JP2012056347A - Obstacle avoidance apparatus during crossing opposite traffic lane - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide an obstacle avoidance apparatus that avoids colliding with an obstacle after crossing an opposite traffic lane and disturbing an opposite vehicle driving on the opposite traffic lane, and also colliding with the opposite vehicle, when an own vehicle crosses the opposite traffic lane.SOLUTION: The obstacle avoidance apparatus includes: an obstacle detection unit for detecting the obstacle after crossing the opposite traffic lane; an opposite traffic lane region estimating unit for estimating a region of the opposite traffic lane; a deceleration calculation unit for calculating a requested deceleration to avoid collision with the obstacle; a stop position estimating unit for estimating a stop position of the own vehicle based on the requested deceleration; a determination unit for determining whether the own vehicle stops or not within the region of the opposite traffic lane based on the stop position of the own vehicle and the opposite traffic lane; and a deceleration correction unit for correcting the requested deceleration of the own vehicle when the own vehicle is determined to stop within the region of the opposite traffic lane.

Description

  The present invention relates to an obstacle avoidance device that avoids a collision with an obstacle around the host vehicle, and more specifically, an oncoming vehicle that travels in an oncoming lane while avoiding a collision with an obstacle after crossing the oncoming lane. The present invention relates to an obstacle avoidance device that avoids a collision with the vehicle.

  Conventionally, vehicles are equipped with a pre-crash safety system (PCS), and a technique for detecting an obstacle around the host vehicle and avoiding a collision with the obstacle has been widely used. For example, the PCS avoids a collision with an obstacle by automatically controlling a brake based on the distance between the own vehicle and an obstacle around the own vehicle.

  Furthermore, when the host vehicle makes a right turn, there is a technique for operating the PCS while considering the distance between the host vehicle and the oncoming vehicle traveling in the oncoming lane (see, for example, Patent Document 1). Specifically, normally, the brake control is automatically started when the host vehicle and the obstacle become a predetermined distance, but when the host vehicle turns to the right, it travels in the opposite lane with the host vehicle. The brake control is automatically started when the distance to the oncoming vehicle is smaller than a predetermined distance. For the preceding vehicle after the right turn, the brake control is automatically started when the distance between the host vehicle and the preceding vehicle after the right turn becomes smaller than a predetermined distance.

  In other words, in the vehicle travel control device described in Patent Document 1, when the host vehicle turns to the right, the brake control intervention by the PCS is suppressed by changing the conditions under which the brake control is automatically started. is doing. Thereby, when the own vehicle turns to the right, it is easy to get out of the oncoming lane.

JP 2005-138748 A

  However, in the conventional vehicle travel control device, the brake control by the PCS is started according to the distance between the host vehicle and the oncoming vehicle traveling in the oncoming lane. The brake control is not started. For example, when two oncoming vehicles are running continuously, and when a succeeding vehicle is a two-wheeled vehicle among two oncoming vehicles that run continuously, the oncoming vehicle cannot be accurately detected. Furthermore, the brake control intervention by the PCS cannot be appropriately suppressed.

  Further, in the conventional vehicle travel control device, when the host vehicle makes a right turn, the brake control by the PCS is started according to the distance between the host vehicle and the preceding vehicle after the right turn, but the host vehicle is in the oncoming lane. If it remains, the brake control has not been released properly.

  As a result, when the host vehicle makes a right turn, there is a problem that the host vehicle interferes with the oncoming vehicle traveling in the oncoming lane by the brake control by the PCS, and further, the own vehicle collides with the oncoming vehicle.

  Therefore, the object of the present invention is to avoid the obstacle of the oncoming vehicle traveling in the oncoming lane while avoiding the collision with the obstacle after the oncoming lane crossing when the host vehicle crosses the oncoming lane, An object of the present invention is to provide an obstacle avoidance device that avoids a collision with an oncoming vehicle.

In order to achieve the above object, the obstacle avoidance device of the present invention is an obstacle avoidance device that detects an obstacle around the host vehicle and avoids a collision with the obstacle when crossing an oncoming lane. The obstacle detection means for detecting the obstacle after crossing the oncoming lane, the oncoming lane area estimating means for estimating the area of the oncoming lane, and the reduced demand for avoiding the collision with the obstacle detected by the obstacle detecting means. Deceleration calculating means for calculating the speed, stop position estimating means for estimating the stop position of the own vehicle based on the requested deceleration calculated by the deceleration calculating means, and the vehicle position estimated by the stop position estimating means Based on the stop position and the area of the oncoming lane estimated by the oncoming lane area estimating means, the determining means for determining whether or not the host vehicle stops in the area of the oncoming lane, and the area of the oncoming lane by the determining means Within If both is determined to be stopped, and a deceleration correction means for correcting the demand deceleration of the vehicle calculated by the deceleration calculating means.
With this configuration, the determination unit is configured to determine whether the host vehicle is in the oncoming lane region based on the stop position of the own vehicle estimated by the stop position estimating unit and the oncoming lane region estimated by the oncoming lane region estimating unit. It is determined whether or not to stop, and the deceleration correction means corrects the requested deceleration of the own vehicle calculated by the deceleration calculation means when the determination means determines that the own vehicle stops within the area of the oncoming lane. Therefore, when the host vehicle crosses the oncoming lane, it avoids a collision with a pedestrian after crossing the oncoming lane, avoids an obstacle to the oncoming vehicle traveling on the oncoming lane, and avoids a collision with the oncoming vehicle. It can be avoided.

The preferable oncoming lane area estimating means sets a road edge line on the opposite lane side or a virtual boundary line obtained by extending the road edge line along the opposite lane, and the judging means determines that the own vehicle uses the road edge line or the virtual boundary line. When the vehicle does not pass, it is determined that the host vehicle stops within the area of the oncoming lane.
With this configuration, the oncoming lane area estimating means sets the road edge line on the opposite lane side or the virtual boundary line that extends the road edge line along the oncoming lane. Since it is determined whether or not the vehicle passes through the virtual boundary line, it can be more accurately determined whether or not the host vehicle stops in the area of the oncoming lane.

Preferably, the deceleration correction means corrects the required deceleration of the host vehicle calculated by the deceleration calculation means to a deceleration smaller than the required deceleration.
With this configuration, the deceleration correction means corrects the deceleration to be smaller than the required deceleration, so that the host vehicle does not stop in the area of the oncoming lane and avoids the obstruction of the oncoming vehicle traveling on the oncoming lane. Moreover, a collision with an oncoming vehicle can be avoided.

Further preferable deceleration correction means corrects the required deceleration of the own vehicle calculated by the deceleration calculation means so that the own vehicle does not stop in the area of the oncoming lane.
With this configuration, the deceleration correction means corrects the required deceleration so that the host vehicle does not stop in the oncoming lane region, so that the host vehicle does not stop in the oncoming lane region and travels in the oncoming lane. Thus, it is possible to avoid running interference of the oncoming vehicle and to avoid a collision with the oncoming vehicle.

The preferable deceleration correction means corrects the required deceleration of the host vehicle calculated by the deceleration calculation means so that the front wheel position of the host vehicle does not reach the obstacle detected by the obstacle detection means. It is characterized by.
With this configuration, the deceleration correction means corrects the requested deceleration so that the front wheel position of the host vehicle does not reach the obstacle, and therefore damage caused by the obstacle being caught in the front wheel of the host vehicle. Can be suppressed.

In order to achieve the above object, the obstacle avoidance device of the present invention further includes stop position determination means for determining whether or not the own vehicle has stopped in the area of the oncoming lane, and is opposed by the stop position determination means. When it is determined that the host vehicle has stopped in the lane region, it is preferable to promote the start of the host vehicle.
With this configuration, even when the host vehicle stops in the area of the oncoming lane, in order to promote the start of the host vehicle, the host vehicle can be started at an early stage to escape from the area of the oncoming lane. it can.

In order to achieve the above object, the obstacle avoidance device according to the present invention detects an obstacle around the host vehicle when crossing the oncoming lane and avoids a collision with the obstacle. An obstacle detection means for detecting an obstacle after crossing the opposite lane, a deceleration control means for controlling the deceleration of the host vehicle in order to avoid a collision with the obstacle detected by the obstacle detection means, An oncoming lane area estimating means for estimating the lane area; and a stop position determining means for determining whether or not the host vehicle has stopped in the oncoming lane area estimated by the oncoming lane area estimating means. When it is determined by the means that the host vehicle has stopped in the area of the oncoming lane, the start of the host vehicle is promoted.
With this configuration, the deceleration control means controls the host vehicle to decelerate in order to avoid a collision with an obstacle detected by the obstacle detection means, thereby avoiding a collision with a pedestrian after crossing the opposite lane. Furthermore, even if the host vehicle stops within the area of the oncoming lane estimated by the oncoming lane area estimating means by the deceleration control, the host vehicle is started early in order to promote the start of the own vehicle. Thus, it is possible to escape from the area of the oncoming lane.

Preferably, when it is determined by the stop position determining means that the host vehicle is not stopped in the area of the oncoming lane, the stop of the own vehicle is held for a preset stop holding time, and the oncoming lane is detected by the stop position determining means. When it is determined that the host vehicle has stopped within the area, the vehicle is further provided with stop holding control means for holding the stop of the host vehicle for a time shorter than the stop holding time.
With this configuration, the stop holding control means sets the stop holding time according to whether or not the host vehicle has stopped in the area of the oncoming lane, so that the host vehicle is started at an early stage in the area of the oncoming lane. Can escape from.

Further, preferably, when the stop position determination means determines that the host vehicle is not stopped in the area of the oncoming lane, the accelerator opening of the host vehicle is suppressed for a preset accelerator opening suppression time, and stopped. When it is determined by the position determination means that the host vehicle has stopped in the area of the oncoming lane, the vehicle further comprises a stop hold release control means for suppressing the accelerator opening of the host vehicle for a time shorter than the accelerator opening suppression time. Features.
With this configuration, the stop holding release control means sets the accelerator opening suppression time in accordance with whether or not the host vehicle is stopped in the area of the oncoming lane, so that the host vehicle is started early and the oncoming lane It is possible to escape from within the area.

Preferably, the obstacle detected by the obstacle detection means is a pedestrian or a bicycle.
With this configuration, it is possible to protect a pedestrian or bicycle after crossing the opposite lane.

In order to achieve the above object, the obstacle avoidance method of the present invention is implemented by an obstacle avoidance device that detects an obstacle around the host vehicle and avoids a collision with the obstacle when crossing an oncoming lane. An obstacle detection method for detecting an obstacle after crossing an oncoming lane, an oncoming lane area estimating step for estimating an oncoming lane area, and an obstacle detected in the obstacle detecting step A deceleration calculation step for calculating a required deceleration for avoiding a collision, a stop position estimation step for estimating a stop position of the host vehicle based on the required deceleration calculated in the deceleration calculation step, and a stop position estimation step A determination step for determining whether or not the host vehicle stops in the oncoming lane region based on the stop position of the own vehicle estimated in step 5 and the oncoming lane region estimated in the oncoming lane region estimating step. If, when the vehicle in the region of the opposite lane at the determination step is determined to be stopped, and a deceleration correction step of correcting the required deceleration of the vehicle calculated by the deceleration calculating step.
With this configuration, in the determination step, the own vehicle is located in the area of the oncoming lane based on the stop position of the own vehicle estimated at the stop position estimating step and the area of the oncoming lane estimated by the oncoming lane area estimating step. In the deceleration correction step, if the vehicle is determined to stop in the area of the oncoming lane, the required deceleration calculated in the deceleration calculation step is corrected in the deceleration correction step. Therefore, when the host vehicle crosses the oncoming lane, it avoids a collision with a pedestrian after crossing the oncoming lane, avoids an obstacle to the oncoming vehicle traveling on the oncoming lane, and avoids a collision with the oncoming vehicle. It can be avoided.

  Moreover, in order to achieve the said objective, each process which each structure of the obstacle avoidance apparatus of this invention mentioned above can be regarded as the obstacle avoidance method which gives a series of process procedures. This method is provided in the form of a program for causing a computer to execute a series of processing procedures. This program may be installed in a computer in a form recorded on a computer-readable recording medium.

  As described above, according to the obstacle avoidance device of the present invention, when the host vehicle crosses the oncoming lane, the oncoming vehicle traveling on the oncoming lane while avoiding a collision with the obstacle after crossing the oncoming lane is avoided. Interference can be avoided and collisions with oncoming vehicles can be avoided.

1 is a functional block diagram showing a schematic configuration of an obstacle avoidance device 100 according to a first embodiment of the present invention. The flowchart which shows the flow of a process of the obstacle avoidance method 200 which the obstacle avoidance apparatus 100 which concerns on the 1st Embodiment of this invention performs. The figure which shows a mode that it is a case where the own vehicle makes a right turn at the intersection and avoids a pedestrian crossing the road after the right turn The flowchart which shows the flow of the detailed process of determination step S250. The flowchart which shows the flow of the detailed process of deceleration correction | amendment step S260 in the case of correct | amending request | requirement deceleration Ar to correction | amendment deceleration Ac or front wheel non-reaching correction deceleration Ah. The functional block diagram which shows schematic structure of the obstacle avoidance apparatus 600 which concerns on the 2nd Embodiment of this invention. The flowchart which shows the flow of a process of the obstacle avoidance method 700 which the obstacle avoidance apparatus 600 which concerns on the 2nd Embodiment of this invention performs. The flowchart which shows the flow of a detailed process of stop holding | maintenance control step S710. The flowchart which shows the flow of a detailed process of stop holding | maintenance cancellation | release control step S720.

Hereinafter, each embodiment of the present invention will be described with reference to the drawings.
<First Embodiment>
FIG. 1 is a functional block diagram showing a schematic configuration of an obstacle avoidance device 100 according to the first embodiment of the present invention. In FIG. 1, the obstacle avoidance device 100 includes an obstacle detection means 110, an oncoming lane area estimation means 120, a deceleration calculation means 130, a stop position estimation means 140, a determination means 150, and a deceleration correction means 160. With.

  The obstacle detection unit 110 detects an obstacle after crossing the opposite lane. Specifically, the obstacle detection means 110 is a peripheral monitoring sensor that monitors the surroundings of the host vehicle, such as a millimeter wave sensor, an image sensor, and a laser radar, for example, when the host vehicle crosses the oncoming lane, Detects pedestrians and bicycles that exist after crossing.

  The oncoming lane area estimation means 120 estimates an oncoming lane area. Specifically, the oncoming lane area estimation unit 120 estimates the oncoming lane area based on information acquired by a surrounding monitoring sensor that monitors the surroundings of the host vehicle such as a millimeter wave sensor, an image sensor, and a laser radar. To do. The oncoming lane area estimation means 120 estimates the oncoming lane area based on infrastructure information such as the number of lanes and road width acquired by, for example, a navigation system, a road-to-vehicle communication system, and an inter-vehicle communication system. May be.

  The deceleration calculation means 130 calculates a requested deceleration that avoids a collision with an obstacle detected by the obstacle detection means 110. Specifically, the deceleration calculation means 130 is a deceleration that stops before the obstacle based on the speed of the host vehicle acquired by the vehicle speed sensor and the distance to the detected obstacle, for example. Calculate a certain requested deceleration.

  The stop position estimation unit 140 estimates the stop position of the host vehicle based on the requested deceleration calculated by the deceleration calculation unit 130. Specifically, the stop position estimating means 140 acquires the current position of the host vehicle based on map information recorded by recording means such as GPS (Global Positioning System) and memory, for example, Based on the calculated required deceleration, the stop position of the host vehicle is estimated.

  Based on the stop position of the host vehicle estimated by the stop position estimating unit 140 and the oncoming lane region estimated by the oncoming lane region estimating unit 120, the determining unit 150 stops the host vehicle in the oncoming lane region. It is determined whether or not. Details of the determination method in the determination unit 150 will be described later.

  The deceleration correction means 160 corrects the required deceleration of the own vehicle calculated by the deceleration calculation means 130 when the determination means 150 determines that the own vehicle stops within the area of the oncoming lane. Specifically, the deceleration correction means 160 corrects the deceleration to be smaller than the required deceleration so that the host vehicle does not stop in the area of the oncoming lane. Details of the correction method in the deceleration correction means 160 will be described later.

  In addition, each functional block mentioned above is controlled by the control means (not shown) which is an obstacle avoidance ECU (Electronic Control Unit), for example.

  Next, the flow of processing will be described in detail for the obstacle avoidance method executed by the obstacle avoidance apparatus 100 according to the first embodiment of the present invention. FIG. 2 is a flowchart showing a process flow of the obstacle avoidance method 200 executed by the obstacle avoidance apparatus 100 according to the first embodiment of the present invention. In FIG. 2, the obstacle avoiding method 200 includes an obstacle detection step S210, an oncoming lane area estimation step S220, a deceleration calculation step S230, a stop position estimation step S240, a determination step S250, and a deceleration correction step S260. Including.

  In the obstacle detection step S210, the obstacle detection means 110 detects an obstacle after crossing the oncoming lane. Here, for example, when the host vehicle turns right at the intersection, a pedestrian crossing the road after the right turn is detected by the millimeter wave sensor.

  In the oncoming lane area estimating step S220, the oncoming lane area estimating means 120 estimates the area of the oncoming lane. Typically, a roadside object on the opposite lane side is recognized by the millimeter wave sensor, and a road end line on the opposite lane side is set based on the recognized roadside object. In an area where roadside objects cannot be recognized (for example, an intersection), a virtual boundary line obtained by extending the above-described road end line along the opposite lane is set. Further, the road width of the opposite lane may be acquired from map information linked with the navigation system, and the above-described road edge line and virtual boundary line on the opposite lane may be set from the acquired road width. Here, when the own vehicle turns right at the intersection, a virtual boundary line that extends the road edge line on the opposite lane side along the opposite lane is set as the boundary between the opposite lane and the road after the right turn And

  In the deceleration calculation step S230, the deceleration calculation means 130 calculates a requested deceleration. Here, the required deceleration is a deceleration for avoiding a collision of the host vehicle with a pedestrian that is an obstacle detected in the obstacle detection step S210. More specifically, a request for acquiring the current vehicle speed of the host vehicle by the vehicle speed sensor and stopping the host vehicle in front of the pedestrian based on the acquired vehicle speed and the distance between the host vehicle and the pedestrian. Calculate the deceleration.

  In the stop position estimation step S240, the stop position estimation means 140 estimates the stop position of the host vehicle based on the required deceleration calculated in the deceleration calculation step S230. More specifically, a stop position where the host vehicle stops when the host vehicle decelerates based on the above-described required deceleration is estimated from the current position and the vehicle speed of the host vehicle.

  In the determination step S250, the determination unit 150 determines whether the vehicle is in the area of the oncoming lane based on the stop position of the host vehicle estimated in the stop position estimating step S240 and the area of the oncoming lane estimated in the oncoming lane area estimating step S220. It is determined whether or not the host vehicle stops. A method for determining whether or not the own vehicle stops in the area of the oncoming lane will be described with reference to FIGS. 3 and 4.

FIG. 3 is a diagram illustrating a situation in which the vehicle makes a right turn at an intersection and avoids a pedestrian crossing the road after the right turn. In FIG. 3, the virtual boundary line which detected the pedestrian T crossing the road after a right turn in obstacle detection step S210, and extended the road edge line of the opposite lane side along the said opposite lane in the opposite lane area estimation step S220. B is set. The position of the host vehicle is based on the start position of the vehicle, the position at which the host vehicle automatically starts deceleration by the PCS is the braking start position P1, the stop position estimation step S240, and the request reduction calculated in the deceleration calculation step S230. A position where the host vehicle is estimated to stop based on the speed is set as a requested stop position P2.
Further, the distance from the braking start position P1 to the requested stop position P2 is the braking distance Ds, the distance from the braking start position P1 to the virtual boundary line B is the opposite lane boundary distance Db, and the length of the host vehicle is the vehicle length Dv. .

  FIG. 4 is a flowchart showing a detailed process flow of the determination step S250. In FIG. 4, the determination step S250 includes a braking distance calculation step S251, an oncoming lane boundary distance calculation step S252, an oncoming lane area passage determination step S253, an oncoming lane area outside estimation step S254, and an oncoming lane area estimation step S255. Including.

In the braking distance calculation step S251, the determination unit 150 calculates the braking distance Ds. The braking distance Ds is calculated as follows using the speed V of the host vehicle at the braking start position P1 and the required deceleration Ar calculated in the deceleration calculation step S230.
Ds = V ² / 2Ar (Expression 1)

  In the oncoming lane boundary distance calculating step S252, the determination unit 150 calculates the oncoming lane boundary distance Db. Typically, based on GPS and map information, the braking start position P1 and the position of the virtual boundary line B set in the oncoming lane area estimation step S220 are acquired, and the distance from the braking start position P1 to the virtual boundary line B is acquired. The opposite lane boundary distance Db is calculated.

  In the oncoming lane area passage determination step S253, the determination unit 150 determines whether or not the host vehicle passes through the oncoming lane area. More specifically, the determination unit 150 compares the braking distance Ds with the sum of the oncoming lane boundary distance Db and the vehicle length Dv. When the braking distance Ds is greater than or equal to the sum of the oncoming lane boundary distance Db and the vehicle length Dv, it is determined that the host vehicle passes completely through the virtual boundary line B and passes through the oncoming lane area (opposite lane area passage determination step S253). Yes). On the other hand, when the braking distance Ds is less than the sum of the oncoming lane boundary distance Db and the vehicle length Dv, it is determined that the host vehicle does not completely pass the virtual boundary line B and does not pass the oncoming lane area (oncoming lane area). No in pass determination step S253).

  In the case of Yes in the opposite lane area passage determination step S253, in the opposite lane area estimation step S254, the determination unit 150 estimates that the host vehicle does not stop within the area of the opposite lane. On the other hand, in the case of No in the oncoming lane region passage determination step S253, in the oncoming lane region estimation step S255, the determination unit 150 estimates that the host vehicle stops within the oncoming lane region.

  As described above, in the determination step S250, the determination unit 150 determines whether or not the host vehicle stops in the area of the oncoming lane based on the braking distance Ds, the oncoming lane boundary distance Db, and the vehicle length Dv.

  In determination step S250, when it is determined that the host vehicle does not stop within the area of the oncoming lane, the process ends (No in determination step S250). If it is determined in the determination step S250 that the host vehicle stops within the area of the oncoming lane, the process proceeds to the deceleration correction step S260 (Yes in the determination step S250).

  In the deceleration correction step S260, the deceleration correction means 160 determines the required deceleration of the host vehicle calculated in the deceleration calculation step S230 when it is determined in the determination step S250 that the host vehicle stops in the area of the oncoming lane. to correct.

  Specifically, as shown in FIG. 3, in order to avoid a collision with the pedestrian T, if the host vehicle is decelerated from the braking start position P1 at the required deceleration Ar, the vehicle stops in the oncoming lane area. End up. As a result, the host vehicle obstructs the traveling of the oncoming vehicle traveling in the oncoming lane, and the host vehicle and the oncoming vehicle may collide.

Accordingly, the deceleration correction means 160 corrects the requested deceleration Ar to a corrected deceleration Ac smaller than the requested deceleration Ar so that the host vehicle does not stop in the oncoming lane region. Here, the condition that the host vehicle does not stop in the oncoming lane region can be expressed as the following (Equation 2) based on the relationship between the braking distance Ds, the oncoming lane boundary distance Db, and the vehicle length Dv.
Ds ≧ Db + Dv (Expression 2)
Here, if the minimum condition (Ds = Db + Dv) is set so that the host vehicle does not stop in the oncoming lane region, the corrected deceleration Ac is expressed by the following (Equation 3) using (Equation 1). Is calculated.
^{Ac = V 2/2 (Db} + Dv) ··· ( number 3)

  In this manner, in the deceleration correction step S260, the deceleration correction means 160 determines the required deceleration Ar from the required deceleration Ar when it is determined in the determination step S250 that the host vehicle stops in the area of the oncoming lane. If the corrected deceleration Ac is corrected to a small value, the own vehicle does not stop in the oncoming lane area. Therefore, the stop of the own vehicle does not disturb the oncoming vehicle traveling on the oncoming lane. Collisions can be avoided.

  As described above, according to the obstacle avoidance device 100 and the obstacle avoidance method 200 according to the first embodiment of the present invention, when the host vehicle crosses the oncoming lane, it collides with a pedestrian after crossing the oncoming lane. While avoiding the above, it is possible to avoid the obstruction of the oncoming vehicle traveling in the oncoming lane, and to avoid the collision with the oncoming vehicle.

  In the present embodiment, in the speed correction step S260, the deceleration correction means 160 determines that the requested deceleration Ar is the requested deceleration when it is determined in the determination step S250 that the host vehicle stops in the area of the oncoming lane. The correction deceleration Ac was smaller than Ar. However, by correcting the required deceleration Ar to a corrected deceleration Ac smaller than the required deceleration Ar, it is possible to completely avoid a collision between the host vehicle and a pedestrian that is an obstacle after crossing the opposite lane. It may not be.

  This is a case where the deceleration correction means 160 corrects the required deceleration Ar to a corrected deceleration Ac smaller than the required deceleration Ar, and if the host vehicle and a pedestrian that is an obstacle after crossing the opposite lane are temporarily Even when there is a possibility of a collision, the driver often notices a pedestrian in front of the host vehicle and stops the host vehicle by operating the brake by the driver himself. Furthermore, in the obstacle avoidance device 100 according to the first embodiment of the present invention, the own vehicle is automatically decelerated by the PCS, and the driver himself operates the brake against the pedestrian in front of the own vehicle. Thus, the driver may be warned, or a pedestrian protection hood airbag may be activated to ensure the safety of the pedestrian.

  In addition, there is a possibility that the host vehicle and a pedestrian that is an obstacle after crossing the opposite lane may collide, and the driver does not notice the pedestrian in front of the host vehicle before the collision. However, immediately before the collision, the host vehicle is normally in a state of being sufficiently decelerated. Even if the host vehicle collides with a pedestrian that is an obstacle after crossing the opposite lane, the damage is assumed to be small, but if the pedestrian is caught in a wheel, the damage tends to increase. is there.

  For this reason, even if the host vehicle collides with a pedestrian that is an obstacle after crossing the opposite lane, the front wheel of the host vehicle does not reach the pedestrian as a condition for suppressing the expansion of damage. Can be mentioned. In this case, the deceleration correction means 160 does not correct the required deceleration Ar to the corrected deceleration Ac in order to suppress damage to the collision, but the required deceleration Ar is corrected to the front wheel non-arrival corrected deceleration Ah. To correct. Here, the front wheel non-arrival corrected deceleration Ah is a value smaller than the required deceleration Ar and larger than the corrected deceleration Ac, and is a deceleration at which the front wheel position of the host vehicle does not reach the pedestrian.

  FIG. 5 is a flowchart showing a detailed processing flow of the deceleration correction step S260 when the required deceleration Ar is corrected to the corrected deceleration Ac or the front wheel non-reaching corrected deceleration Ah. In FIG. 5, the deceleration correction step S260 includes a front wheel arrival determination step S261, a front wheel non-arrival correction deceleration setting step S262, and a correction deceleration setting step S263.

  In the front wheel arrival determination step S261, the deceleration correction means 160 determines that the front wheel position of the host vehicle is an obstacle when the host vehicle decelerates with the corrected deceleration Ac so that it does not stop in the oncoming lane area. Judge whether to reach. More specifically, the distance from the braking start position P1 to the stop position of the host vehicle when the vehicle is decelerated at the corrected deceleration Ac is a braking distance Dsc, and the distance from the head of the host vehicle to the front wheels is an overhang Dh. The deceleration correction means 160 compares the sum of the braking distance Dsc and the overhang Dh with the sum of the oncoming lane boundary distance Db and the vehicle length Dv. When the sum of the braking distance Dsc and the overhang Dh is greater than or equal to the sum of the oncoming lane boundary distance Db and the vehicle length Dv, it is determined that the front wheel position of the host vehicle reaches the pedestrian (Yes in the front wheel arrival determination step S261). ). On the other hand, if the sum of the braking distance Dsc and the overhang Dh is less than the sum of the oncoming lane boundary distance Db and the vehicle length Dv, it is determined that the front wheel position of the host vehicle does not reach the pedestrian (front wheel arrival determination step). No in S261).

In the case of Yes in the front wheel arrival determination step S261, in the front wheel non-reach correction deceleration setting step S262, the deceleration correction means 160 sets the required deceleration Ar so that the front wheel position of the host vehicle does not reach the pedestrian. The front wheel non-reach correction deceleration Ah is corrected. Here, the condition that the front wheel position of the host vehicle does not reach the pedestrian is based on the relationship between the braking distance Dsc, the oncoming lane boundary distance Db, the vehicle length Dv, and the overhang Dh as shown in the following (Equation 4). Can be shown.
Dsc ≧ Db + Dv−Dh (Equation 4)
Here, if the minimum condition (Dsc = Db + Dv−Dh) where the front wheel position of the host vehicle does not reach the pedestrian, the front wheel non-reach correction deceleration Ah is calculated using the above-described (Equation 3). It is calculated as (Equation 5) below.
^{Ar = V 2/2 (Dsc} + Dh) ··· ( number 5)

  In the case of No in the front wheel arrival determination step S261, in the correction deceleration setting step S263, the deceleration correction means 160 corrects the required deceleration Ar to the correction deceleration Ac. Even if the host vehicle decelerates at the corrected deceleration Ac so that it does not stop in the oncoming lane area, the front wheel position of the host vehicle does not reach the pedestrian, so the required deceleration is calculated according to (Equation 3) described above. Ar is corrected to the corrected deceleration Ac.

  Thus, in the deceleration correction step S260, when the deceleration correction means 160 determines in the front wheel arrival determination step S261 that it is determined that the front wheel position of the host vehicle reaches the pedestrian, the requested deceleration Ar is set in front. If corrected to the wheel non-reach correction deceleration Ah, the front wheel position of the host vehicle does not reach the pedestrian, so even if the host vehicle and the pedestrian collide, the pedestrian is caught in the wheel. Can prevent the damage from spreading.

  Further, when the host vehicle automatically performs deceleration control by the PCS in order to avoid a collision with an obstacle, an allowable deceleration may be defined. Specifically, it may be specified that the control must be performed with a deceleration of a minimum required deceleration (for example, 4.9 m / ss) or more. If the front wheel non-reaching corrected deceleration Ah set in the front wheel non-reaching corrected deceleration setting step S262 or the corrected deceleration Ac set in the corrected deceleration setting step S263 is smaller than the minimum required deceleration, a request is made. The deceleration Ar is corrected to the minimum required deceleration.

<Second Embodiment>
Next, in the second embodiment of the present invention, as shown in the first embodiment of the present invention, when the own vehicle stops in the area of the oncoming lane as a result of the automatic deceleration control by the PCS, A process for promoting the start of the host vehicle will be described.

  FIG. 6 is a functional block diagram showing a schematic configuration of the obstacle avoidance device 600 according to the second embodiment of the present invention. 6, the obstacle avoidance device 600 includes an obstacle detection unit 110, an oncoming lane area estimation unit 120, a deceleration calculation unit 130, a stop position estimation unit 140, a determination unit 150, and a deceleration correction unit 160. A stop position determination unit 610, a stop hold control unit 620, and a stop hold release control unit 630. In FIG. 6, the same components as those in the obstacle avoidance apparatus 100 according to the first embodiment of the present invention shown in FIG. 1 are denoted by the same reference numerals, and detailed description thereof is omitted. In the present embodiment, a configuration different from the first embodiment of the present invention will be mainly described.

  Stop position determination means 610 determines whether or not the host vehicle has stopped within the area of the oncoming lane. Specifically, the stop position determination means 610 acquires the current position where the host vehicle has stopped based on map information recorded by recording means such as GPS and memory, and the current position and the opposite lane. Based on the area of the oncoming lane estimated by the area estimating means 120, it is determined whether or not the host vehicle has stopped in the area of the oncoming lane.

  When the stop position determining unit 610 determines that the host vehicle is not stopped in the area of the oncoming lane, the stop holding control unit 620 holds the stop of the host vehicle for a preset stop holding time. On the other hand, when the stop position determining unit 610 determines that the host vehicle has stopped in the area of the oncoming lane, the stop holding control unit 620 holds the stop of the host vehicle for a time shorter than the stop holding time. In other words, the stop holding time for forcibly stopping the host vehicle is changed according to whether or not the host vehicle has stopped in the area of the oncoming lane.

  When the stop position determination unit 610 determines that the host vehicle is not stopped in the area of the oncoming lane, the stop hold release control unit 630 sets the accelerator opening of the host vehicle for a preset accelerator opening suppression time. Suppress. On the other hand, when the stop position determination unit 610 determines that the host vehicle has stopped in the area of the oncoming lane, the stop hold release control unit 630 increases the accelerator opening of the host vehicle for a time shorter than the accelerator opening suppression time. Suppress. In other words, the accelerator opening suppression time for forcibly suppressing the accelerator opening is changed according to whether or not the host vehicle stops in the area of the oncoming lane.

  In addition, each functional block mentioned above is controlled by the control means (not shown) which is an obstacle avoidance ECU, for example.

  Next, the flow of processing will be described in detail for the obstacle avoidance method executed by the obstacle avoidance apparatus 600 according to the second embodiment of the present invention. FIG. 7 is a flowchart showing a process flow of the obstacle avoidance method 700 executed by the obstacle avoidance apparatus 600 according to the second embodiment of the present invention. 7, the obstacle avoidance method 700 includes an obstacle detection step S210, an oncoming lane area estimation step S220, a deceleration calculation step S230, a stop position estimation step S240, a determination step S250, and a deceleration correction step S260. And stop hold control step S710 and stop hold release control step S720. In FIG. 7, the same components as those in the obstacle avoiding method 200 according to the first embodiment of the present invention shown in FIG. 2 are denoted by the same reference numerals, and detailed description thereof is omitted. In the present embodiment, a configuration different from the first embodiment of the present invention will be mainly described.

  In the stop and hold control step S710, the stop and hold control means 620 sets a stop and hold time for forcibly stopping the own vehicle in accordance with whether or not the own vehicle has stopped in the area of the oncoming lane. Based on the set stop hold time, the stop of the host vehicle is held.

  FIG. 8 is a flowchart showing a detailed processing flow of the stop holding control step S710. In FIG. 8, stop holding control step S710 includes stop position determination step S711, normal mode setting step S712, short time mode setting step S713, stop holding time determination step S714, stop holding control continuation step S715, and stop. Holding control release step S716.

  In stop position determination step S711, the stop position determination means 610 determines whether or not the host vehicle has stopped within the area of the oncoming lane. When it is determined in the stop position determination step S711 that the host vehicle has stopped outside the area of the oncoming lane, the process proceeds to the normal mode setting step S712 (No in the stop position determination step S711). On the other hand, when it is determined in the stop position determination step S711 that the host vehicle has stopped in the area of the oncoming lane, the process proceeds to the short-time mode setting step S713 (Yes in the stop position determination step S711).

  Note that the determination method in the stop position determination unit 610 may be, for example, a method of determining whether or not the host vehicle has completely passed the virtual boundary line, as shown in the first embodiment of the present invention. I do not care.

  In the normal mode setting step S712, the stop holding control means 620 sets the normal mode holding time (for example, 2 seconds) as the stop holding time. Here, the normal mode holding time is a time for forcibly stopping the host vehicle after the host vehicle is automatically stopped by the PCS.

  In the short time mode setting step S713, the stop holding control means 620 sets the short time mode holding time (for example, 1 second) as the stop holding time. Here, the short time mode holding time is shorter than the normal mode holding time described above.

  In the stop holding time determination step S714, the stop holding control means 620 determines whether or not the stop holding time set in the normal mode setting step S712 or the short time mode setting step S713 has elapsed. If it is determined in the stop holding time determination step S714 that the stop holding time has not elapsed, the process proceeds to the stop holding control continuation step S715 (No in the stop holding time determination step S714). On the other hand, when it is determined in the stop holding time determination step S714 that the stop holding time has elapsed, the process proceeds to the stop holding control release step S716 (Yes in the stop holding time determination step S714).

  In the stop holding control continuation step S715, the stop holding control means 620 performs control so that the own vehicle is stopped as it is, continuously from the state in which the own vehicle is automatically stopped. Then, the stop holding control means 620 returns to the processing of the stop holding time determination step S714.

  In the stop holding control release step S716, the stop holding control means 620 releases the control that has stopped the host vehicle from the state in which the host vehicle has been automatically stopped and continuously stopped.

  As described above, according to the stop position determination unit 610, the stop holding control unit 620, and the stop holding control step S710, the stop holding time corresponding to whether or not the own vehicle has stopped is set in the area of the oncoming lane. Therefore, when the host vehicle stops in the area of the oncoming lane, the host vehicle can be started early and escape from the area of the oncoming lane.

  Next, in the stop and hold release control step S720, the stop and hold release control means 630 opens the accelerator for forcibly suppressing the accelerator opening according to whether or not the host vehicle has stopped in the area of the oncoming lane. A degree suppression time is set, and the accelerator opening of the host vehicle is suppressed based on the set accelerator opening suppression time.

  Here, the process of suppressing the accelerator opening is that after the host vehicle is automatically stopped by the PCS, the stop holding control that forcibly stopped the host vehicle is released, and immediately after that, This is to prevent a risk that the host vehicle suddenly starts due to the accelerator operation.

  FIG. 9 is a flowchart showing a detailed process flow of the stop hold release control step S720. In FIG. 9, the stop hold release control step S720 includes a stop position determination step S721, a normal mode setting step S722, a short time mode setting step S723, an accelerator opening suppression time determination step S724, and an accelerator opening suppression continuation step. S725 and accelerator opening suppression suppression cancellation step S726 are included.

  In stop position determination step S721, stop position determination means 610 determines whether or not the host vehicle has stopped within the area of the oncoming lane. When it is determined in the stop position determination step S721 that the host vehicle has stopped outside the area of the oncoming lane, the process proceeds to the normal mode setting step S722 (No in the stop position determination step S721). On the other hand, when it is determined in the stop position determination step S721 that the host vehicle has stopped in the area of the oncoming lane, the process proceeds to the short time mode setting step S723 (Yes in the stop position determination step S721).

  The stop position determination step S721 may be a process common to the stop position determination step S711 of FIG. 8 described above.

  In the normal mode setting step S722, the stop hold release control means 630 sets the normal mode suppression time (for example, 2 seconds) as the accelerator opening suppression time. Here, the normal mode suppression time is a time for forcibly suppressing the accelerator opening after the stop holding control that has forcibly stopped the host vehicle is released.

  In the short time mode setting step S723, the stop hold release control means 630 sets the short time mode suppression time (for example, 1 second) as the accelerator opening suppression time. Here, the short time mode suppression time is shorter than the normal mode suppression time described above.

  In the accelerator opening suppression time determination step S724, the stop hold release control means 630 determines whether or not the accelerator opening suppression time set in the normal mode setting step S722 or the short time mode setting step S723 has elapsed. . If it is determined in the accelerator opening suppression time determination step S724 that the accelerator opening suppression time has not elapsed, the process proceeds to the accelerator opening suppression continuation step S725 (No in accelerator opening suppression time determination step S724). On the other hand, when it is determined in the accelerator opening suppression time determination step S724 that the accelerator opening suppression time has elapsed, the processing proceeds to the accelerator opening suppression release step S726 (Yes in the accelerator opening suppression time determination step S724). ).

  In the accelerator opening suppression continuation step S725, the stop hold release control means 630 performs control so as to suppress the accelerator opening as it is, continuing from the state where the accelerator opening is forcibly suppressed. Then, the stop hold release control means 630 returns to the processing of the accelerator opening suppression time determination step S724.

  In the accelerator opening suppression release step S726, the stop holding release control means 630 releases the stop holding control that forcibly stopped the host vehicle, forcibly suppresses the accelerator opening, and continues to open the accelerator. The control which suppresses the said accelerator opening is cancelled | released from the state which suppressed the degree.

  Thus, according to the stop position determination means 610, the stop hold release control means 630, and the stop hold release control step S720, the accelerator opening suppression time corresponding to whether or not the host vehicle has stopped in the area of the oncoming lane. Therefore, when the own vehicle stops in the area of the oncoming lane, the own vehicle can be started at an early stage to escape from the area of the oncoming lane.

  As described above, according to the obstacle avoidance device 600 and the obstacle avoidance method 700 according to the second embodiment of the present invention, when the host vehicle crosses the oncoming lane, it collides with a pedestrian after crossing the oncoming lane. While avoiding the above, it is possible to avoid the obstruction of the oncoming vehicle traveling in the oncoming lane, and to avoid the collision with the oncoming vehicle.

  Further, even when the host vehicle stops in the oncoming lane area, a stop holding time and / or accelerator opening suppression time is set in accordance with whether or not the own vehicle has stopped in the oncoming lane area. Thus, the host vehicle can be started early and escape from the area of the oncoming lane.

  In the present embodiment, it has been described that the stop hold control step S710 and the stop hold release control step S720 are executed after executing the deceleration correction step S260 shown in the first embodiment of the present invention. The scene in which stop hold control step S710 and stop hold release control step S720 are executed is not limited to this. As a result of the automatic deceleration control by the PCS, as long as the host vehicle stops in the area of the oncoming lane, the present invention may be applied to other scenes.

  In the first and second embodiments of the present invention, the obstacle detected as an obstacle after crossing the oncoming lane has been described as a pedestrian crossing the road after a right turn of the host vehicle. Is not limited to pedestrians, and may be, for example, a bicycle that crosses the road after the vehicle turns right.

  In addition, although the 1st and 2nd embodiment of this invention demonstrated the scene where the own vehicle turns right, it is not limited to the scene where the own vehicle turns right. For example, in a foreign country or the like, since the vehicle is right-hand traffic, if the obstacle avoidance device and the obstacle avoidance method according to the present invention are applied in a scene where the host vehicle makes a left turn, the first and second implementations of the present invention Needless to say, the same effects as described in the embodiment can be obtained.

  Further, the obstacle avoidance device and the obstacle avoidance method according to the present invention are not limited to the situation where the own vehicle turns right or left at the intersection, and if the own vehicle crosses the oncoming lane. , Can be applied to any scene. For example, when the host vehicle wants to enter a parking lot of a store existing on the opposite lane side, the host vehicle will enter the parking lot across the opposite lane, and the obstacle avoidance device and obstacle according to the present invention Object avoidance methods can be applied.

  INDUSTRIAL APPLICABILITY The present invention is applicable to an obstacle avoidance device that avoids a collision with an obstacle around the host vehicle, and when crossing an opposite lane, avoiding a collision with an obstacle after crossing, This is useful for preventing a secondary disaster caused by a collision with an oncoming vehicle.

100, 600 Obstacle avoidance device 200, 700 Obstacle avoidance method 110 Obstacle detection means 120 Oncoming lane area estimation means 130 Deceleration calculation means 140 Stop position estimation means 150 Determination means 160 Deceleration correction means 610 Stop position determination means 620 Stop Holding control means 630 Stop holding release control means P1 Braking start position P2 Required stop position Ds Braking distance Db Oncoming lane boundary distance Dv Vehicle length B Virtual boundary line T Pedestrian

Claims (11)

An obstacle avoidance device that detects an obstacle around the host vehicle when crossing an oncoming lane and avoids a collision with the obstacle,
Obstacle detection means for detecting an obstacle after crossing the opposite lane;
Oncoming lane area estimation means for estimating the area of the oncoming lane;
Deceleration calculation means for calculating a required deceleration for avoiding a collision with an obstacle detected by the obstacle detection means;
Stop position estimating means for estimating a stop position of the host vehicle based on the requested deceleration calculated by the deceleration calculating means;
Based on the stop position of the host vehicle estimated by the stop position estimating unit and the oncoming lane region estimated by the oncoming lane region estimating unit, the host vehicle stops within the oncoming lane region. Determination means for determining whether or not,
A failure correction unit that corrects the required deceleration of the host vehicle calculated by the deceleration calculation unit when the host vehicle is determined to stop within the area of the oncoming lane by the determination unit. Object avoidance device. The opposite lane area estimation means sets a road boundary line on the opposite lane side or a virtual boundary line extending the road edge line along the opposite lane,
The said determination means determines that the said own vehicle stops in the area | region of the said oncoming lane, when the said own vehicle does not pass the said road edge line or the said virtual boundary line, The said vehicle stops. Obstacle avoidance device.   The said deceleration correction means correct | amends the request | requirement deceleration of the said own vehicle calculated by the said deceleration calculation means to the deceleration smaller than the said request | requirement deceleration, The one of Claims 1-2 characterized by the above-mentioned. Obstacle avoidance device described in 1.   The deceleration deceleration correcting unit corrects the required deceleration of the host vehicle calculated by the deceleration calculation unit so that the host vehicle does not stop in the area of the oncoming lane. 3. The obstacle avoidance device according to 3.   The deceleration correction means corrects the requested deceleration of the host vehicle calculated by the deceleration calculation means so that the front wheel position of the host vehicle does not reach the obstacle detected by the obstacle detection means. The obstacle avoidance device according to claim 3, wherein The vehicle further comprises stop position determination means for determining whether or not the host vehicle has stopped in the area of the oncoming lane,
6. The start of the host vehicle is promoted when the stop position determining unit determines that the host vehicle has stopped in the area of the oncoming lane. Obstacle avoidance device. An obstacle avoidance device that detects an obstacle around the host vehicle when crossing an oncoming lane and avoids a collision with the obstacle,
Obstacle detection means for detecting an obstacle after crossing the opposite lane;
Deceleration control means for controlling deceleration of the host vehicle in order to avoid a collision with an obstacle detected by the obstacle detection means;
Oncoming lane area estimation means for estimating the area of the oncoming lane;
Stop position determining means for determining whether or not the host vehicle has stopped in the area of the oncoming lane estimated by the oncoming lane area estimating means;
The obstacle avoidance device, wherein when the stop position determination means determines that the host vehicle has stopped in the area of the oncoming lane, the start of the host vehicle is promoted.   When it is determined by the stop position determination means that the host vehicle has not stopped within the area of the oncoming lane, the stop of the host vehicle is held for a preset stop holding time, and the stop position determination means The vehicle further comprises stop holding control means for holding the stop of the host vehicle for a time shorter than the stop holding time when it is determined that the host vehicle has stopped in the area of the oncoming lane. The obstacle avoidance device according to any one of 6 to 7.   When it is determined by the stop position determination means that the host vehicle is not stopped in the area of the oncoming lane, the accelerator opening of the host vehicle is suppressed for a preset accelerator opening suppression time, and the stop When the position determination means determines that the host vehicle has stopped within the area of the oncoming lane, the stop hold release control means for suppressing the accelerator opening of the host vehicle for a time shorter than the accelerator opening suppression time is further provided. The obstacle avoidance device according to claim 6, comprising the obstacle avoidance device.   The obstacle avoidance device according to claim 1, wherein the obstacle detected by the obstacle detection means is a pedestrian or a bicycle. An obstacle avoidance method executed by an obstacle avoidance device that detects an obstacle around the host vehicle and avoids a collision with the obstacle when crossing an oncoming lane,
An obstacle detection step for detecting an obstacle after crossing the opposite lane;
An oncoming lane area estimating step for estimating an area of the oncoming lane;
A deceleration calculating step for calculating a requested deceleration for avoiding a collision with the obstacle detected in the obstacle detecting step;
A stop position estimating step for estimating a stop position of the host vehicle based on the requested deceleration calculated in the deceleration calculating step;
Based on the stop position of the host vehicle estimated in the stop position estimation step and the oncoming lane region estimated by the oncoming lane region estimation step, the host vehicle stops in the oncoming lane region. A determination step for determining whether or not,
Including a deceleration correction step of correcting the required deceleration of the host vehicle calculated in the deceleration calculation step when it is determined in the determination step that the host vehicle stops within the area of the oncoming lane. Things avoidance method.

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