JP2019012345A - Collision damage reduction device upon right/left turn - Google Patents

Abstract

To provide a collision damage reduction device upon right/left turn for preventing a collision accident upon right/left turn and reducing collision damage.SOLUTION: A collision damage reduction device upon right/left turn 100 includes: a position acquisition unit 101 for acquiring a position of an obstacle in the vicinity of a host vehicle; a right/left turn determination unit 105 for determining whether or not the host vehicle is going to turn right/left; a collision risk determination unit 106 for determining whether or not there is a collision risk between the host vehicle and the obstacle by estimating a swivel track of each vertex with a planar shape of the host vehicle regarded as a rectangular shape when the right/left turn determination unit determines that the host vehicle is going to make a right/left turn, and inputting an estimated swivel track of each vertex and a position of the obstacle acquired by the position acquiring unit 101; and a collision damage reduction unit upon right/left turn 107 for warning a driver of a risk of the host vehicle colliding with the obstacle and intervening in driving operation when the collision risk determination unit 106 determines that there is a risk of the host vehicle colliding with the obstacle.SELECTED DRAWING: Figure 1

Description

  The present invention relates to a right / left turn collision damage reducing device that prevents a collision accident during a right / left turn or reduces a collision damage.

  Conventionally, when traveling on a single road, the position of the obstacle in front of the vehicle and the vehicle speed are input to determine the collision risk between the front of the vehicle and the obstacle and there is a collision risk between the front of the vehicle and the obstacle. When the judgment is made, the driver is warned that there is a risk of collision between the front of the vehicle and the obstacle, or the driver is intervened in the driving operation to prevent a collision accident during single road driving or to reduce the collision damage.

JP 2010-218377 A JP2012-014527A Japanese Patent Laying-Open No. 2015-072636 JP 2006-182892 A

  When turning left or right, it is necessary to determine the collision risk between the side of the vehicle and the obstacle. Conventionally, only the collision risk between the front of the vehicle and the obstacle is determined. It was difficult to prevent accidents) and reduce collision damage.

  Accordingly, an object of the present invention is to provide a right / left turn collision damage alleviating apparatus that prevents a collision accident at the time of right / left turn and reduces the collision damage.

  The present invention relates to a right / left turn collision damage reducing device that prevents a collision accident during a right / left turn or reduces a collision damage, and a position acquisition unit that acquires the position of an obstacle in the vicinity of the own vehicle; A right / left turn determination unit that determines whether or not the vehicle is going to make a right / left turn, and when the vehicle's right / left turn determination unit determines that the vehicle is going to make a right / left turn, the vehicle's plane shape is regarded as a rectangular shape and A collision risk determination unit that estimates a turning trajectory and determines whether there is a collision risk between the host vehicle and the obstacle by inputting the estimated turning trajectory of each vertex and the position of the obstacle acquired by the position acquisition unit. When the collision risk determination unit determines that there is a collision risk between the host vehicle and the obstacle, the driver is warned that there is a collision risk between the host vehicle and the obstacle, or by intervening in the driving operation. Preventing collision accidents when turning left and right, and collision damage A left or right turn collision damage reduction unit for or reduced, to provide a time right turn collision damage reducing apparatus comprising a.

  It is desirable to further include a steering angle acquisition unit that acquires the steering angle, a yaw rate acquisition unit that acquires the yaw rate, and a vehicle speed acquisition unit that acquires the vehicle speed.

  The right / left turn determination unit determines whether the vehicle is going to turn right or left by inputting the blinker turn-off state, the steering angle acquired by the steering angle acquisition unit, and the yaw rate acquired by the yaw rate acquisition unit. Things are desirable.

  The collision risk determination unit preferably estimates the turning trajectory of each vertex using the vehicle speed acquired by the vehicle speed acquisition unit and the yaw rate acquired by the yaw rate acquisition unit as inputs.

  According to the present invention, it is possible to provide a right / left turn collision damage reducing device that prevents a collision accident at the time of right / left turn and reduces the collision damage.

It is a block diagram which shows the structure of the collision damage reduction apparatus at the time of the left-right turn which concerns on this invention. It is a figure explaining the variable used for the own vehicle data preparation. It is a figure explaining the variable used for obstacle data creation. It is a figure explaining the variable used for obstacle data creation, Comprising: It is a figure which shows the example of the offset of a front right vertex, and mileage. It is a figure explaining the difference with the change of the turning radius of each vertex, and the change of the curvature radius of an intersection. It is a flowchart which shows operation | movement of the collision damage reduction apparatus at the time of the right-and-left turn which concerns on this invention.

  Hereinafter, embodiments of the present invention will be described with reference to the accompanying drawings.

  As shown in FIG. 1, a right / left turn collision damage reducing apparatus 100 according to an embodiment of the present invention is an apparatus that prevents a collision accident or reduces a collision damage at the time of a right / left turn. A steering angle acquisition unit 102, a yaw rate acquisition unit 103, a vehicle speed acquisition unit 104, a right / left turn determination unit 105, a collision risk determination unit 106, and a right / left turn collision damage reduction unit 107.

  The position acquisition unit 101 uses, for example, a lidar (LIDAR), a radar (RADAR) and / or a camera, and / or an obstacle (for example, a pedestrian, a bicycle) in the vicinity of the vehicle. And / or the position of the structure). The steering angle acquisition unit 102 acquires a steering angle using, for example, a steering angle sensor. The steering angle becomes positive when the steering is operated clockwise, for example. The yaw rate acquisition unit 103 acquires the yaw rate using, for example, a yaw rate sensor. The yaw rate becomes positive when the host vehicle is turned clockwise, for example. The vehicle speed acquisition unit 104 acquires a vehicle speed using, for example, a vehicle speed sensor. The blinker turn-off state is grasped based on, for example, a blinker signal input to the engine control unit 108. The right / left turn determination unit 105, the collision risk determination unit 106, and the right / left turn collision damage reduction unit 107 are realized integrally with the engine control unit 108, for example. The right / left turn determination unit 105, the collision risk determination unit 106, and the right / left turn collision damage reduction unit 107 may be realized separately from the engine control unit 108.

  The left / right turn determination unit 105 inputs the turn-in / out state, the steering angle acquired by the steering angle acquisition unit 102, and the yaw rate acquired by the yaw rate acquisition unit 103, and determines whether the vehicle is going to turn right or left. . Specifically, as shown in Table 1, when the vehicle satisfies all the conditions 1 to 3, it is determined that the vehicle is going to make a right turn, and when the vehicle satisfies all the conditions 4 to 6, Determine that you are going to make a left turn. The steering angular velocity in the conditions 2 and 5 is calculated by substituting the steering angle acquired by the steering angle acquisition unit 102 into Equation 1. The threshold value of the steering angular velocity at the right turn in Condition 2 is, for example, one half of the maximum value of the steering angular velocity generated at the right turn. The threshold value of the yaw rate at the time of right turn in Condition 3 is, for example, the yaw rate generated after 1 second with reference to the time when steering is started at the time of right turn. The threshold value of the steering angular velocity at the time of left turn in Condition 5 is, for example, half of the maximum value of the steering angular velocity that occurs at the time of left turn. The threshold value of the yaw rate at the time of left turn in Condition 6 is, for example, the yaw rate generated after 1 second with reference to the time point when steering is started at the time of left turn.

  If both conditions 2 and 3 are satisfied even if condition 1 is not satisfied, it is determined that the vehicle is making a right turn and both conditions 5 and 6 are satisfied even if condition 4 is not satisfied. It may be determined that the vehicle is about to make a left turn. By ignoring both conditions 1 and 4, it is possible to operate the right / left turn collision damage mitigation device 100 when the driver is supposed to turn right / left without operating the blinker lever. It becomes possible to improve. However, by considering both the conditions 1 and 4, the driver's intention to turn left and right can be confirmed, so drivability can be improved.

  The collision risk judgment unit 106 obtains the vehicle speed and yaw rate acquisition unit 103 acquired by the vehicle speed acquisition unit 104 by regarding the vehicle's plane shape as a rectangular shape when the right / left turn determination unit 105 determines that the host vehicle is about to make a right / left turn. Whether or not there is a risk of collision between the own vehicle and the obstacle by using the input yaw rate as input and estimating the turning trajectory of each vertex and inputting the estimated turning trajectory of each vertex and the position of the obstacle acquired by the position acquisition unit 101 Determine whether or not.

  Specifically, when determining the collision risk between the host vehicle and the obstacle, as shown in FIG. 2, the yaw rate acquired by the yaw rate acquisition unit 103 and the vehicle speed acquired by the vehicle speed acquisition unit 104 are expressed by Equation 2. By substituting, the turning radius around the rear axis is calculated. Further, the turning radius of each vertex is calculated by substituting the calculated turning radius of the rear axis center and the position coordinates of each vertex with the rear axis center as a reference coordinate into Equation 3. The turning radius becomes positive when the host vehicle is turned clockwise, for example. However, when the yaw rate acquired by the yaw rate acquisition unit 103 is 0, the turning radius at the center of the rear axis is set to a sufficiently large value (for example, 10000 [m]) in order to avoid division by zero. The position coordinates of each vertex with the rear axis center as a reference coordinate are set in advance for each vehicle type based on, for example, specification values. The Y coordinate of the right front vertex with the rear axis center as the reference coordinate is, for example, the distance between the wheelbase (the distance between the front axis center and the rear axis center) and the front overhang (the front axis center and the front of the vehicle (front end)) ). The Y coordinate of the left front vertex with the rear axis center as the reference coordinate is, for example, the sum of the wheel base and the front overhang. The Y coordinate of the right rear vertex with the rear axis center as the reference coordinate is, for example, the length of the rear overhang (the distance between the rear axis center and the rear surface (rear end portion) of the host vehicle). The Y coordinate of the left rear vertex with the rear axis center as the reference coordinate is, for example, a rear overhang. The X coordinate of the right front vertex with the rear axis center as the reference coordinate is, for example, half the full width. The X coordinate of the left front vertex with the rear axis center as the reference coordinate is, for example, half of the full width. The X coordinate of the right rear vertex with the rear axis center as the reference coordinate is, for example, half of the full width. The X coordinate of the left rear vertex with the rear axis center as the reference coordinate is, for example, half of the full width.

  After estimating the turning trajectory of each vertex, as shown in FIG. 3, the front end of the vehicle is calculated from the calculated turning radius of the center of the rear shaft, the position coordinates of the obstacle with the center of the front of the vehicle as the coordinate origin, and the rear shaft of the vehicle. The angle (first angle) formed by the rear axis center, the turning center, and the obstacle is calculated by substituting the distance up to the equation (4). Further, by substituting the calculated turning radius of the rear axis center and the position coordinates of each vertex with the rear axis center as a reference coordinate into Equation 5, the angle formed by the rear axis center, the turning center, and each vertex (second angle) ). The distance from the vehicle rear axle to the vehicle front end is set in advance for each vehicle type based on, for example, specification values. The distance from the vehicle rear axle to the vehicle front end is, for example, the sum of the wheel base and the front overhang.

  After calculating the first angle and the second angle, as shown in FIG. 4, the calculated turn radius of each vertex, the position coordinates of the obstacle with the center of the front of the vehicle as the coordinate origin, and the rear axis of the vehicle By substituting the distance to the front end of the vehicle and the calculated first angle into Equation 6, each vertex turns and the position of the obstacle from each vertex when it reaches the line connecting the turning center and the position coordinates of the obstacle Calculate the distance (offset) to the coordinates. The offset becomes positive when the obstacle is on the right side of the vehicle. In addition, by substituting the calculated first angle, the calculated second angle, and the yaw rate acquired by the yaw rate acquisition unit 103 into Equation 7, each vertex turns to a line segment connecting the turning center and the position coordinates of the obstacle. Calculate the time to reach (grace time). Finally, by substituting the calculated turning radius of each vertex, the calculated first angle, and the calculated second angle into Equation 8, each vertex turns and becomes a line segment connecting the turning center and the position coordinates of the obstacle. Calculate the distance (mileage) to reach.

  After calculating the offset, grace time, and mileage, as shown in Table 2, on condition that condition 7 is satisfied, all conditions 8 to 10 are further satisfied, or all conditions 11 to 13 are further satisfied. It is determined that there is a risk of collision between the host vehicle and the obstacle when all the conditions 14 to 16 are satisfied, or all the conditions 17 to 19 are further satisfied. The elapsed time after the obstacle detection start in the condition 7 is measured using, for example, a timer or a counter (not shown). The threshold value of the elapsed time after the start of obstacle detection in Condition 7 is, for example, the time from when the position acquisition unit 101 starts detecting an obstacle until the output of the position acquisition unit 101 is stabilized. The threshold value of the offset of the left front vertex in condition 8 is, for example, the distance that the pedestrian travels at a general walking speed before the vehicle travels the mileage distance at a constant speed. The vehicle widths in the conditions 8, 11, 14, and 17 are set in advance for each vehicle type based on, for example, specification values. The threshold value of the grace time at the left front vertex in condition 9 is, for example, the time between when the driver notices an alarm and when the brake pedal is depressed and when deceleration occurs, and the mode of the deceleration generated at the intersection. The sum of the time until stopping. The threshold value of the mileage at the left front vertex in the condition 10 is, for example, the travel distance from the start of steering to the end of steering for a right / left turn at an intersection. The threshold value of the offset of the right front vertex in condition 11 is, for example, the distance that the pedestrian travels at a general walking speed before the vehicle travels the mileage distance at a constant speed when turning right. The threshold value of the grace time at the right front vertex in the condition 12 is, for example, the time from when the driver notices an alarm to when the brake pedal is depressed until deceleration occurs, and the mode of the deceleration generated at the intersection. The sum of the time until stopping. The threshold value of the mileage at the right front vertex in the condition 13 is, for example, the travel distance from the start of steering to the end of steering for a right / left turn at an intersection. The threshold value of the offset of the left rear vertex in the condition 14 is, for example, a distance that the pedestrian travels at a general walking speed before the vehicle travels the mileage distance at a constant speed. The threshold value of the grace time at the left rear apex in the condition 15 is, for example, the time from when the driver notices an alarm to when the brake pedal is depressed and when deceleration occurs, and the mode of deceleration generated at the intersection. It is the sum of the time until it stops. The threshold value of the mileage at the left rear vertex in the condition 16 is, for example, the travel distance from the start of steering to the end of steering for a left / right turn at an intersection. The threshold value of the offset of the right rear vertex in the condition 17 is, for example, a distance that the pedestrian travels at a general walking speed before the vehicle travels the mileage distance at a constant speed. The threshold value of the grace time at the right rear vertex in the condition 18 is, for example, the mode time of deceleration generated at the intersection and the time from when the driver notices an alarm until the brake pedal is depressed and deceleration is generated. It is the sum of the time until it stops. The threshold value of the mileage at the right rear vertex in the condition 19 is, for example, a travel distance from the start of steering to the end of steering for a right / left turn at an intersection.

  The above collision risk evaluation is performed for each detected obstacle.

  The right / left turn collision damage reduction unit 107 warns the driver that there is a collision risk between the vehicle and the obstacle when the collision risk determination unit 106 determines that there is a collision risk between the vehicle and the obstacle. By intervening in the operation, collision accidents at the time of turning left and right are prevented and collision damage is reduced. Specifically, the driver can prevent or reduce the collision damage when turning right or left by giving a warning or activating the automatic brake through the driver's sight or hearing.

  The operation of the right / left turn collision damage reducing apparatus 100 will be described below with reference to FIG.

  The right / left turn collision damage alleviating apparatus 100 repeatedly executes the right / left turn collision damage reducing method M100.

  In the first step S101, the blinker turn-off state, the vehicle speed, the yaw rate, and the steering angle are acquired, and the acquired values are substituted into Equations 1 to 3, and the steering angular velocity, the turning radius of the rear axis center, and the turning of each vertex are obtained. Calculate the radius and create your own vehicle data. In the collision damage mitigation method M100 when turning left or right, it is mainly assumed that the vehicle collides with the pedestrian when turning left or right at the intersection, and not only the front of the vehicle but also the side of the vehicle is in contact with the pedestrian Therefore, it is necessary to evaluate the collision risk between each vertex and the obstacle by regarding the planar shape of the vehicle as a rectangular shape. Therefore, when creating the own vehicle data, the turning radius of each vertex is also calculated. In step S101, a coordinate system is used in which the center of the rear axis is the reference coordinate, the right direction of the vehicle is positive on the X axis, and the front direction of the vehicle is positive on the Y axis.

  In the next step S102, it is determined whether or not the vehicle is going to turn left or right based on the conditions shown in Table 1 using the vehicle data created in the previous step S101. When it is determined that the host vehicle is going to make a right / left turn (if established), the process proceeds to step S103, and when it is determined that the host vehicle is not going to make a right / left turn (if not established), the process returns to step S101.

  In the next step S103, a collision risk index between the host vehicle and the obstacle is calculated based on the detected position of the obstacle, and obstacle data is created. More specifically, assuming that the vehicle speed and the yaw rate are constant, the travel route of the vehicle is a circular track, so the vehicle data created in the previous step S101 and the position of the obstacle are counted. Substituting into 4 to 8, finally calculating the offset, grace time and mileage, and creating obstacle data. At the same time, the elapsed time after the start of obstacle detection is measured.

  In the next step S104, it is determined whether or not there is a risk of collision between the own vehicle and the obstacle based on the conditions shown in Table 2 using the obstacle data created in step S103.

  Steps S103 and S104 are repeatedly executed for each detected obstacle, and when it is determined that there is a collision risk for at least one of the detected obstacles, the process proceeds to step S105, and all detected obstacles are processed. If it is determined that there is no collision risk, the process returns to step S101.

  In the last step S105, the driver is warned that there is a risk of collision between the vehicle and the obstacle, or the driver is prevented from colliding with the driving operation by preventing or reducing the collision damage.

  As described above, the collision damage reducing apparatus 100 at the time of turning left and right regards the own vehicle plane shape as a rectangular shape, estimates the turning trajectory of each vertex, and whether or not there is a risk of collision between the own vehicle and an obstacle. When it is determined that there is a risk of collision between the vehicle and the obstacle, the driver is warned that there is a risk of collision between the vehicle and the obstacle, and the collision at the time of turning left or right by intervening in the driving operation It is possible to prevent accidents and reduce collision damage. In other words, it is possible to prevent collision accidents and reduce collision damage even in a collision mode that is not assumed when traveling on a single road.

DESCRIPTION OF SYMBOLS 100 Right / left turn collision damage reduction apparatus 101 Position acquisition part 102 Steering angle acquisition part 103 Yaw rate acquisition part 104 Vehicle speed acquisition part 105 Right / left turn determination part 106 Collision risk determination part 107 Right / left turn collision damage reduction part 108 Engine control unit

Claims (4)

In the right / left turn collision damage mitigation device that prevents the collision accident at the time of right / left turn or reduces the collision damage,
A position acquisition unit for acquiring the position of an obstacle in the vicinity of the own vehicle;
A left / right turn determination unit for determining whether the vehicle is going to make a right / left turn;
When the right / left turn determination unit determines that the vehicle is about to make a right / left turn, the vehicle's plane shape is regarded as a rectangular shape, the turning trajectory of each vertex is estimated, and the estimated turning trajectory of each vertex and the position acquisition unit are A collision risk determination unit that determines whether or not there is a collision risk between the vehicle and the obstacle with the position of the acquired obstacle as an input;
When the collision risk determination unit determines that there is a collision risk between the vehicle and the obstacle, it warns the driver that there is a collision risk between the vehicle and the obstacle, or intervenes in the driving operation. Collision damage mitigation department when turning left and right to prevent collision accidents and reduce collision damage,
It is equipped with a collision damage mitigation device for turning left and right. A steering angle acquisition unit for acquiring a steering angle;
A yaw rate acquisition unit for acquiring a yaw rate;
A vehicle speed acquisition unit for acquiring the vehicle speed;
The collision damage reducing device at the time of right / left turn according to claim 1. The right / left turn determination unit determines whether the vehicle is going to turn right or left by inputting the blinker turn-off state, the steering angle acquired by the steering angle acquisition unit, and the yaw rate acquired by the yaw rate acquisition unit. The collision damage reducing device at the time of right and left turn according to claim 2. The right / left turn collision damage reducing device according to claim 2, wherein the collision risk determination unit estimates the turning trajectory of each vertex using the vehicle speed acquired by the vehicle speed acquisition unit and the yaw rate acquired by the yaw rate acquisition unit as inputs.

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