JP2012216017A - Vehicular collision avoidance support device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a vehicular collision avoidance support device which dissolves discomfort of a driver by making timing of collision avoidance support operation different according to a traveling situation.SOLUTION: A vehicular collision avoidance support device is equipped with collision avoidance support means (S14 to S20, S32 to S36) which detects objects existing around an own vehicle, predicts a route of the own vehicle as well as a route of an obstacle when the obstacle (a crossing vehicle and the like) is detected, determines the possibility of a collision with the own vehicle when the routes are overlapped with each other, and performs a collision avoidance support operation for supporting avoidance of a collision with the obstacle. The vehicular collision avoidance support device determines whether or not the own vehicle travels in a yaw generating direction (S22 to S26), and delays execution of the collision avoidance support operation, when it is determined that the own vehicle travels in the yaw generating direction, in comparison with the other situation (S28 to S30).

Description

  The present invention relates to a vehicle contact avoidance support device, and more specifically, to avoid contact with an object such as a crossing vehicle around the vehicle (own vehicle), and to perform a contact avoidance support operation without a driver's uncomfortable feeling. It relates to the device.

  Devices that detect obstacles such as other vehicles around your vehicle and perform contact avoidance support operations when it is determined that there is a possibility of contact with them are known. It is desirable to change the contact avoidance support operation accordingly.

  In that respect, according to Patent Document 1 below, in the device that issues an alarm when the distance between the subject vehicle and the target object is equal to or less than the set distance, the timing for generating the alarm can be delayed when the vehicle is decelerating. Proposed.

JP 2002-67845 A

  In the technology described in Patent Document 1, by configuring as described above, the alarm generation timing is delayed during deceleration with a sense of security compared to constant speed traveling, thereby eliminating the driver's uncomfortable feeling. However, it stopped, and it did not suggest anything about the contact avoidance support operation.

  Accordingly, an object of the present invention is to provide a vehicle contact avoidance support device that solves the above-mentioned problems and eliminates the driver's uncomfortable feeling by making the timing of the contact avoidance support operation different according to the driving situation. It is in.

  In order to solve the above-mentioned object, according to claim 1, object detection means for detecting an object existing around the own vehicle, movement state detection means for detecting the movement state of the own vehicle, and the object detection When an obstacle is detected based on the output of the means, the course of the own vehicle is predicted based on the output of the motion state detection means, and the course of the obstacle is predicted based on the output of the object detection means. A vehicle provided with contact avoidance support means for determining that there is a possibility of contact with the host vehicle when the predicted courses overlap and performing contact avoidance support operation for supporting contact avoidance with the obstacle; In the contact avoidance support device, the vehicle travel direction determining means for determining whether or not the vehicle travels in the direction in which yaw is generated, and the vehicle travels in the direction in which the yaw is generated by the vehicle travel direction determining means. If it is determined, Than when forced, and as configured and a contact avoidance assistance operation delaying means for delaying the execution of the contact avoidance assistance operation.

  In the vehicle contact avoidance assistance device according to claim 2, the vehicle traveling direction determination means generates the yaw based on at least one of a driver's operation and navigation information from the navigation device. It was constituted so that it might be judged that it progressed in the direction to do.

  In the vehicle contact avoidance assistance device according to claim 3, when the own vehicle travels in the direction in which the yaw is generated when the own vehicle turns right or left at or near an intersection. It was configured to judge.

  In the vehicle contact avoidance assistance device according to claim 1, it is determined whether or not the vehicle travels in a direction to generate yaw, and when it is determined that the vehicle travels in the direction to generate yaw, Compared with the case where it does not, it has comprised so that execution of a contact avoidance assistance operation | movement may be delayed, Therefore A driver's discomfort can be eliminated.

  That is, the inventor has found that when the vehicle travels in the direction of generating yaw, the driver's reaction time is shorter than in other cases (in other words, the reaction is faster), so contact avoidance The driver's uncomfortable feeling can be eliminated by delaying the execution of the assist operation.

  The vehicle contact avoidance assistance device according to claim 2 is configured to determine that the own vehicle travels in a direction of generating yaw based on at least one of a driver's operation and navigation information from the navigation device. Therefore, in addition to the effects described above, it can be reliably determined that the host vehicle is traveling in the direction of generating yaw.

  In the vehicle contact avoidance support device according to claim 3, when the vehicle turns right or left at or near the intersection, it is determined that the vehicle travels in the direction of generating yaw. The driver's uncomfortable feeling when making a right or left turn can be reliably resolved.

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a schematic view showing a vehicle contact avoidance support device as a whole according to an embodiment of the present invention. It is a flowchart which shows operation | movement of the apparatus shown in FIG. 2 is an explanatory diagram showing a running situation that is premised on the processing of the flow chart. It is explanatory drawing which shows the driver | operator's reaction time in the driving | running | working condition shown in FIG. It is explanatory drawing which shows the definition of the reaction time of FIG.

  DESCRIPTION OF EXEMPLARY EMBODIMENTS Hereinafter, an embodiment for carrying out a vehicle contact avoidance assistance device according to the invention will be described with reference to the accompanying drawings.

  FIG. 1 is a schematic view showing a vehicle contact avoidance assisting apparatus according to an embodiment of the present invention.

  In FIG. 1, reference numeral 10 denotes a contact avoidance support device. The device 10 transmits a driving force of an engine (internal combustion engine; indicated as “ENG”) 12 from an automatic transmission (shown as “T / M” in the drawing) 14. It is mounted on a vehicle 16 (shown in part by an engine 12, an automatic transmission 14, etc., hereinafter referred to as “own vehicle”) 16 that transmits to drive wheels (not shown), and includes a control device 20, an alarm device 22, and a brake control unit 24. And a brake actuator 26.

  The control device 20 is composed of an ECU (electronic control unit) including a microcomputer, and serves as a contact avoidance support means for executing a contact avoidance support operation for operating the alarm device 22 or operating the brake actuator 26 via the brake control unit 24. Function.

  The alarm device 22 includes an audio speaker and an indicator (both not shown) installed in the vicinity of the driver's seat of the host vehicle 16, and the control device 20 operates the alarm device 22 to warn the occupant through sound and vision.

  The brake control unit 24 is similarly composed of an ECU, and executes an automatic brake that operates the brake actuator 26 independently of an occupant (driver) brake pedal operation via a brake hydraulic mechanism in response to a command from the control device 20. Thus, the travel of the host vehicle 16 is braked (decelerated).

  The brake actuator 26 generates a braking pressure with a master back (not shown) that increases the depression force of a brake pedal (not shown) and the increased depression force, and passes through a brake hydraulic mechanism (not shown). It consists of a master cylinder (not shown) that operates brakes mounted on the drive wheels and driven wheels.

  Radar device 30 is arranged at the nose portion of the body of host vehicle 16. The radar device 30 includes a radar 30a that transmits electromagnetic waves such as laser light and millimeter waves to the surroundings such as forward of the traveling direction of the host vehicle 16, and a reflection that is caused by reflection of the transmitted wave by an object existing around the host vehicle 16. The radar processing unit 30b receives a wave. The radar processing unit 30b detects an object from the presence or absence of a reflected wave, and when an object is detected, detects the distance, direction, and moving speed and outputs the detected distance to the control device 20.

  In the vicinity of a steering wheel (not shown), a steering torque sensor 32 is arranged to generate an output in accordance with the direction and magnitude of the steering force (steering torque) input (operated) by the occupant from the steering wheel. An angle sensor 34 is arranged to generate an output corresponding to the direction and magnitude of the steering angle input (operated) by the passenger through the steering wheel.

  A yaw rate sensor 36 is disposed in the vicinity of the center of gravity of the host vehicle 16 and generates an output corresponding to the yaw rate (rotational angular velocity) around the vertical axis (yaw axis) of the host vehicle 16. A vehicle speed sensor 40 is disposed near the drive shaft of the host vehicle 16 and outputs a pulse every predetermined rotation of the drive wheels.

  In addition, a turn signal switch 42 is disposed in an energization circuit of a turn signal (not shown) for turning left and right, and outputs a signal indicating a right turn or a left turn according to a driver's operation when energized and turned on.

  The output of the sensor group described above is also sent to the control device 20. The control device 20 detects the steering torque and the like from these input values, counts the output of the vehicle speed sensor 40 to detect the vehicle speed that is the traveling speed of the host vehicle 16, and turns the driver's right and left from the output of the blinker switch 42. Detect intent.

  The device 10 includes a navigation device 44. The navigation device 44 includes a current position detection unit 44a, a navigation processing unit 44b, a map data storage unit 44c, an input unit 44d, and a display unit 44e.

  The current position detection unit 44a outputs a positioning signal receiving unit 44a1 that receives a positioning signal such as a GPS (Global Positioning System) signal, and a signal corresponding to the orientation of the host vehicle 16 on the horizontal plane and the inclination angle with respect to the vertical direction. A gyro sensor 44a2 is provided, and the current position of the host vehicle 16 is calculated based on the received positioning signal or the autonomous navigation based on the output of the gyro sensor 44a2 and the vehicle speed sensor 40 described above.

  The map data storage unit 44c includes a storage medium such as a CD-ROM, and stores (stores) map (road) data including the width of the road on which the vehicle 16 is traveling, an intersection, a right turn lane, and the like. The input unit 44d includes a switch group and a keyboard, and the display unit 44e includes a display.

  The navigation processing unit 44b uses the current position of the vehicle 16 obtained by the current position detection unit 44a in the map (road) data stored in the map data storage unit 44c, or the position of the vehicle 16 input to the input unit 44d. Is displayed on the display unit 44e. The navigation processing unit 44b and the control device 20 are communicably connected to each other, and the navigation processing unit 44b outputs to the control device 20 information specifying the position where the host vehicle 16 travels on the road map data.

  FIG. 2 is a flowchart showing the operation of the device 10 shown in FIG. 1, more specifically, the operation of the control device 20.

  In the following, in S10, based on the output of the radar processing unit 30b of the radar apparatus 30, an object (guardrail, other vehicle, etc.) around the own vehicle (vehicle) 16 is detected, and the detected object with respect to the own vehicle 16 is detected. Detect relative position and relative speed.

  FIG. 3 is an explanatory diagram showing the driving situation premised on the processing of the flow chart of FIG. 2, and in this embodiment, it is assumed that the vehicle is traveling at or near an intersection as shown in the figure. It also includes traveling that generates yaw such as turns. As an obstacle, another vehicle such as a crossing vehicle 50 entering from the side is planned.

  Returning to the description of FIG. 2, the process then proceeds to S <b> 12, and the vehicle speed and yaw rate of the host vehicle 16, that is, the motion state of the host vehicle 16 is detected from the outputs of the vehicle speed sensor 40 and the yaw rate sensor 36.

  Next, in S14, the ground speed of the object is obtained from the difference between the relative speed of the object to the host vehicle 16 and the speed of the host vehicle 16, and it is determined from the ground speed whether the object is an obstacle in the traveling direction of the host vehicle 16. In this case, if the object is a crossing vehicle 50, the crossing vehicle 50 is detected as an obstacle.

  When the result in S14 is negative, the subsequent processing is skipped. When the result is affirmative, it is determined that an obstacle (crossing vehicle) 50 has been detected, and the process proceeds to S16 to detect the motion state (in other words, the motion in S12). The course of the host vehicle 16 is predicted based on the output of the state detection means, and the course of the obstacle is predicted based on the change in the position of the obstacle 50 (in other words, the output of the object detection means in S10).

  Next, the process proceeds to S18, where it is determined whether or not the predicted path of the vehicle 16 and the path of the obstacle 50 are overlapped. If the determination is negative, the subsequent processing is skipped. If the determination is affirmative, the process proceeds to S20. It is determined that there is a possibility of contact with the vehicle 16.

  Next, in S22, the navigation processing unit 44b of the navigation device 44 is accessed to read the map (road) data stored in the map data storage unit 44c, and whether or not the vehicle 16 is traveling at or near an intersection. to decide.

  When the result in S22 is affirmative, the process proceeds to S24, and the traveling direction of the host vehicle 16 is determined. That is, whether the host vehicle 16 is turning right or left from the driver's operation, that is, the output of the steering torque sensor 32, steering angle sensor 34, yaw rate sensor 36, turn signal switch 42, etc. It is determined whether it is going to travel in the direction of generating yaw (rotation angle around the vertical axis of the vehicle 16) or going straight.

  Next, the process proceeds to S26, where it is determined whether or not the determination result of S24 is a right / left turn (right turn or left turn). Value). The same applies when the result in S22 is negative. In S24, it is determined that the vehicle is traveling in the direction of generating yaw because it includes not only the right / left turn at the intersection but also the determination of whether the vehicle is traveling in the direction of generating yaw as described above. If YES, the determination in S26 is affirmed and the process proceeds to S30.

  On the other hand, if it is affirmed and it is determined that the vehicle 16 is going to turn left or right (the vehicle 16 is traveling in the direction of generating yaw) or is generating yaw, the process proceeds to S30, and the contact avoidance support timing (time ) Is set to a value delayed from the appropriate value (normal value) set in S28.

  Next, the process proceeds to S32, the contact avoidance support working distance is calculated by multiplying the calculated contact avoidance support timing by the relative speed of the obstacle 50 with respect to the own vehicle 16, and the process proceeds to S34. It is determined whether or not the relative distance of the obstacle 50 to the vehicle (the distance between the vehicle 16 and the obstacle 50) is exceeded.

  When the result in S34 is negative, the subsequent processing is skipped, and when the result is affirmative, the process proceeds to S36 to perform an alarm operation, specifically, a contact avoidance support operation, more specifically, by operating the alarm device 22. An audio or visual alarm is executed (in some situations, the brake actuator 26 is operated to execute an automatic brake alarm).

  The above description will be made with reference to FIGS. 3 to 5. As a result, the inventors have found that when the vehicle 16 travels in the direction of generating yaw, the reaction time of the driver is shorter than the case where the vehicle 16 does not. (In other words, the reaction is fast).

  FIG. 4 is an explanatory diagram showing a driver's reaction time in the driving situation shown in FIG. 3, and specifically an explanatory diagram showing a result of analyzing existing data of DR (drive recorder) and DS (drive simulator). . In FIG. 4, the “reaction time” is the time from when the driver turns to the partner vehicle (obstacle 50) from the front until the deceleration of the own vehicle 16 becomes maximum, as shown in FIG. means.

  As shown in Fig. 3 and Fig. 4, the driver's reaction time when approaching a crossing vehicle differs between constant speed / straight, acceleration / deceleration, right / left turn, etc., compared to the case where right / left turn is not (particularly straight). The driver's reaction time is short, in other words, the reaction is fast. This seems to be due to the increased tension when turning left and right compared to when going straight.

  From this, it is presumed that the driver feels uncomfortable when the point of the contact avoidance support operation is uniform between straight ahead and left / right turn at the intersection traffic. Therefore, in this embodiment, the timing of the contact avoidance assisting operation is made different according to the driving situation, and as shown on the right side of FIG. The discomfort of the person can be eliminated.

  As described above, in this embodiment, the object detection means (radar device 30, control device 20, S10) for detecting an object existing around the own vehicle 16 and the movement state detection for detecting the movement state of the own vehicle 16. When an obstacle (crossing vehicle 50) is detected based on the means (vehicle speed sensor 40, yaw rate sensor 36, control device 20, S12) and the output of the object detection means, based on the output of the motion state detection means The course of the host vehicle 16 is predicted, and the course of the obstacle is predicted based on the output of the object detection means. If the predicted course overlaps, it is determined that there is a possibility of contact with the host vehicle. The vehicle contact avoidance support device 1 is provided with contact avoidance support means (control device 20, S14 to S20, S32 to S36) for executing a contact avoidance support operation for supporting contact avoidance with the obstacle. The vehicle generates the yaw by the vehicle traveling direction determination means (control device 20, S22 to S26) for determining whether or not the vehicle travels in the direction in which yaw is generated, and the vehicle traveling direction determination means. When it is determined that the vehicle travels in the direction of the vehicle, it is configured to include the contact avoidance support operation delay means (control device 20, S28 to S30) that delays the execution of the contact avoidance support operation as compared with the case where it does not. This can eliminate the driver's uncomfortable feeling.

  That is, the inventor has found that when the own vehicle 16 travels in the direction of generating yaw, the driver's reaction time is shorter (in other words, the reaction is faster) than the case where the vehicle 16 does not. The driver's uncomfortable feeling can be eliminated by delaying the execution of the avoidance support operation.

  Further, the own vehicle traveling direction determination means determines that the own vehicle 16 proceeds in the direction in which the yaw is generated based on at least one of a driver's operation and navigation information from the navigation device 44 (control device 20, Since it is configured as S24 to S26), in addition to the effects described above, it can be reliably determined that the host vehicle 16 is traveling in the direction of generating yaw.

  The own vehicle traveling direction determining means determines that the own vehicle 16 travels in the direction in which the yaw is generated when the own vehicle 16 makes a right or left turn at or near an intersection (control device 20, S22 to S26). Since it comprised, especially the driver | operator's uncomfortable feeling at the time of turning right and left at an intersection can be eliminated reliably.

  In the above description, the alarm operation is performed by operating the alarm device 22 to execute an audio or visual alarm (or an automatic brake alarm by operating the brake actuator 26). It is also possible to give an alarm by pulling the seat belt through the seat belt driving mechanism or to use the display unit 44e of the navigation device 44.

  In addition, although the occupant's intention to turn right is determined from the output of the turn signal switch 42 or the like, if a camera is placed in the passenger compartment to detect the occupant's face and line of sight and the occupant is facing the right direction, You may judge.

  DESCRIPTION OF SYMBOLS 10 Contact avoidance assistance apparatus of vehicle, 16 Vehicle (own vehicle), 20 Control apparatus, 22 Alarm apparatus, 24 Brake control part, 26 Brake actuator, 30 Radar apparatus, 32 Steering torque sensor, 34 Steering angle sensor, 36 Yaw rate sensor, 40 vehicle speed sensor, 42 turn signal switch, 44 navigation device, 44a current position detection unit, 44b navigation processing unit, 44c map data storage unit, 50 crossing vehicle (obstacle)

Claims (3)

  Object detection means for detecting an object existing around the own vehicle, movement state detection means for detecting the movement state of the own vehicle, and when an obstacle is detected based on the output of the object detection means, the movement state Predict the course of the vehicle based on the output of the detection means, and predict the course of the obstacle based on the output of the object detection means. If the predicted paths overlap, contact with the own vehicle is possible. In a contact avoidance support device for a vehicle having a contact avoidance support means for performing contact avoidance support operation for supporting contact avoidance with the obstacle, the host vehicle proceeds in the direction of generating yaw If the host vehicle traveling direction determining means for determining whether or not to determine whether the host vehicle travels in the direction of generating the yaw is determined by the host vehicle traveling direction determining means, the contact avoidance as compared with the case where it does not occur. Slow execution of support action Contact avoidance support device for a vehicle, characterized in that a contact avoidance assistance operation delay means that.   The vehicle traveling direction determination means determines that the vehicle travels in a direction in which the yaw is generated based on at least one of a driver's operation and navigation information from a navigation device. Vehicle contact avoidance support device.   The vehicle contact avoidance according to claim 2, wherein the vehicle traveling direction determination means determines that the vehicle travels in the direction of generating the yaw when the vehicle turns right or left at or near an intersection. Support device.

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