JP2019070986A - Vehicle travel support device - Google Patents

Vehicle travel support device Download PDF

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Publication number
JP2019070986A
JP2019070986A JP2017197372A JP2017197372A JP2019070986A JP 2019070986 A JP2019070986 A JP 2019070986A JP 2017197372 A JP2017197372 A JP 2017197372A JP 2017197372 A JP2017197372 A JP 2017197372A JP 2019070986 A JP2019070986 A JP 2019070986A
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obstacle
position information
vehicle
reliability
position
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JP2017197372A
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JP6479130B1 (en
Inventor
考平 森
Kohei Mori
考平 森
宏樹 藤好
Hiroki Fujiyoshi
宏樹 藤好
哲司 羽下
Tetsuji Hashimo
哲司 羽下
拓人 矢野
Takuto Yano
拓人 矢野
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三菱電機株式会社
Mitsubishi Electric Corp
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Abstract

To provide a vehicle travel support device capable of reliably detecting an obstacle.SOLUTION: A vehicle travel support device includes: a first obstacle detection part for outputting obstacle detection position information; a second obstacle detection part for outputting obstacle size information; a storage part for storing obstacle position information; an estimated obstacle position calculation part for calculating estimated obstacle position information; an own vehicle route calculation part; an obstacle determination part for determining whether or not an obstacle contacts the vehicle; a collision time calculation part for calculating a collision time until the obstacle collides with the vehicle; and a target deceleration calculation part for calculating a target deceleration on the basis of the collision time. The second obstacle detection part inputs obstacle size information to the first obstacle detection part. When a plurality of pieces of obstacle detection position information are detected, the first obstacle detection part uses the obstacle size information to determine whether or not the plurality of pieces of obstacle detection position information are about a single obstacle, and when they are about a single obstacle, the center coordinates of the plurality of pieces of obstacle detection position information are output as obstacle detection position information.SELECTED DRAWING: Figure 5

Description

  The present invention relates to a vehicle travel support device that provides driving assistance to a driver, and more particularly, to a vehicle travel support device that detects an obstacle present in a travel route of a host vehicle and warns the driver.

  In recent years, as a preventive safety system for preventing an accident of a car in advance, Patent Document 1 discloses a technology for keeping a vehicle interval between a host vehicle and a preceding vehicle appropriately and preventing a collision with the preceding vehicle. In Patent Document 1, a preceding vehicle is detected based on a stereo image. In Patent Document 2, an ultrasonic wave is transmitted in the traveling direction of the vehicle by a sonar sensor using an ultrasonic wave, and the ultrasonic wave bounces back from an obstacle. A technique is disclosed that measures the position of the obstacle with a plurality of sonar sensors and detects the position of an obstacle based on the time difference from transmission to reception of ultrasonic waves.

Patent No. 3805832 Patent No. 3788109 gazette

  When obstacles are detected using a plurality of sonar sensors, there is a problem that the recognition accuracy is reduced and obstacles can not be detected for obstacles of complex shapes.

  The present invention has been made to solve the above-described problems, and it is an object of the present invention to provide a vehicle travel support device capable of reliably detecting an obstacle.

  The vehicle travel support device according to the present invention detects an obstacle around the vehicle by a plurality of sonar sensors mounted on the vehicle, and outputs the detected obstacle position as obstacle detection position information. A second obstacle in which an image of the obstacle is captured by the obstacle detection unit and the imaging device, and the size and approximate position of the obstacle are detected based on the image and output as obstacle size information An object detection unit, a storage unit for periodically confirming the relative position of the obstacle with respect to the vehicle, and storing the relative position one cycle before the confirmation as obstacle position information; and the storage unit An estimated obstacle position which is a position where the obstacle is currently estimated to be present by the movement of the vehicle based on the obstacle position information, and an obstacle reliability defining the reliability of the estimated obstacle position Estimated disability including In the estimated obstacle position calculation unit that calculates position information, the vehicle route calculation unit that calculates a route along which the vehicle travels, the obstacle reliability is equal to or greater than a predetermined threshold, and the obstacle position information If it is determined that the obstacle is present on the route of the vehicle, it is determined that the obstacle contacts the vehicle, and the obstacle reliability degree and the obstacle are determined as an obstacle contact determination result. Collision which is an estimated time until the obstacle collides with the vehicle based on the obstacle judging unit which outputs together with the object position information, the obstacle reliability, the obstacle position information and the obstacle contact judgment result A collision time calculation unit that calculates a time, and a target deceleration calculation unit that calculates a target deceleration that is a deceleration for decelerating the vehicle based on the collision time, and the target deceleration calculation unit calculates the time based on the target deceleration Control the vehicle The second obstacle detection unit inputs the obstacle size information to the first obstacle detection unit, and the first obstacle When a plurality of obstacle detection position information is detected, the detection unit uses the obstacle size information detected by the second obstacle detection unit to generate a single obstacle detection position information. If it is the single obstacle, the center coordinates of the plurality of obstacle detection position information are output as the obstacle detection position information.

  According to the above-described vehicle travel support device, it is possible to reliably detect an obstacle even for an obstacle with a complicated shape.

It is a figure explaining the method to pinpoint the position of an obstacle using a sonar sensor. It is a figure explaining the method to pinpoint the position of an obstacle using a sonar sensor. It is a figure explaining the method to pinpoint the position of an obstacle using a sonar sensor. BRIEF DESCRIPTION OF THE DRAWINGS It is the schematic which shows the structure of the vehicle carrying the driving assistance apparatus for vehicles which concerns on this invention. BRIEF DESCRIPTION OF THE DRAWINGS It is a functional block diagram which shows the structure of the driving assistance device for vehicles of Embodiment 1 which concerns on this invention. It is a figure explaining the case where a complex obstacle is detected by a plurality of sonar sensors. It is a figure explaining the case where a complex obstacle is detected using a camera. It is a flowchart which shows operation | movement of the driving assistance device for vehicles of Embodiment 1 which concerns on this invention. It is a flowchart which shows operation | movement of the driving assistance device for vehicles of Embodiment 1 which concerns on this invention. It is a figure which shows the positional relationship of the vehicle and obstacle positional information one cycle before. It is a figure which shows the positional relationship of the vehicle and obstacle position information in present time on the basis of the position of the vehicle 1 cycle before. It is a figure which shows the positional relationship of the vehicle and obstruction positional information on the present based on the position of the vehicle on the present. It is a figure showing the course of the vehicles at the time of going straight. It is a figure which shows the path | route of the vehicle at the time of turning. It is a figure which shows the positional relationship of the collision obstacle and non-collision obstacle with respect to the vehicle at the time of going straight and turning. It is a figure which shows the relationship of the shortest collision time and target deceleration. It is a functional block diagram which shows the structure of the driving assistance device for vehicles of Embodiment 2 which concerns on this invention. It is a functional block diagram which shows the structure of the driving assistance device for vehicles of Embodiment 3 which concerns on this invention. It is a flowchart which shows operation | movement of the driving assistance device for vehicles of Embodiment 3 which concerns on this invention. It is a flowchart which shows operation | movement of the driving assistance device for vehicles of Embodiment 3 which concerns on this invention. It is a flowchart which shows operation | movement of the driving assistance device for vehicles of Embodiment 3 which concerns on this invention. It is a flowchart which shows the modification of operation | movement of the driving assistance device for vehicles of Embodiment 3 which concerns on this invention. It is a flowchart which shows the modification of operation | movement of the driving assistance device for vehicles of Embodiment 3 which concerns on this invention. It is a flowchart which shows the modification of operation | movement of the driving assistance device for vehicles of Embodiment 3 which concerns on this invention. It is a functional block diagram which shows the structure of the driving assistance device for vehicles of Embodiment 4 which concerns on this invention. It is a flowchart which shows operation | movement of the driving assistance device for vehicles of Embodiment 4 which concerns on this invention. It is a flowchart which shows operation | movement of the driving assistance device for vehicles of Embodiment 4 which concerns on this invention. It is a figure which shows the relationship of obstacle recognition information and obstacle control judgment threshold value.

<Introduction>
Prior to the description of the embodiment, a method of specifying the position of an obstacle using a sonar sensor will be described using FIGS. 1 to 3. As shown in FIG. 1, when the ultrasonic wave SW is transmitted to the obstacle OB using a plurality of sonar sensors SS1 to SS4 mounted on the vehicle VC, the transmitted sensor itself detects the ultrasonic wave, and the transmitted sensor The ultrasonic wave may be detected by another sensor. The former is called direct reception and the latter is called indirect reception. In the case of direct reception, for example, the ultrasonic waves SW transmitted from the sonar sensor SS3 are reflected by the obstacle OB and received by the sonar sensor SS3 itself. In the case of direct reception, determine the distance between the sonar sensor SS3 and the obstacle OB by halving the distance obtained by dividing the time from transmission to reception of ultrasonic waves by the speed of sound taking into account the forward and backward paths. Can.

  On the other hand, the ultrasonic wave SW transmitted from the sonar sensor SS3 is reflected by the obstacle OB and is also received by, for example, the sonar sensor SS2. In the case of such indirect reception, since the transmitting sensor and the receiving sensor are different, it is not possible to obtain the distance to the obstacle OB simply by dividing by half the sound velocity, and after dividing by the sound velocity, a straight line By subtracting the distance obtained by reception, the distance to the obstacle OB is obtained.

  The indirect reception can also be received by sonar sensors SS1 and SS4 in addition to being received by the sonar sensor SS2, and multiple distances to the obstacle OB will be measured for one transmission. Thus, when the distance from each sonar sensor to the obstacle OB is determined, it is possible to draw an arc on the basis of the position of the sonar sensor. A plurality of arcs centered on the position of the sonar sensor have intersections, so-called two-circle intersections, and the position of this intersection is the position of the obstacle.

  Here, when the shape of the obstacle OB is small, as shown by a cross in FIG. 2, the position of the obstacle OB determined at the two-circle intersection indicates a relatively concentrated position, and it is recognized as one obstacle In the case of an obstacle OBL having a complicated shape as shown in FIG. 3, the positions of the obstacle OBL determined at the two-circle intersection are widely dispersed, as shown by the crosses in FIG. In some cases, a group of intersections (intersection group) may be formed. In particular, when the shape of the obstacle is complicated and the reflection surface of the sound wave is composed of polyhedron, or depending on the place of the obstacle, it is made of a material that absorbs the sound wave, and the reflectance of the sound wave is uniform depending on the place. It is easy to occur if not. In such a case, the sonar sensor may recognize that there are a plurality of obstacles, and may recognize that there are a plurality of different obstacles for each intersection group.

  Further, in the case of the obstacle OBL having a complicated shape as shown in FIG. 3, when the vehicle VC moves, the position of the sonar sensor and the obstacle OBL changes to change the reflection surface of the ultrasonic wave, which has been detected until then. In some cases, the two-circle intersections in one plane disappear, and two-circle intersections in different planes are newly formed to form a new intersection group. In such a case, if the tracking process (tracking process) is performed based on the movement of the vehicle VC and the reliability is calculated based on the correlation between the tracking result and the detected position, the reliability drops suddenly. In some cases, it may be difficult to ensure the reliability required for control. In such a situation, a plurality of detections are required to secure the reliability necessary for control, and as a result, there are cases in which the recognition timing of an obstacle is delayed.

<Configuration of vehicle>
FIG. 4 is a schematic view showing the configuration of a vehicle VC equipped with the vehicle travel support device according to the present invention. The vehicle VC includes a sonar sensor 2, a camera 3 (imaging device), a brake 4, and a vehicle travel support device 1. A plurality of sonar sensors 2 are installed in front of and behind the vehicle, and they are connected to the sonar controller 9 via sonar sensor wires 8. Although four sonar sensors 2 are disposed at the front and the back of the vehicle in FIG. 4, they may be disposed at the left and the right other than the front and back, and the measurement required by the sonar sensor group depending on the size of the vehicle VC before and after If the area is filled, it may be two or three.

  A plurality of cameras 3 are installed at the front and rear and left and right of the vehicle, and they are connected to the periphery surveillance camera controller 10 via the camera wiring 7. In addition, although one camera 3 is arrange | positioned one each at the front and rear, right and left of a vehicle in FIG. 4, if it is not limited to this, for example, only the obstacle of the back is made into the object of brake control, camera 3 only back. May be attached. Further, with regard to the mounting position, although the lower camera of the door mirror for the left and right cameras 3 and the fore front and rear thereof are installed in the center of the bumper in FIG. 4, respectively.

  The vehicle travel support device 1 includes, in addition to the sonar controller 9 and the periphery monitoring camera controller 10, other sensors 11, an arithmetic device 12, and a brake control device 13. These can be used, for example, CAN (Control Area Network) Etc.) are connected to each other via the communication network 5.

  The brake control device 13 is finally connected to the brakes 4 installed on the respective wheels using the hydraulic piping 6, and the brake 4 can draw braking on the vehicle VC according to a command from the brake control device 13. Although FIG. 4 shows a hydraulic brake composed of the brake 4, the brake control device 13 and the hydraulic piping 6, the present invention is not limited to this configuration. For example, an EV (Electric Vehicle) traveling by a motor, an engine In HEVs (Hybrid Electric Vehicles) or PHEVs (Plug-in Hybrid Electric Vehicles) that are driven by a motor, deceleration regeneration of the motor may be used for braking.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings. The same or corresponding members and portions in the respective drawings are described with the same reference numerals. Moreover, although the driving assistance apparatuses 100-400 for vehicles are shown as Embodiment 1-4 respectively below, this corresponds to the driving assistance apparatus 1 for vehicles shown in FIG.

Embodiment 1
<Device configuration>
FIG. 5 is a functional block diagram showing the configuration of the vehicle driving support apparatus 100 according to the first embodiment of the present invention. As shown in FIG. 5, the vehicle travel support device 100 includes a first obstacle detection unit 101, a second obstacle detection unit 102, a vehicle state detection unit 103, a vehicle motion calculation unit 104, and an estimated obstacle position calculation unit. 105, obstacle reliability calculation unit 106, obstacle position information correction unit 107, obstacle storage determination unit 108, obstacle storage unit 109, host vehicle route calculation unit 110, obstacle determination unit 111, collision time calculation unit 112, A target deceleration calculation unit 113 and a braking device 114 are provided.

  As shown in FIG. 5, the output of the second obstacle detection unit 102 is input to the first obstacle detection unit 101, and the output of the first obstacle detection unit 101 is the obstacle reliability calculation unit 106. The obstacle position information correction unit 107 and the obstacle storage determination unit 108 are input, and the output of the obstacle reliability calculation unit 106 is input to the obstacle position information correction unit 107. The output of the obstacle position information correction unit 107 is input to the obstacle storage determination unit 108 and the obstacle determination unit 111. The output of the obstacle storage determination unit 108 is input to the obstacle storage unit 109, and the output of the obstacle storage unit 109 is input to the estimated obstacle position calculation unit 105.

  Further, the output of the vehicle state detection unit 103 is input to the vehicle motion calculation unit 104, the obstacle storage determination unit 108, the host vehicle route calculation unit 110, and the collision time calculation unit 112. The output of the vehicle motion calculation unit 104 is input to the estimated obstacle position calculation unit 105, and the output of the estimated obstacle position calculation unit 105 is input to the obstacle reliability calculation unit 106 and the obstacle position information correction unit 107. .

  Further, the output of the host vehicle path calculation unit 110 is input to the obstacle determination unit 111, and the output of the obstacle determination unit 111 is input to the collision time calculation unit 112. The output of the collision time calculation unit 112 is input to the target deceleration calculation unit 113, and the output of the target deceleration calculation unit 113 is input to the braking device 114.

  The first obstacle detection unit 101 is configured by a plurality of sonar sensors 2 and sonar controllers 9 shown in FIG. 4 and sonar sensor wires 8 connecting them. As a method of detecting the position of an obstacle using a plurality of sonar sensors 2, as described with reference to FIG. 1, a method of drawing a two-circle intersection point by the measurement distance to the obstacle obtained by direct reception and indirect reception Use.

  The second obstacle detection unit 102 is configured by the plurality of cameras 3 shown in FIG. 4, the periphery surveillance camera controller 10, and the camera wiring 7 connecting them. The camera 3 can acquire the size and approximate position of the obstacle.

  Here, the difference between the obstacle position detected by the first obstacle detection unit 101 and the obstacle position detected by the second obstacle detection unit 102 will be described. The position detection by the sonar sensor 2 used in the first obstacle detection unit 101 is obtained from the two-circle intersection by a plurality of sonar sensors 2, and the distance between the sensor forming the two-circle intersection and the obstacle is several cm or less Can be measured. If this is an obstacle whose temperature and humidity in the air are constant and high in reflectivity, the factors that affect the distance between the sonar sensor 2 and the obstacle are the transmission and reception of ultrasonic waves. It is only time, and the resolution of the measurement distance is proportional to the resolution of the measurement time, and relates to the clock of the sonar controller 9. At present, the clock of a general microcomputer runs at a few MHz units at the latest, and in the case of a small obstacle OB as shown in FIG. 2, it is possible to measure a distance of several cm units using the sonar sensor 2 No problem at all. However, in position detection using the sonar sensor 2, in the case of the obstacle OBL having a complicated shape as shown in FIG. 3, the characteristic that the intersection points are dispersed when a plurality of two-circle intersections are obtained by a plurality of sensors is there. This is because each intersection point almost accurately indicates the position of the obstacle (the position of the surface), but the reflection intensity is different depending on the reflection surface of the obstacle.

  FIG. 6 exemplifies a case where a bicycle is detected as an obstacle OBL by a plurality of sonar sensors 2. However, in the case of such an obstacle OBL, the intersection group of the two circle intersections is dispersed like A to C If the process of simply grouping by point groups is performed, each point group will be recognized as an obstacle.

  On the other hand, in position detection by the camera 3 used in the second obstacle detection unit 102, the peripheral surveillance camera controller 10 recognizes the obstacle based on the image captured by the camera 3 and finds the position of the obstacle. There are various methods for recognizing obstacles. For example, a plurality of images are taken at certain intervals of time, the difference between those images is determined, and the large difference is the position where the obstacle exists, the difference There is a method of recognizing the size itself as the size of the obstacle. There is also a method of recognizing an obstacle simply by the difference between the color of the surrounding area, for example, the color of the road surface and the color of the obstacle. Also, in recent years, a method of performing machine learning in advance using a multi-layered neural network and using the result to recognize an obstacle, an obstacle recognition method using so-called deep learning has also been developed. In the present invention, since these known obstacle recognition methods can be used, the detailed description will be omitted.

  As a feature of obstacle recognition using a camera, although the size and the range of the obstacle can be recognized, it can be mentioned that it is difficult to obtain accuracy in position information, in particular, the distance in the front-rear direction with respect to the camera. The cause is that the camera used for obstacle recognition mainly uses a wide-angle lens to monitor the periphery, and distortion is large except in the central part of the camera angle of view, and an element of an imaging element assigned to the peripheral part Because the number is small, depending on the position of the obstacle, the element spacing of the imaging device becomes wide and corresponds to the range of several 10 cm to 100 cm in real space, and the position accuracy is lowered by the obstacle being located in this range Do.

  Therefore, in the present invention, the position information measured by the second obstacle detection unit 102 is referred to as approximate position information in the sense that the accuracy is lower than the position information measured by the first obstacle detection unit 101. Further, unlike the sonar sensor 2, in the measurement using the camera 3, an image is photographed by reflection of natural light or artificial light emitted from light or illumination, so it largely depends on the environment. In particular, it also has the characteristic that it is difficult to use it regularly as a sensor for recognizing obstacles at night.

  The position information of the obstacle detected by the first obstacle detection unit 101 and the general position information of the obstacle detected by the second obstacle detection unit 102 have their respective sensors fixed to the vehicle. Move with the movement of Therefore, the position information output from each sensor is the relative position of the obstacle with respect to the vehicle. In the first embodiment, since the position of the obstacle is treated as a relative position with respect to the vehicle and the vehicle is treated as a fixed point, the position information can be obtained by moving the vehicle even if the obstacle is fixed on the ground. As an obstacle, it becomes the behavior which moves and approaches and moves away from the vehicle.

  The size and approximate position information of the obstacle detected by the second obstacle detection unit 102 is input to the first obstacle detection unit 101 as obstacle size information. The first obstacle detection unit 101 compares a plurality of obstacle position detection information detected by itself with the obstacle size information detected by the second obstacle detection unit 102, and uses a single obstacle. If it is determined that there is, the center coordinates of a plurality of obstacle detection position information detected by itself are output as new obstacle detection position information.

  Specifically, the first obstacle detection unit 101 detects the intersection point groups A to C shown in FIG. 6 detected by itself and the general positional information and the obstacles of the obstacle detected by the second obstacle detection unit 102. Of the intersection points A to C, those included in the range of the obstacle size information are extracted based on the size information of and the center coordinates of these intersection points are output as the obstacle detection position information. FIG. 7 is a conceptual view showing this process, and shows obstacle size information OBX detected by the camera 3 of the second obstacle detection unit 102 and center coordinates CC of the intersection point group.

  Here, even if the second obstacle detection unit 102 outputs the obstacle size information, if there is no detection information in the corresponding first obstacle detection unit 101, the first obstacle Obstacle detection position information is not output from the detection unit 101. Conversely, when the obstacle size information corresponding to the obstacle detected by the first obstacle detection unit 101 is not input from the second obstacle detection unit 102, the first obstacle detection unit 101 is The detection information detected in step (c) is output as obstacle detection position information. That is, in the case shown in FIG. 6, even if it is a single obstacle, three obstacles are detected as detected according to the three intersection points A to C measured by the plurality of sonar sensors 2 .

  The vehicle state detection unit 103 is a sensor that detects the vehicle state of the vehicle VC, and includes the other sensors 11 shown in FIG. 4. Examples of the vehicle state quantity detected by the vehicle state detection unit 103 include a vehicle speed, a steering wheel angle, shift information, brake information, and a yaw rate. In addition, in order to perform emergency braking with high accuracy in addition to these, information on longitudinal acceleration, lateral acceleration, accelerator pedal opening degree and engine rotational speed is necessary to determine a slope or the like. The description is omitted because it is not an element that affects the action and effect of

  Among the functional blocks shown in FIG. 5, a vehicle motion calculation unit 104, an estimated obstacle position calculation unit 105, an obstacle reliability calculation unit 106, an obstacle position information correction unit 107, an obstacle storage determination unit 108, an obstacle storage unit The host vehicle route calculation unit 110, the obstacle determination unit 111, the collision time calculation unit 112, and the target deceleration calculation unit 113 are realized by the calculation device 12 shown in FIG. Further, the arithmetic unit 12 shown in FIG. 4 has a memory (not shown) for storing a signal input / output to / from the arithmetic unit 12, an intermediate value of the arithmetic, and a recorded value of the obstacle storage unit. The functional block performs processing based on the information in the memory.

<Operation>
The operation of the functional blocks realized by the arithmetic unit 12 described above will be described using the flowcharts shown in FIGS. 8 and 9. The symbols (A) to (C) in FIG. 8 and the symbols (A) to (C) in FIG. 9 are in a mutually connected relationship. Further, the processing of the flowcharts shown in FIGS. 8 and 9 is repeated in the arithmetic unit 12 at a cycle of 10 to 20 msec. Hereinafter, this cycle is referred to as an operation cycle.

  As shown in FIGS. 8 and 9, first, the vehicle driving support apparatus 100 causes the obstacle storage determination unit 108 to use the obstacle storage unit 109 based on the information of the vehicle state output from the vehicle state detection unit 103. It is determined whether the conditions for erasing all the obstacle detection position information stored one cycle before are satisfied (step S101). As a judgment standard, for example, when the shift switching for the purpose of forward or backward is performed by the operation of the driver of the vehicle VC, if the vehicle speed exceeds the predetermined speed, a predetermined time has elapsed since the vehicle VC stopped. Cases etc.

  The reason for erasing the obstacle storage unit 109 according to the shift state is to cope with the case where the target obstacle for which the emergency brake control needs to be performed changes due to the change of the moving direction of the vehicle VC before and after the vehicle VC. In addition, as a reason for deleting the obstacle storage unit 109 when the vehicle speed exceeds a predetermined speed, to cope with the case where measurement of an obstacle by the first obstacle detection unit 101 (sonar sensor) becomes difficult It is. Further, as a reason for deleting the obstacle storage unit 109 when a predetermined time has elapsed since the vehicle VC stopped, except when the obstacle is fixed on the ground, for example, when the obstacle is a person and a vehicle Is to cope with the case where the obstacle is moving when a predetermined time has elapsed since the vehicle stopped. The conditions for erasing the obstacle storage unit 109 are not limited to these, and other requirements may be added or existing requirements may be deleted.

  If it is determined that all obstacle detection position information of one cycle before stored in the obstacle storage unit 109 may be erased in step S101 (in the case of Yes), the obstacle storage unit 109 is selected in step S102. All stored obstacle detection position information of one cycle before is erased. On the other hand, when it is determined in step S101 that the obstacle detection position information of one cycle before stored in the obstacle storage unit 109 is not erased (in the case of No), the process proceeds to step S103.

  Next, in step S103, the matching flag is set to the unmatched state for all obstacle detection position information detected by the first obstacle detection unit 101. If the matching flag in the obstacle detection position information is in the matching state, it indicates that the estimated obstacle position information output by the estimated obstacle position calculation unit 105 has already been matched at the time of the processing, The unmatched state indicates that it is not yet associated with estimated obstacle position information. In S103, the matching flag of all obstacle detection position information detected by the first obstacle detection unit 101 is set to the unmatched state in the matching process to be performed from now on. The process of step S103 is executed by the obstacle reliability calculation unit 106 and the obstacle position information correction unit 107.

  After execution of the process of step S103, the movement amount of the vehicle VC per calculation cycle of the vehicle travel support device 100 using the information of the vehicle speed and the steering wheel angle detected by the vehicle state detection unit 103 in the vehicle motion calculation unit 104. Are calculated (step S104). The movement amount of the vehicle VC is defined by the movement distance Lsamp in the traveling direction of the vehicle per calculation cycle and the turning angle Yawsamp in the turning direction of the vehicle VC per calculation cycle. The equations for obtaining each are represented by the following equations (1) and (2).

  In the above formulas (1) and (2), Vel indicates the vehicle speed of the vehicle VC, Yawrate indicates a rotational speed about the vertical direction of the vehicle, and Tsamp indicates the calculation cycle of the vehicle driving support apparatus 100.

  The vehicle motion calculation unit 104 calculates the moving distance Lsamp of the traveling direction of the vehicle per calculation cycle determined by the above equations (1) and (2), and the turning angle Yawsamp of the turning direction of the vehicle per calculation cycle Output as

  After the process of step S104 is performed, the estimated obstacle position matching process loop S1L1 is started. The estimated obstacle position matching processing loop is a loop in which the processing of steps S105 to S117 is sequentially performed on all obstacle detection position information of one cycle before stored in the obstacle storage unit 109. When all obstacle detection position information of one cycle before stored in the obstacle storage unit 109 is erased in step S102, the obstacle detection position information is 0, so estimated obstacle position matching processing is performed. The process does not enter the loop S1L1 and proceeds to a later obstacle detection position information storage processing loop S1L2. The illustration of this route is omitted.

  In the estimated obstacle position matching processing loop S1L1, first, the estimated obstacle position calculation unit 105 calculates the estimated obstacle position (step S105). In this calculation, the obstacle detection position information of one cycle before the vehicle VC is based on the obstacle position information of one cycle before stored in the obstacle storage unit 109 and the vehicle movement amount calculated at step S104. By movement, the estimated obstacle position estimated to be moving at the present moment is calculated.

  Here, calculation processing of the estimated obstacle position in the estimated obstacle position calculation unit 105 will be described. FIG. 10 illustrates the position O of the vehicle VC one cycle earlier and the position of the obstacle in the obstacle location information Pa, Pb, Pc one cycle earlier stored in the obstacle storage unit 109. Position O of the rear wheel axle is shown as point O at the center of the rear wheel axle. In the estimated obstacle position matching processing loop S1L1 of the present embodiment, in order to perform loop processing on each one of the obstacle position information stored in the obstacle storage unit 109, obstacle position information Pa shown in FIG. In the case of Pb and Pc, in the first loop processing, the obstacle position information Pa is processed, and in the second loop processing, the obstacle position information Pb is processed. In the first embodiment, the location of the point O indicating the position of the vehicle is at the center of the rear wheel axle, but is not limited to this. In addition, although the forward direction of the vehicle VC is the x-axis positive direction and the left direction is the y-axis positive direction, the present invention is not limited to this. The coordinate system will be described later.

  Next, FIG. 11 shows a case where the vehicle VC advances in one operation cycle from FIG. The vehicle VC located at the point O in FIG. 10 advances to the position of the point O 'during one operation cycle as shown in FIG. Specifically, the position of the vehicle VC moves Lsamp × cos (Yaw_samp) in the x-axis direction from point O, Lsamp × sin (Yawsamp) in the y-axis direction, and turns at an angle Yawsamp. This is expressed by the following equation (3).

  In equation (3), Lsamp is the movement distance of the traveling direction of the vehicle VC per calculation cycle, Yasamp is the turning angle of the vehicle in the rotation direction per calculation cycle, and (Ox, Oy, Oθ) is the current vehicle position O The indicated coordinates (O'x, O'y, O'θ) represent coordinates indicating the vehicle position O 'one cycle later.

  Equation (3) shows the vehicle position O ′ after one cycle estimated from the motion of the vehicle VC with respect to the vehicle position O at the current time, but for these, the vehicle position with reference to a certain coordinate point on the ground O and O 'are defined. Such a coordinate system is called "coordinate system fixed on the ground". However, as described above, position information and approximate position information of obstacles detected by the first obstacle detection unit 101 and the second obstacle detection unit 102 are measured as relative positions based on the vehicle. . Therefore, when the vehicle positions O and O 'are used as the origin of coordinates, if converted into a so-called "coordinate system fixed to the vehicle", an obstacle fixed on the ground will move relatively.

  The relative movement of such obstacles is shown in FIG. As shown in FIG. 12, the position of the obstacle in the obstacle position information Pa, Pb, Pc one cycle before comes closer to the vehicle VC like points Pa ', Pb', Pc '. This is expressed by the following equation (4).

  In the above equation (4), (Pax, Pay) is the position of the obstacle Pa one cycle earlier, and (Pa'x, Pa'y) are coordinate values indicating the position of the obstacle Pa 'at the current point, The relative position when the center of the rear wheel axle of the vehicle VC is taken as the origin at each time point is shown. In Equation (4), Paθ and Paθ ′ representing the inclination of the obstacle are shown, but since the inclination of the obstacle is ignored in the first embodiment, Paθ = 0. In addition, Paθ ′ is an intermediate value for finding Pa′x and Pa′y without using the calculated value. Therefore, formula (4) is organized and set as formula (5) below. In the calculation of the estimated obstacle position, the estimated obstacle position is sequentially calculated using Expression (5).

  Here, returning to the description of the flowchart, the estimated obstacle position calculation unit 105 determines whether the estimated obstacle position information is out of the required range for obstacle tracking (step S106), and the required range for obstacle tracking When it is determined to be outside (in the case of Yes), the obstacle reliability of the estimated obstacle position information is set to the minimum value in step S107. Note that the obstacle reliability of the estimated obstacle position information has a range, and even if addition and subtraction are performed, the range is limited within the range, that is, within the range of the minimum value and the maximum value.

  The reason for performing such processing will be described below. For example, in emergency brake control, when the vehicle is moving forward, specifically when it is an automatic vehicle and the shift state is the D range, there is a possibility that an obstacle behind the rear end of the vehicle may collide. Low, no need to track. On the other hand, when the vehicle is moving backward, specifically, when it is an automatic vehicle and the shift state is the R range, it is not necessary to track an obstacle located ahead of the front end of the vehicle.

  In addition, in the left and right direction, it is less necessary to track an obstacle at a certain distance from the left and right ends of the vehicle, for example, about 10 m. This is because it is difficult for the first sonar sensor of the obstacle detection unit 101 to detect such a distant object. Also, as another reason, even if the vehicle travels at the maximum steering angle, it is difficult to reach an area 10 m or more directly without switching between forward and reverse, and the possibility of colliding with a tracked obstacle is low. There is also a reason to say. The range of the obstacle tracking is not limited to the example described above, and may be determined by the memory capacity of the obstacle storage unit 109, the processing speed of the arithmetic unit 12, and the characteristics of the vehicle.

  The minimum value of the obstacle reliability in the first embodiment is set to 0, and when the obstacle reliability is set to 0 in step S107, the process proceeds to step S117 and the estimated obstacle position information is deleted.

  On the other hand, in step S106, when the estimated obstacle position information is within the required range for obstacle tracking (in the case of No), the process proceeds to step S108.

  In step S108, it is determined whether the estimated obstacle position information is within the detection range of the first obstacle detection unit 101. If it is determined in step S108 that the obstacle position of the estimated obstacle is out of the detection range of the sonar sensor (in the case of No), the process proceeds to step S117 without performing the later matching process.

  This is because, when the obstacle position of the estimated obstacle is out of the detection range of the sonar sensor 2, the obstacle detection position information corresponding to the estimated obstacle is not detected, and the reliability in the later calculation of the reliability is short In this case, it is possible to track the obstacle based on the estimated obstacle position calculated in step S105, because There is.

  On the other hand, in step S108, when it is determined that the obstacle position of the estimated obstacle is within the detection range of the sonar sensor (in the case of Yes), the process proceeds to step 109.

  In step S109, matching processing of estimated obstacle position information and obstacle detection position information is performed. The matching process compares the estimated obstacle position information being processed in the estimated obstacle position matching treatment loop S1L1 with all the obstacle detection position information in the unmatched state, and the estimated obstacle position information and the obstacle detection position information It is determined that the linear distance is within the matching determination distance (predetermined determination distance) and the linear distance is shortest as the obstacle detection position information to be matched with the estimated obstacle position information. When there is no obstacle position detection information in the unmatched state with respect to the estimated obstacle position information being processed, or from the estimated obstacle position information in process, the obstacle position in the unmatched state within the matching determination distance If there is no detection information, it is determined that there is no obstacle detection position information to be matched with the estimated obstacle position information being processed.

  Further, the matching determination distance used in the present embodiment is a predetermined constant, and may be set based on the target maximum vehicle speed to which the emergency brake control corresponds and the update cycle of the first obstacle detection unit 101. For example, assuming that the target maximum vehicle speed is 10 km / h and the update cycle is 100 msec, it is assumed that the obstacle relatively moves a distance of up to about 27 cm between update cycles of one obstacle detection position information . Therefore, if the matching determination distance is set under the above conditions, it is preferable to set a distance of about 30 cm with some margin.

  After performing the matching process of step S109, it is determined whether or not there is obstacle detection position information to be matched with the estimated obstacle position information with respect to the matching result (step S110). If it is determined in step S110 that there is obstacle detection position information to be matched with the estimated obstacle position information (in the case of Yes), the processing of steps S111 to S114 is performed to match the estimated obstacle position information. When it is determined that the obstacle detection position information does not exist (in the case of No), the processes of steps S115 and S116 are performed.

  In step S111, a predetermined defined value is added to the obstacle reliability of the estimated obstacle position information. However, when the obstacle reliability exceeds the maximum value by the addition calculation of the reliability in step S111, the obstacle reliability is limited to the maximum value in step S112. As a result, it is possible to prevent the obstacle reliability from becoming too large, and when the detected obstacle is a false detection, it can be eliminated from the control target at an early stage. In addition, even when the detected obstacle moves and moves out of the detection range, it can be removed from the control target at an early stage.

  Next, in step S113, the matching flag of the obstacle detection position information matched with the estimated obstacle position information in step S109 is brought into the matched state. This process prevents the already detected obstacle detection position information from being matched again with the estimated obstacle position information in the next loop in the process of step S109 in the next loop.

  Next, in the obstacle position information correction unit 107, estimated obstacle position information using the obstacle detection position information matched with the estimated obstacle position information and the obstacle reliability calculated in steps S111 and S112. The position correction is performed, and the correction result is output as new obstacle position information after correction (step S114), and the process proceeds to step S117. The following equation (6) below is used for position correction of estimated obstacle position information.

  In the above equation (6), (xd2, yd2) is obstacle position information output from the obstacle position information correction unit 107, and (xs1, ys1) is correction of obstacle position information from the first obstacle detection unit 101. The obstacle detection position information input to the unit 107, (xd1, yd1) is estimated obstacle position information input from the estimated obstacle position calculation unit 105 to the obstacle position information correction unit 107, c is the obstacle reliability calculation unit 106 The obstacle reliability obtained in In the first embodiment, the obstacle position information is synthesized by increasing the ratio of the estimated obstacle position information to the obstacle detection position information according to the magnitude of the obstacle reliability as shown in equation (6). However, in order to obtain the effects of the present invention, the method is not necessarily limited to the method shown in Formula (6).

  If it is determined in step S110 that there is no obstacle detection position information to be matched with the estimated obstacle position information, then in step S115, a predetermined value predetermined for the obstacle reliability of the estimated obstacle position information Subtract. However, if the obstacle reliability is less than the minimum value, ie, 0 in the first embodiment, by the subtraction operation of the reliability in step S115, the obstacle reliability is limited to the minimum value or more in step S116. The process proceeds to step S117.

  The processing in steps S108 to S116 described above is executed by the obstacle reliability calculation unit 106 and the obstacle position information correction unit 107 of the vehicle travel support device 100.

  In step S117, if the obstacle reliability of the estimated obstacle position information is lower than a predetermined value, the estimated obstacle position information is erased from the obstacle storage unit 109. Specifically, the estimated obstacle position information for which the obstacle reliability has become 0 is deleted from the obstacle storage unit 109 in the above-described S107 process and S115 to S116 process. The process of step S117 is performed by the obstacle storage determination unit 108 of the vehicle travel support device 100.

  Such estimated obstacle position matching processing loop S1L1 is ended by performing the processing of steps S105 to S117 on all obstacle position information of one cycle before stored in the obstacle storage unit 109. , Obstacle detection position information storage processing loop S1L2 is entered.

  In the processes of steps S111 and S115 described above, the obstacle reliability is calculated by adding or subtracting a predetermined specified value to or from the obstacle reliability of the estimated obstacle position information. However, the specified value does not necessarily have to be a constant, and may be a variable set by the vehicle state and the outputs of the first obstacle detection unit 101 and the second obstacle detection unit 102. For example, in the first embodiment, the first obstacle detection unit 101 detects the position of an obstacle using a plurality of sonar sensors 2. However, as a characteristic of the sonar sensor 2, the more distant obstacles are reflected There is a characteristic that the intensity of the sound wave is low and the possibility of false detection due to noise increases. In this case, based on the obstacle detection position information, change the specified values of addition and subtraction so that the proximity obstacle increases the specified values of addition and subtraction, and the distant obstacle decreases the specified values of addition and subtraction. Is also valid.

  The obstacle detection position information storage processing loop S1L2 is a loop in which the processing of steps S118 to S120 is sequentially performed on all the obstacle detection position information output by the first obstacle detection unit 101.

  First, in step S118, the obstacle storage determination unit 108 determines whether the obstacle storage unit 109 has a vacant area for additionally recording new obstacle position information. If it is determined in step 118 that a free space for appending new obstacle position information exists in the obstacle storage unit 109 (in the case of Yes), the processes of steps S119 and S120 are performed. On the other hand, when obstacle position information is written in all areas of obstacle storage unit 109 and there is no empty area for additionally recording new obstacle position information (in the case of No), steps S119 and S120. Go to the next loop without processing However, even in the next loop, it is determined in step S118 that no free area exists, so once it is determined in step S118 that no free area exists, obstacle detection position information storage processing loop S1L2 is performed. After that, the loop processing ends without processing.

In step S119, it is determined whether the matching flag in the obstacle position information is in the unmatched state. If it is determined in step S119 that the matching flag of the obstacle position information is not matched (in the case of Yes), the process of step S120 is performed.
If it is determined that the matching is completed, the process proceeds to the next loop without performing the process of step S120.

  In step S120, the obstacle position information in which the matching flag is in the unmatched state is additionally written to the empty area of the obstacle storage unit 109 as newly detected obstacle position information. In this case, the reliability information of the obstacle position information to be added additionally sets an addition constant which is a specified addition value used in step S111.

  Such obstacle detection position information storage processing loop S1L2 is ended by performing the processing of steps S118 to S120 for all the obstacle detection position information output by the first obstacle detection unit 101, and step S121 Go to The processing of steps S118 to S120 is executed by the obstacle storage determination unit 108 of the vehicle driving support apparatus 100.

  In step S121, the host vehicle route calculation unit 110 calculates the host vehicle route. In the first embodiment, when the vehicle VC travels while maintaining the current steering wheel angle and vehicle speed, the boundary line between the region through which the vehicle VC passes and the region not passing is the vehicle route.

  In the straight ahead state, specifically, when the steering wheel angle is ± 10 degrees or less, the vehicle VC travels substantially straight in the direction of travel. At this time, which direction the vehicle travels forward or backward differs depending on the shift state. When the shift state is the D range, the vehicle VC moves forward, and when the shift state is the R range, the vehicle VC moves backward. In this case, since the vehicle VC travels straight, as shown in FIG. 13, the boundary between the area through which the vehicle VC passes and the area not passing the vehicle has the left and right ends of the vehicle at the boundaries Y1 and Yr. With reference to the rear wheel axle center which is the coordinate origin in the first embodiment, boundary lines Y1 and Yr can be expressed by the following equation (7).

  In the above equation (7), Yr indicates the right boundary of the vehicle VC, Yl indicates the left boundary of the vehicle VC, and α indicates the half length of the vehicle VC.

  In the case other than the turning state, specifically, the straight state, the boundary between the area where the vehicle VC passes and the area where the vehicle VC does not pass has a relationship as shown in FIG. FIG. 14 is a relationship diagram when the vehicle turns left. In the case of a left turn, the innermost portion of the vehicle VC is the point Pi shown in FIG. The route through which the point Pi passes continuously is the left boundary of the vehicle VC. The outermost portion of the vehicle VC is the point Po shown in FIG. The route through which the point Po passes continuously is the boundary on the right side of the vehicle VC. In FIG. 14, the vehicle VC makes a turn on the basis of the point C. The turning radius 場合 in this case is expressed by the following equation (8).

  In the above equation (8), ρ is the turning radius, l is the wheel base of the vehicle VC, and δ is the tire angle of the front wheel.

  The tire angle δ and the steering wheel angle θ are expressed by the following equation (9), and are decelerated by the rack and pinion gear ratio Grp of the steering.

  As for the derivation of the above equation (8), “Shankaido Co., Ltd. Masato Abe Motor Vehicle Movement and Control ISBN 4-381-08822-0 Section 3 Basics of Vehicle Movement Section 3.3 Steady-State Circular Turning of Vehicles” It is described in. In the first embodiment, in order to limit the operation range of the emergency brake control at low vehicle speeds, the steering wheel angle and the turning radius 場合 in the case of steady circular turning in which centrifugal force is not generated in the vehicle VC and side slip is not generated Use the following equation.

  With respect to the turning radius ρ, an inner turning radius ii indicating the radius of the left boundary of the vehicle VC and an outer turning radius 旋回 o indicating the radius of the right boundary of the vehicle VC can be expressed by the following equations using α and β in FIG. 10) and equation (11). Note that α shown in FIG. 14 is a half length of the lateral width of the vehicle VC, and β is a length obtained by adding the front overhang and the wheel base l of the vehicle VC.

  Based on the turning radius ρ, the inner turning radius ii, and the outer turning radius oo, the equation indicating the boundary on the left side of the vehicle VC and the equation indicating the boundary on the right are determined. It is expressed by (13).

  Equations (12) and (13) are equations showing the left side border line and the right side border line of the vehicle VC when the vehicle VC makes a left turn, and when the vehicle VC makes a right turn, The boundary on the left side of the vehicle VC is expressed by Equation (14) below, and the boundary on the right side is expressed by Equation (15) below.

  In step S121, the host vehicle route is calculated based on such equations (12) to (15).

  Next, the obstacle determination unit 111 performs obstacle contact determination using the vehicle route and the obstacle position information obtained by the vehicle route calculation unit 110 based on the equations (7) to (15) (step S122). As shown in FIG. 15, when a vehicle VC is moving backward as a specific example, among a plurality of pieces of obstacle position information, an obstacle which is present in the vehicle route and whose obstacle reliability is previously determined. Collision obstacles, which are not less than the judgment threshold (predetermined threshold), do not exist in the vehicle route, or are obstacles whose obstacle reliability is predetermined even if they are present in the vehicle route Identify those below the threshold as non-collision obstacles. The obstacle determination unit 111 further adds information on the collision obstacle and the non-collision obstacle as information on the obstacle contact determination result to the input obstacle position information, and outputs the result.

  The specific determination method for discriminating whether or not the obstacle is present in the host vehicle route in step S122 is, first, that the vehicle VC goes straight ahead, left turn, or right turn based on the vehicle state quantity. Whether the obstacle position information falls within the range of Formula (7) in the case of straight movement, or the obstacle position information falls between Formulas (12) and (13) in the case of left turn Also, in the case of a right turn, it is determined by judging whether the obstacle information falls within the range of the equations (14) and (15).

  Although not described in the first embodiment, not only the obstacle position information but also obstacle size information may be used for the contact determination on the vehicle route. In this case, since the obstacle position information represents the center coordinates of the obstacle, the position of two points moved from the center coordinates to the left and right by the obstacle size information is determined, and whether the two points fall within the route Determined by In this case, if the two points cross the route and are divided into right and left, it is determined as a collision obstacle.

  Here, returning to the description of the flowchart, the collision time calculation unit 112 compares the vehicle VC with the current vehicle speed with respect to the plurality of pieces of obstacle position information determined that the obstacle contact determination result is a collision obstacle in step S122. When the vehicle travels as it is, a collision time which is an estimated time to contact each obstacle is calculated (step S123).

  As a method of calculating the collision time, the straight line distance between the obstacle and the vehicle VC may be simply divided by the vehicle speed if it is a simple method, and if it is a complicated method, the position where the obstacle contacts the vehicle VC is calculated The actual distance to the position of the obstacle and the position where the obstacle contacts the vehicle, for example, the straight line distance for straight ahead, the arc distance according to turning for turning, is divided by the vehicle speed. It is good. The effect of the present invention is not affected by using either a simple method or a complicated method. Finally, in step S123, for the plurality of pieces of obstacle position information determined to be collision obstacles, the shortest value in the individually calculated collision time, that is, the obstacle that is most likely to contact the earliest. The collision time is output as the shortest collision time. In addition, since the vehicle speed used for calculation of collision time will be 0 when vehicle VC has stopped, if division is performed as it is, arithmetic unit 12 will cause an error. However, since the obstacle does not collide with the vehicle when the vehicle is stopped, the collision time of all obstacle position information is set to the maximum value of the predetermined collision time only in that case, and the shortest collision time is also the above-mentioned maximum value. Set to The maximum value set for the collision time may be set such that the target deceleration becomes zero in step S124.

  Next, in step S124, the target deceleration calculation unit 113 obtains a target deceleration based on the shortest collision time. Various calculation methods of target deceleration are considered, but as an example, as shown in the table in FIG. 16, three types of target deceleration (G) are calculated by the value of the shortest collision time (seconds). You should choose it. That is, if the shortest collision time t is in the range of 0 ≦ t ≦ 0.4, then the target deceleration is 0.8 (G), and if the shortest collision time t is in the range of 0.4 <t ≦ 0.8 The target deceleration is set to 0.4 (G), and when the shortest collision time t is 0.8 <t, the target deceleration is set to 0 (G) and braking is not performed.

  Further, although not described in the functional block diagram of the vehicle travel support device 100 shown in FIG. 5, the determination distance is variable according to the vehicle state amount with respect to the obstacle position information separately from the target deceleration with the shortest collision time. The target deceleration may be output only when the obstacle position falls below the determination distance. Further, the maximum value of the target deceleration may be limited by the obstacle reliability. By doing this, for example, if the reliability is low, it is possible to decelerate the vehicle VC with a small target deceleration, and it is possible to reduce the load on the driver in the case of false detection.

  Information on the target deceleration output from the target deceleration calculation unit 113 is given to the braking device 114, and the braking device 114 causes the actual deceleration of the vehicle VC to follow the target deceleration calculated by the target deceleration calculation unit 113. The hydraulic pressure is controlled to decelerate the vehicle VC.

  In the vehicle travel support device of the first embodiment described above, the plurality of obstacle detection position information detected by the sonar sensor 2 of the first obstacle detection unit 101 and the camera 3 of the second obstacle detection unit 102 If it is determined that the obstacle is a single obstacle, the center coordinates of a plurality of obstacle detection position information detected by the sonar sensor 2 is used as a new obstacle detection position. Output as information. For this reason, the obstacle can be reliably detected even for an obstacle of a complicated shape, and the calculation load of the obstacle detection and tracking processing performed by the calculation device 12 can be reduced. In addition to reducing obstacle position information stored in the obstacle storage unit 109 in the computing device 12 and lowering the price of the computing device 12, storing and tracking more obstacles with less memory capacity, It is possible to execute a more secure emergency brake control that can cope with many obstacles.

  In the first embodiment, the vehicle VC is braked to avoid obstacles, but a warning is given to the driver immediately before braking by a speaker (not shown) separately provided before braking. You may do it. Such a configuration does not impair the effects of the present invention.

Second Embodiment
<Device configuration>
FIG. 17 is a functional block diagram showing a configuration of a vehicle driving support system 200 according to a second embodiment of the present invention. As shown in FIG. 17, the configuration of the vehicle driving support apparatus 200 is basically the same as the configuration of the vehicle driving support apparatus 100 of the first embodiment shown in FIG. 5, and the same reference numerals are given to the same components. And duplicate explanations are omitted.

  In the vehicle driving support device 200 shown in FIG. 17, the obstacle size information detected by the second obstacle detection unit 102 is also input to the obstacle reliability calculation unit 106 and the obstacle position information correction unit 107. The matching determination distance of the obstacle reliability calculation unit 106 and the obstacle position information correction unit 107 is changed using the obstacle size information.

<Operation>
The operation of the vehicle travel support device 200 shown in FIG. 17 will be described using the flowcharts shown in FIGS. 8 and 9. In the following, only the process of step S109 which is different from the operation of the vehicle travel support device 100 of the first embodiment will be described.

  In the vehicle travel support device 100 of the first embodiment, in the matching process of the estimated obstacle position information and the obstacle detection position information in step S109, the estimated obstacle position information being processed in the estimated obstacle position matching treatment loop S1L1 , Compare all obstacle detection position information in the unmatched state and estimate the obstacle position where the linear distance between the estimated obstacle position information and the obstacle detection position information is within the matching judgment distance and the linear distance is the shortest. It was judged that it was obstacle detection position information which should be matched with information. In the first embodiment, the matching determination distance is set as a constant, but in the second embodiment, the obstacle determination unit 102 adds the obstacle size information detected by the second obstacle detection unit 102 to the matching determination distance of the first embodiment. Use.

  A method of calculating the matching determination distance in step S109 in the second embodiment will be described. In the vehicle driving support device 100 of the first embodiment, when an obstacle moves in one update cycle based on the target maximum vehicle speed to which the sudden brake control corresponds and the update cycle of the first obstacle detection unit 101. The assumed maximum distance was set as the matching determination distance. However, as described with reference to FIG. 6, the obstacle detection by the first obstacle detection unit 101 appears as a group of intersections for obstacles of complicated shapes, and in a certain update cycle, the group of intersections A in FIG. May not be detected. If the center coordinates of the intersection group B and the intersection group C left in such a case are tracked and restricted by the matching determination distance in the first embodiment, the center coordinates become large when the intersection group A is measured. It moved and there was a possibility that it could not match beyond the matching judgment distance. Therefore, in the second embodiment, a value obtained by adding obstacle size information to the value obtained in the first embodiment by calculation of the matching determination distance is used as the matching determination distance. Specifically, the second obstacle detection unit 102 detects an obstacle at a maximum distance assumed to move in one update cycle of the first obstacle detection unit 101 described in the first embodiment. Based on the obstacle size information, a value obtained by adding the size in the left and right direction of the obstacle is set as the matching determination distance. As a result, even if the obstacle has a complicated shape and a large object, the obstacle is not easily restricted by the matching determination distance, and the obstacle matching processing with high accuracy can be performed.

  As described with reference to FIG. 7, the obstacle position information of the complex shaped obstacle has the center coordinates of the obstacle, and two points moved from the center coordinates to the left and right by the obstacle size information The horizontal size of the obstacle can be acquired by obtaining the position of the

  As described above, in the vehicle driving support device 200 of the second embodiment, a value obtained by further adding obstacle size information to the value obtained in the first embodiment in the calculation of the matching determination distance is used as the matching determination distance. Even if the obstacle has a complicated shape and a large object, it is less likely to be limited by the matching judgment distance, and accurate obstacle matching processing can be performed, and emergency brake control with more secure safety is performed. be able to.

Embodiment 3
<Device configuration>
FIG. 18 is a functional block diagram showing a configuration of a vehicle driving support system 300 according to a third embodiment of the present invention. As shown in FIG. 18, the configuration of the vehicle driving support apparatus 300 is basically the same as the configuration of the vehicle driving support apparatus 200 of the second embodiment shown in FIG. 17 and the same reference numerals are given to the same components. And duplicate explanations are omitted.

  In the vehicle driving support device 300 shown in FIG. 18, the obstacle size information detected by the second obstacle detection unit 102 is not only the obstacle reliability calculation unit 106 and the obstacle position information correction unit 107 but also obstacles. It is configured to input also to the object storage determination unit 108.

<Operation>
The operation of the vehicle travel support device 300 shown in FIG. 18 will be described using the flowcharts shown in FIGS. The symbols (A) to (E) in FIG. 19 and the symbols (A) to (E) in FIG. 20 are connected to each other, and the symbol (F) in FIG. 20 and the symbol (F) in FIG. Are connected to each other.

  First, differences from the flowcharts shown in FIGS. 8 and 9 will be listed. Step S103 of FIG. 8 and FIG. 9 becomes step S303, estimated obstacle position matching processing loop S1L1 becomes estimated obstacle position matching processing loop S3L1, and steps S108, S109, S111, S112 and S113 respectively become steps S308, S309, Steps S311, S312 and S313 are performed, and steps S325a, S326, S327, S328 and S329 are added following step S313. When the determination result of step 110 is No, steps S115 and S116 follow through the determination of step S325b. Then, obstacle size information storage processing loop S3L3 is added following obstacle detection position information storage processing loop S1L2. The obstacle size information storage processing loop S3L3 is followed by steps S121 to S124.

  Hereinafter, processing different from the flowcharts shown in FIGS. 8 and 9 will be mainly described. In step S103, the matching flags of all obstacle detection position information input from the first obstacle detection unit 101 are in the unmatched state, but in step S303 of the third embodiment, the second obstacle is generated. The matching flag of the obstacle size information input from the object detection unit 102 to the obstacle reliability calculation unit 106 and the obstacle position information correction unit 107 is also set in the unmatched state.

  The estimated obstacle position matching processing loop S3L1 has the same processing conditions as the estimated obstacle position matching processing loop S1L1, but the processing content is different.

  That is, in step S108 of the estimated obstacle position matching processing loop S1L1, it is determined whether or not the estimated obstacle position information is within the detection range of the first obstacle detection unit 101. In step S <b> 308 of the third embodiment, it is determined whether the estimated obstacle position information is within the detection range of the first obstacle detection unit 101 and the second obstacle detection unit 102. If it is determined in step S308 that the estimated obstacle position information is out of the detection range of the first obstacle detection unit 101 and the second obstacle detection unit 102 (in the case of No), the matching processing after that is performed. Without performing this, the process proceeds to step S117.

  There is no problem in the operation of the vehicle driving support device 300 even if the step S308 is not changed to the step S308. In this case, when the detection range of the second obstacle detection unit 102 is larger than the detection range of the first obstacle detection unit 101, the estimated obstacle position is included in the detection range of the first obstacle detection unit 101. Thus, a situation occurs that is included only in the detection range of the second obstacle detection unit 102. In such a case, when the estimated obstacle falls within the detection range of the first obstacle detection unit 101, the matching of the obstacle and the calculation of the reliability are not performed, and the effect of the second embodiment is obtained. And limited to almost the same effect.

  In step S309, while matching processing of estimated obstacle position information and obstacle detection position information is performed in step S109, matching processing of estimated obstacle position information and the approximate position of obstacle size information is also performed. As the processing order, first, matching processing between estimated obstacle position information and obstacle detection position information is performed, and then matching processing between estimated obstacle position information and the approximate position of obstacle size information is performed.

  In step S110, it is determined whether or not there is obstacle detection position information to be matched with the estimated obstacle position information based on the matching result performed in step S309. If it is determined in step S110 that there is obstacle detection position information to be matched in the estimated obstacle position information (in the case of Yes), the processing in steps S311 to S114 is performed to match the estimated obstacle position information. If it is determined that the obstacle detection position information does not exist (in the case of No), the process proceeds to step S325b.

  In step S <b> 311, while a predetermined specified value is added to the obstacle reliability of the estimated obstacle position information in step S <b> 111, a first addition value is specified for the first obstacle reliability. It is added as a value. This is because in the third embodiment, different additional values and different maximum values are set for obstacle position information detected by each of the first obstacle detection unit 101 and the second obstacle detection unit 102. is there. Therefore, in step S312, although the obstacle reliability is limited not to exceed the maximum value in step S112, the first obstacle reliability is limited not to exceed the first maximum value. ing.

  In the first embodiment, the obstacle reliability of the estimated obstacle position information is only one, but in the third embodiment, the obstacle reliability of the estimated obstacle position information is the first. Based on the obstacle detection position information output from the first obstacle detection unit 101, the first obstacle is determined as the sum of the obstacle reliability and the second obstacle reliability. The first addition value is added as the specified value to the reliability. Further, as described later, the second added value is added as the specified value to the second obstacle reliability based on the obstacle size information (rough position) output by the second obstacle detection unit 102. . The first obstacle reliability and the second obstacle reliability have different ranges, and the maximum value of the first obstacle reliability is the first maximum value, and the second obstacle is a second maximum value. The maximum confidence value is defined as the second maximum value. In the present embodiment, the same minimum value is used as the minimum value of the ranges of the first obstacle reliability and the second obstacle reliability. In step S107 of the third embodiment, both the first obstacle reliability and the second obstacle reliability are set to the same minimum value.

  In step S313, when the estimated obstacle position information and the obstacle detection position information match, the matching flag of the matched obstacle position detection information is determined to be matched.

  Steps S325a and S325b are processes newly added in the third embodiment, and in the matching process performed in step S309, there is obstacle size information (general position) to be matched with estimated obstacle position information. It is determined whether it has been done.

  Step S325a is executed after the process of step S313, and when there is obstacle size information (general position) to be matched with the estimated obstacle position information (in the case of Yes), the processes of steps S326 to S114 are performed. If it is determined that there is no obstacle size information (general position) to be matched with the estimated obstacle position information (in the case of No), the process proceeds to step S329.

  Further, in step S325b, when there is obstacle size information (general position) to be matched with estimated obstacle position information (in the case of Yes), the processing of steps S326 to S114 is performed to set estimated obstacle position information to When it is determined that the obstacle size information (general position) to be matched does not exist (in the case of No), the processes of steps S115 and S116 are performed.

  In step S326, the second addition value is added to the second obstacle reliability as a specified value, and in step S327, the second obstacle reliability is limited so as not to exceed the second maximum value.

  In step S328, when the estimated obstacle position information and the obstacle size information (outline position) match, the matching flag of the matching obstacle size information (outline position) is regarded as matched.

  Then, in step S329, the obstacle reliability is calculated by adding the first obstacle reliability and the second obstacle reliability.

  As described above, in the vehicle driving support device 300 according to the third embodiment, the obstacle position information detected by each of the first obstacle detection unit 102 and the second obstacle detection unit 102 is displayed. By setting the degree of reliability in accordance with the characteristics of (1) and setting different addition values and different maximum values, respectively, it is possible to obtain obstacle reliability with higher accuracy.

  As described with reference to FIGS. 8 and 9, in the obstacle detection position information storage processing loop S1L2, when there is obstacle detection position information in the unmatched state, the obstacle in the empty area of the obstacle storage unit 109 Detection position information was stored.

  In the third embodiment, by providing obstacle size information storage processing loop S3L3 following obstacle detection position information storage processing loop S1L2, there is obstacle size information (general position) in the unmatched state. The obstacle size information (general position) is stored in the empty area of the obstacle storage unit 109.

  In step S330 of the obstacle size information storage processing loop S3L3, whether the obstacle storage determination unit 108 has a vacant area for additionally writing new obstacle size information (outline position) in the obstacle storage unit 109 To judge. If it is determined in step 330 that a free space for adding new obstacle size information (general position) is present in the obstacle storage unit 109 (in the case of Yes), the processes in steps S331 and S332 are performed. . On the other hand, obstacle position information and obstacle size information (general position) are written in all areas of the obstacle storage unit 109, and a free area for additionally writing new obstacle size information (general position). Does not exist (in the case of No), the process of steps S331 and S332 is not performed, and the process proceeds to the next loop. However, even in the next loop, it is determined in step S330 that no free area exists, so once it is determined in step S330 that no free area exists, in the obstacle size information storage processing loop S3L3. After that, the loop processing ends without processing.

  In step S331, it is determined whether the matching flag in the obstacle size information (general position) is in the unmatched state. If it is determined in step S331 that the matching flag in the obstacle size information (general position) is not matched (in the case of Yes), the processing in step S332 is performed. If it is determined that the matching is completed, the processing in step S332 is performed. Do not go to the next loop.

  In step S332, the obstacle size information (general position) in the unmatched state in the matching flag is added to the empty area of the obstacle storage unit 109 as newly detected obstacle position information. In this case, the reliability information of the obstacle position information to be additionally written is set to the specified second addition value used in step S326. Further, in step S120 of the third embodiment, the reliability information of the obstacle position information to be additionally written is set to the prescribed first addition value used in step S311.

  Such obstacle size information storage processing loop S3L3 is ended by performing the processing of steps S330 to S332 for all obstacle size information (general position) output by the second obstacle detection unit 102. Then, the process proceeds to step S121. The processing in steps S330 to S332 is executed by the obstacle storage determination unit 108 of the vehicle driving support apparatus 300.

  As described above, in the vehicle driving support device 300 according to the third embodiment, the obstacle output from the first obstacle detection unit 101 in the obstacle reliability calculation unit 106 and the obstacle position information correction unit 107. The first addition value corresponding to the detected position information, the second addition value corresponding to the obstacle size information output by the second obstacle detection unit 102, and the first obstacle detection unit 101 A first maximum value corresponding to obstacle detection position information and a second maximum value corresponding to obstacle size information output by the second obstacle detection unit 102 are set.

  Then, when there is obstacle position information output by the first obstacle detection unit 101 within the matching determination distance from the estimated obstacle position, the obstacle reliability is determined within the range of the first maximum value. The second added value is added, and in the case where there is obstacle size information (general position) output by the second obstacle detection unit 102, a second obstacle reliability is obtained within the range of the second maximum value. Add value is added. Then, in the obstacle storage determination unit 108, when there is a free space in the obstacle storage unit 109, the obstacle detection position information output by the first obstacle detection unit 101 and the second obstacle detection unit 102 are output The obstacle size information (general position) to be recorded is recorded.

  As a result, when the camera 3 constituting the second obstacle detection unit 102 can detect an obstacle that is out of the detection range of the plurality of sonar sensors 2 constituting the first obstacle detection unit 101, The second added value is added to the reliability of the information. As a result, it is possible to perform braking control only when it is possible to reliably recognize an obstacle. In addition, since an obstacle far from the detection range of the sonar sensor 2 can be detected at an early stage, the emergency brake control can be performed with sufficient margin even when the speed of the vehicle VC is high. Can.

  Also, by separately managing the first maximum value and the second maximum value, it is possible not to perform braking control on, for example, those recognized as obstacles by the camera 3 alone. Specifically, if the second maximum value is set to be less than the obstacle determination threshold used in step S122, the final determination of a collision obstacle is not made for an obstacle recognized by the camera 3 alone, If the recognition by the sonar sensor 2 is not made at least, it can be prevented from becoming a final collision obstacle. Thus, in a situation where the reliability of the obstacle detected by the camera 3 is low, the braking control can be performed only when the obstacle can be determined with certainty.

  In the above description, although the first addition value and the second addition value, and the first maximum value and the second maximum value are set as predetermined prescribed values, these prescribed values are vehicle It may be changed according to the state, or may be changed according to the environment around the vehicle VC using an environment sensor or the like provided separately. As described above, detection of the camera 3 constituting the second obstacle detection unit 102 is enabled by changing the first added value, the second added value, the first maximum value, and the second maximum value. For example, at night when the ability is significantly reduced, especially in the dark, by using an optical sensor used for auto-light control etc. as an environmental sensor, for example, the second addition value and the second maximum value at night may be more than usual. It is possible to prevent a malfunction of the emergency brake control caused by an erroneous detection by the camera 3 being lowered.

  In addition, even if the light sensor is not used, if the camera 3 itself can detect that the surrounding environment is nighttime, the second addition value and the second maximum value are lowered than usual in accordance with the detection information. You may do so.

  Further, as a situation where the sonar sensor 2 constituting the first obstacle detection unit 101 is not good at, for example, a noise source that significantly reduces the detection accuracy of the sonar sensor 2 around, for example, an ultra emitted from the sonar sensor 2 If there is a nearby inverter whose frequency matches the sound wave, or if there is another vehicle or the like equipped with a sonar sensor of the same frequency, the first addition value and the first maximum value may be lowered than usual. Malfunction of emergency brake control can be prevented. Note that it is possible to detect with the sonar sensor 2 itself whether or not there is a noise source that significantly reduces the detection accuracy of the sonar sensor 2 in the vicinity of the vehicle VC.

<Modification>
The operation of the vehicle driving support apparatus 300 according to the third embodiment has been described using the flowcharts shown in FIGS. 19 to 21. However, the operation of the vehicle driving support apparatus 300 is not limited to this. For example, operations as shown in the flowcharts shown in FIGS. 22 to 24 are also possible. The symbols (A) to (D) in FIG. 22 and the symbols (A) to (D) in FIG. 23 are connected to each other, and the symbol (E) in FIG. 23 and the symbol (3) in FIG. Are connected to each other.

  In the third embodiment described using the flowcharts shown in FIGS. 19 to 21, in steps S310 to S313, the first obstacle reliability corresponding to the obstacle detection position information matched with the estimated obstacle position information is determined. After that, the second obstacle reliability corresponding to the obstacle size information (general position) matched with the estimated obstacle position information in steps S325a and S326 to S328 is obtained.

  On the other hand, in the flowcharts shown in FIG. 22 to FIG. 24, after the first obstacle reliability corresponding to the obstacle detection position information matched with the estimated obstacle position information is determined in steps S310 to S313, the second If there is obstacle size information (general position) to be matched with the estimated obstacle position information in step S325b (in the case of Yes), the processing of steps S326 to S328 is performed. Subsequently to step S328, the process of step S329 is performed. When it is determined that there is no obstacle size information (general position) to be matched with the estimated obstacle position information (in the case of No), the processing of steps S115 and S116 is performed.

  With such a configuration, when the same obstacle is detected in both the first obstacle detection unit 101 and the second obstacle detection unit 102, the obstacle reliability is prevented from rising too much. be able to.

Fourth Preferred Embodiment
<Device configuration>
FIG. 25 is a functional block diagram showing a configuration of a vehicle driving support system 400 according to a fourth embodiment of the present invention. As shown in FIG. 25, the configuration of the vehicle driving support apparatus 400 is basically the same as the configuration of the vehicle driving support apparatus 100 of the first embodiment shown in FIG. 5, and the same reference numerals are given to the same components. And duplicate explanations are omitted.

  In the vehicle driving support apparatus 400 shown in FIG. 25, the second obstacle detection unit 102 has a function of outputting object identification information in addition to obstacle size information and approximate position, and obstacle size information The rough position is input to the first obstacle detection unit 102, and the object identification information is input to the obstacle control target determination threshold value calculation unit 115.

  The obstacle control target determination threshold value calculation unit 115 has a newly added configuration, and calculates an obstacle control target threshold value based on the input object identification information. Then, the obstacle determination unit 111 uses the obstacle control target threshold value calculated by the obstacle control target determination threshold value calculation unit 115 instead of the obstacle determination threshold value, and the obstacle contacts the vehicle VC. It is configured to determine whether or not to.

  The second obstacle detection unit 102 in the fourth embodiment is configured by the camera 3 as in the first embodiment. In obstacle detection using a camera, in recent years, not only the size and approximate position of the obstacle but also what kind of obstacle it is and what kind of object is classified using machine learning etc. It is possible to perform object recognition to be recognized. In the fourth embodiment, the object recognition result of the obstacle is used to calculate the obstacle reliability threshold value.

  As a method of identifying an obstacle performed by the second obstacle detection unit 102, for example, an object which is generally likely to be an obstacle of a traveling vehicle, such as a person, a vehicle, a motorcycle, etc., is roughly classified in advance. The obstacle classification is prepared, and the obstacle classification is taken by the camera 3 and the obstacle recognized by the above-described method is classified to identify the obstacle.

  In addition to the classification of an object that is likely to be an obstacle of a traveling vehicle as described above, an obstacle classification is created for each detection sensitivity of the sonar sensor 2 that constitutes the first obstacle detection unit 101, and machine learning You may make it identify using an etc.

<Operation>
The operation of the vehicle travel support device 400 shown in FIG. 25 will be described using the flowcharts shown in FIGS. 26 and 27. The symbols (A) to (C) in FIG. 26 and the symbols (A) to (C) in FIG. 27 are in a mutually connected relationship.

  The flowcharts shown in FIG. 26 and FIG. 27 are basically the same as the flowcharts shown in FIG. 8 and FIG. 9, and the difference is that the obstacle control object determination threshold calculation is performed after the vehicle route is determined in step S121. The unit 115 performs the processing of step S421 for obtaining the obstacle control determination threshold value from the obstacle identification information, and the obstacle determination unit 111 substitutes the predetermined obstacle determination threshold value used in the first embodiment. In addition, the process of step S422 is performed to determine a collision obstacle using the obstacle control determination threshold value obtained in step S421. After the collision obstacle is determined in step S422, the collision time is calculated in step S123.

  The process of step S421 in the obstacle control target determination threshold value calculation unit 115 will be described. In order to obtain the obstacle control determination threshold value from the obstacle identification information, an obstacle control determination threshold value corresponding to the obstacle identification information is set and stored in advance for each obstacle identification information. As an example, if obstacle identification information is classified as a person, a vehicle, a two-wheeled vehicle, etc., the obstacle control determination threshold may be set as shown in the table shown in FIG.

  That is, the judgment threshold is 30 for a person, 70 for a vehicle, 50 for a two-wheeled vehicle, and the other is a judgment threshold. The value is 40. This is based on other obstacles, an object that is easy to detect by the sonar sensor 2 that configures the first obstacle detection unit 101 increases the obstacle control determination threshold value, and obstacle control that is difficult to detect is obstacle control By setting the determination threshold small, it is easy to identify as an obstacle. The example shown in FIG. 28 is an example, and the present invention is not limited to this.

  As described above, in the vehicle driving support device 400 according to the fourth embodiment, the second obstacle detection unit 102 has a function of recognizing an obstacle and outputting object identification information, and the object identification information is It has an obstacle control target determination threshold value calculation unit 115 that calculates an obstacle control target threshold value based on that. The obstacle determination unit 111 determines whether the obstacle contacts the vehicle VC using the obstacle control target threshold value instead of the obstacle determination threshold value. Thus, using the obstacle control target threshold set in accordance with the obstacle instead of the predetermined obstacle judgment threshold, the delay in determining the obstacle even if the obstacle changes. You can prevent.

  In the present invention, within the scope of the invention, each embodiment can be freely combined, or each embodiment can be appropriately modified or omitted.

  Reference Signs List 2 sonar sensor, 3 camera, 12 arithmetic device, 101 first obstacle detection unit, 102 second obstacle detection unit, 105 estimated obstacle position calculation unit, 106 obstacle reliability calculation unit, 107 obstacle position information Correction unit, 108 obstacle storage determination unit, 109 obstacle storage unit, 110 own vehicle route calculation unit, 111 obstacle determination unit, 112 collision time calculation unit, 113 target deceleration calculation unit, 115 obstacle control target determination threshold Value calculator, VC vehicle.

The vehicle travel support device according to the present invention detects an obstacle around the vehicle by a plurality of sonar sensors mounted on the vehicle, and outputs the detected obstacle position as obstacle detection position information. A second obstacle in which an image of the obstacle is captured by the obstacle detection unit and the imaging device, and the size and approximate position of the obstacle are detected based on the image and output as obstacle size information A storage unit in which the relative position of the obstacle with respect to the vehicle is periodically confirmed based on the object detection unit and the obstacle detection position information, and the checked relative position one cycle before is stored as obstacle position information And an estimated obstacle position which is a position at which the obstacle is currently estimated to exist by movement of the vehicle based on the obstacle position information stored in the storage unit; Trust level Estimated obstacle position calculation unit that calculates estimated obstacle position information including obstacle reliability, self-vehicle route calculation unit that calculates a route traveled by the vehicle, and threshold value for which the obstacle reliability is a predetermined value As described above, when it is determined that the obstacle is present on the route of the vehicle based on the obstacle position information, it is determined that the obstacle contacts the vehicle, and obstacle contact determination is made. As a result, the obstacle determination unit outputs the obstacle reliability and the obstacle position information, and the obstacle is the vehicle based on the obstacle reliability, the obstacle position information, and the obstacle contact determination result. A collision time calculation unit that calculates a collision time that is an estimated time before the collision, and a target deceleration calculation unit that calculates a target deceleration that is a deceleration that decelerates the vehicle based on the collision time. Provided, A vehicle driving support apparatus for controlling a braking device that brakes the vehicle based on a target deceleration, wherein the second obstacle detection unit is configured to control the obstacle size information according to the first obstacle detection unit. And the first obstacle detection unit uses the obstacle size information detected by the second obstacle detection unit when a plurality of obstacle detection position information is detected. It is determined whether or not a plurality of obstacle detection position information is a single obstacle, and in the case of the single obstacle, center coordinates of the plurality of obstacle detection position information are the obstacle detection position. Output as information.

Claims (7)

  1. A first obstacle detection unit that detects an obstacle around the vehicle by a plurality of sonar sensors mounted on the vehicle and outputs the obstacle detection position as obstacle detection position information;
    A second obstacle detection unit which takes an image of the obstacle by an imaging device, detects the size and approximate position of the obstacle based on the image, and outputs the detected information as obstacle size information;
    A storage unit in which the relative position of the obstacle with respect to the vehicle is periodically confirmed, and the relative position one cycle before the confirmed is stored as obstacle position information;
    Estimated obstacle position which is a position where the obstacle is currently estimated to be present by movement of the vehicle based on the obstacle position information stored in the storage unit, and reliability of the estimated obstacle position An estimated obstacle position calculation unit that calculates estimated obstacle position information including an obstacle reliability that defines
    A vehicle route calculation unit that calculates a route along which the vehicle travels;
    When the obstacle reliability is determined to be equal to or higher than a predetermined threshold value and the obstacle is present on the route of the vehicle based on the obstacle position information, the obstacle is transmitted to the vehicle. An obstacle determination unit that determines that the vehicle is in contact and outputs the obstacle reliability degree and the obstacle position information as an obstacle contact determination result;
    A collision time calculation unit that calculates a collision time that is an estimated time until the obstacle collides with the vehicle based on the obstacle reliability, the obstacle position information, and the obstacle contact determination result;
    And a target deceleration calculation unit that calculates a target deceleration that is a deceleration for decelerating the vehicle based on the collision time.
    A vehicle driving support apparatus for controlling a braking device that brakes the vehicle based on the target deceleration,
    The second obstacle detection unit
    The obstacle size information is input to the first obstacle detection unit,
    The first obstacle detection unit uses the obstacle size information detected by the second obstacle detection unit when a plurality of obstacle detection position information is detected. It is determined whether or not the detected position information is a single obstacle, and if it is the single obstacle, the center coordinates of the plurality of obstacle detected position information are output as the obstacle detected position information. , Driving support device for vehicles.
  2. When it is determined that the obstacle detection position is present within a predetermined determination distance from the estimated obstacle position based on the estimated obstacle position information and the obstacle detection position information, the estimated obstacle position information is If it is determined that the obstacle detection position does not exist within the predetermined determination distance from the estimated obstacle position by adding a predetermined addition value to the obstacle reliability included, the obstacle An obstacle reliability calculation unit that subtracts a predetermined subtraction value from the reliability and outputs the result;
    If it is determined that the obstacle detection position is within the predetermined determination distance from the estimated obstacle position based on the estimated obstacle position information and the obstacle detection position information, the obstacle reliability is An obstacle position information correction unit that corrects the estimated obstacle position information and outputs it as the current obstacle position information;
    It is determined whether or not a vacant area exists in the storage unit, and if there is a vacant area, the present obstacle position information and the obstacle reliability added or subtracted by the obstacle reliability calculation unit are determined. The driving support apparatus for a vehicle according to claim 1, further comprising: an obstacle storage determination unit that stores the degree in the storage unit.
  3. The obstacle reliability calculation unit
    3. The vehicle driving support apparatus according to claim 2, wherein a value obtained by adding the addition value to the obstacle reliability is limited so as not to exceed a predetermined maximum value.
  4. The obstacle size information is also input to the obstacle reliability calculation unit and the obstacle position information correction unit,
    The obstacle reliability calculation unit and the obstacle position information correction unit
    The vehicle driving support apparatus according to claim 2, wherein the predetermined determination distance is changed using the obstacle size information.
  5. The obstacle reliability calculation unit
    The addition value includes a first addition value corresponding to the obstacle detection position information and a second addition value corresponding to the obstacle size information,
    When the obstacle position information exists within the predetermined determination distance from the estimated obstacle position, the first addition value is added to the obstacle reliability included in the estimated obstacle position information;
    If the approximate approximate position included in the size information is within the predetermined determination distance from the estimated obstacle position, the second added value may be added to the obstacle reliability included in the estimated obstacle position information. Add,
    The obstacle storage determination unit
    The driving support apparatus for a vehicle according to claim 2, wherein, when a vacant area exists in the storage unit, the information on the approximate position included in the obstacle size information is stored.
  6. The obstacle reliability includes a first obstacle reliability and a second obstacle reliability,
    The obstacle reliability calculation unit
    A value obtained by adding the first addition value to the first obstacle reliability does not exceed a predetermined first maximum value, and the second addition value is added to the second obstacle reliability 6. The vehicle driving support apparatus according to claim 5, wherein the value is limited so as not to exceed a predetermined second maximum value.
  7. The second obstacle detection unit
    It further has a function of identifying what the obstacle is and outputting it as object identification information,
    The vehicle travel support device is:
    The apparatus further comprises an obstacle control target determination threshold calculation unit that calculates an obstacle control target threshold based on the object identification information;
    The obstacle judging unit
    The driving support apparatus for a vehicle according to claim 1, wherein whether or not the obstacle contacts the vehicle is determined using the obstacle control target threshold value instead of the predetermined threshold value.
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