the marker 71 is attached to the steering wheel 70 to notify the rotation angle of the steering wheel 70. However, in addition to this, for example, an image display device is used as the notification unit 15 and the steering wheel is left or right. It is also possible to indicate with an indicator how much the direction must be rotated.

  In the contact derailment avoidance navigation system described above, the case where the traveling of the host vehicle is supported has been described. However, the present invention can also be applied as a door contact avoidance device as in the case of driving assist.

  FIGS. 16A and 16B show a state of avoiding contact with the door, where FIG. 16A is a top view and FIG. 16B is a front view. As shown in this figure, when the host vehicle is parked and there is an obstacle 32 adjacent to the host vehicle, there is a possibility of contacting the obstacle 32 when the door 60 is opened. There is. For this reason, it is possible to perform control to avoid this.

  Specifically, the three-dimensional object shape recognition unit 11 recognizes the three-dimensional object shape around the vehicle when the host vehicle is parked, and if there is an obstacle 32 such as a curb stone, the height is set. It is calculated and it is determined whether or not there is a possibility of contact when the door 60 is opened and closed. If there is a possibility of contact, the notification unit 15 notifies the driver of “contact”. At this time, it is possible to lock the door 60 that may be contacted, and in this case, it is possible to notify the door that can be opened and closed.

  Note that the steps shown in each figure correspond to means for executing various processes.

It is a figure which shows the block configuration of the contact derailment avoidance navigation system in 1st Embodiment of this invention. It is a flowchart of the driving assistance control which the control part in a contact derailment avoidance navigation system performs. It is a flowchart of the avoidance guide process which the control part in a contact derailment avoidance navigation system performs. It is the figure which showed the three-dimensional anticipated driving | running | working locus | trajectory and avoidance locus | trajectory of the own vehicle when the vehicle has stopped on the advancing track and the side groove exists on the left side, (a) is a front view, (b) is a top view. is there. It is the figure which showed the mode of passing of the own vehicle and another vehicle, (a) is a top view, (b) is a front view. It is the figure which showed a mode when the own vehicle slips through the narrow road where an obstacle exists, (a) is a top view, (b) is a front view. (A) is a top view at the time of passing, (b) is a front view corresponding to the position of (a). (A) is a top view at the time of passing, (b), (c) is a front view corresponding to the position of (a). (A) is a top view at the time of passing, (b), (c) is a front view corresponding to the position of (a). It is the figure which showed the mode at the time of parking assistance (parallel parking), (a) is a top view, (b) is a front view when there is a curb adjacent to the parking place, (c) is a parking place It is a front view when there is a side groove adjacent. It is the figure which showed the mode at the time of parking assistance (parking lot parking), (a) is a top view, (b), (c) is a side view. It is the figure which showed the mode of one-wheel fall, (a) is the upper side figure and front view before getting off the slope, (b) is the upper side which shows a mode when the right front wheel falls from the level | step difference when getting off the slope It is a figure and a front view. It is the figure which showed the mode of the contact of a vehicle lower surface. It is the figure which showed the mode of the contact derailment avoidance by an inner ring | wheel difference. It is a schematic diagram in the case of notifying a driver using a marker attached to a steering wheel. It is the figure which showed the mode of the door contact avoidance, (a) is a top view, (b) is a front view.

Explanation of symbols

DESCRIPTION OF SYMBOLS 11 ... Three-dimensional shape recognition part, 12 ... Running condition recognition part, 13 ... Vehicle shape information recording part,
14 ... control unit, 15 ... notification unit, 16 ... input unit.

Claims (16)

3D shape recognition means for recognizing a road surface and an obstacle around the vehicle in 3D;
Storing information about the vehicle including the three-dimensional shape of the vehicle, and based on the stored information about the vehicle, estimating a three-dimensional predicted traveling locus of the vehicle;
Detecting means for detecting that the three-dimensional predicted traveling locus obtained by the three-dimensional predicted traveling locus estimating means overlaps the obstacle;
An avoidance route calculation means for obtaining an avoidance route for avoiding the obstacle when the detection means detects that the three-dimensional predicted traveling locus overlaps the obstacle;
A contact derailment avoidance navigation system comprising: notification means for notifying an operation method of the vehicle so that the vehicle traces the avoidance route calculated by the avoidance route calculation means. The three-dimensional shape recognizing means is a combination of one or a plurality of imaging means for imaging the outside of the vehicle, a sensor capable of measuring a distance and a direction in three dimensions, and a sensor provided on a part of the surface of the vehicle. The contact derailment avoidance navigation system according to claim 1, comprising: 3. The contact derailment avoidance navigation system according to claim 1, wherein the three-dimensional shape recognition unit recognizes the obstacle by obtaining information from outside the vehicle. . The three-dimensional predicted travel locus estimation means obtains a vehicle travel state based on a physical quantity indicating a vehicle travel state including any one or more of a vehicle speed, an accelerator opening, steering angle information, turning angle information, and a traveling direction acceleration. 4. The contact-derailing avoidance navigation system according to claim 1, wherein the three-dimensional predicted traveling locus is estimated based on the vehicle traveling state. The three-dimensional predicted traveling locus estimating means is configured to estimate a wheel locus that is assumed that all wheels of the vehicle pass on the road surface,
The three-dimensional shape recognition means is adapted to recognize a concave portion present on the road surface as the obstacle,
The detection unit detects whether the wheel trajectory obtained by the wheel trajectory estimation means passes through the concave portion when the obstacle is a concave portion present on the road surface,
The avoidance route calculation means obtains an avoidance route so that all the wheels do not pass through the recess when the detection unit detects that the wheel locus passes through the recess. The contact derailment avoidance navigation system according to claim 1. The three-dimensional predicted traveling locus estimation means stores position information of all wheels as information relating to the vehicle, and any one or more of vehicle speed, accelerator opening, steering angle information, turning angle information, and traveling direction acceleration. The vehicle travel state is obtained based on a physical quantity indicating the vehicle travel state including the vehicle wheel, and the wheel trajectory of all the wheels is estimated based on the position information of all the wheels and the vehicle travel state. The contact derailment avoidance navigation system according to claim 5. The notification means is one or a combination of any one or more of a sound generation device that performs notification by sound, an image display device that performs notification by displaying an image, and a device that performs notification using a marker attached to a steering wheel. The contact derailment avoidance navigation system according to any one of claims 1 to 6. 7. The contact derailment avoidance navigation system according to any one of claims 1 to 6, wherein the notification means performs notification by controlling a steering assist force of a steering wheel. The contact derailment avoidance navigation system according to any one of claims 1 to 6, wherein the notification means performs notification by limiting a steering direction of the steering. 10. The notification unit according to claim 1, wherein the notification unit notifies whether or not driving support based on the notification of the operation method can be normally performed before starting the notification of the operation method. The contact wheel removal avoidance navigation system according to any one of the above. Vehicle speed determining means for determining whether or not the vehicle speed exceeds a predetermined threshold;
The notifying means notifies that the vehicle support cannot be normally performed when the vehicle speed determining means determines that the vehicle speed exceeds the predetermined threshold value. The contact derailment avoidance navigation system according to claim 10. Having an input means for inputting the will of the driver whether or not to perform driving support;
The notification means notifies whether or not to perform driving support, and accordingly, when a driver's intention to perform driving support is input through the input means, the operation method is notified. The contact derailment avoidance navigation system according to any one of claims 1 to 11, characterized in that: Three-dimensional recognition of the road surface and obstacles around the vehicle by the three-dimensional shape recognition means, estimation of the three-dimensional predicted travel path by the three-dimensional predicted travel path estimation means, and the three-dimensional by the detection means The detection that the predicted travel locus overlaps the obstacle is repeatedly executed at regular time intervals as the vehicle progresses, and according to the result, the detection means determines that the three-dimensional predicted travel locus is the obstacle. When it is detected that it overlaps with, the avoidance route calculation for obtaining the avoidance route for avoiding the obstacle is performed, and based on this, the notification content in the notification means is updated. The contact derailment avoidance navigation system according to any one of claims 1 to 12. The avoidance route calculation means, even if the obstacle is recognized by the three-dimensional shape recognition means, if the obstacle does not overlap with the three-dimensional predicted traveling locus of the vehicle in height. The contact derailment avoidance navigation system according to any one of claims 1 to 13, wherein the avoidance route is obtained by a route passing through an upper portion or a lower portion of the obstacle. The avoidance route calculation means detects whether the wheel trajectories of all the wheels do not overlap with an obstacle, and if not, finds the avoidance route by a route passing over the obstacle. When the wheels overlap with an obstacle, an avoidance route in which all the wheels do not overlap the obstacle and the obstacle does not overlap with the three-dimensional predicted traveling locus of the vehicle in height is obtained. 14. A contact unrolling avoidance navigation system according to any one of claims 1 to 13. The three-dimensional shape recognition means is adapted to recognize the position and height of the ring stopper,
The detection means is configured to detect whether or not the wheel stopper contacts a vehicle shape,
The avoidance route calculation means guides the vehicle so that the vehicle is stopped immediately before the wheel stopper so that the vehicle shape and the wheel stopper do not come into contact with each other. The contact derailment avoidance navigation system according to any one of 15

Images