JP3320894B2 - Vehicle travel path estimation device - Google Patents

Abstract

PURPOSE:To estimate the travel path of the automobile from even a 2nd travel path of a precedent moving body and to improve the reliability of the travel path estimation by providing a travel area estimating means which estimates a travel area by holding the 2nd travel path by a 2nd travel path estimating means. CONSTITUTION:The 2nd travel path estimating means 27 estimates the travel path of its automobile on the basis of the moving body which is precedent to its automobile. A direction change detecting means 28 which receives the signal obtained by a blinker switch 14 detects a direction change of the vehicle. Then a travel area estimating means 29 receives the outputs of 1st and 2nd travel path estimating means 6B and 27, a travel path estimating means 6C, and the direction change detecting means 28 and sets a travel area. For the travel path estimation, the 2nd travel path obtained by the 2nd travel path estimating means 27 is held at direction change time until the 1st travel path obtained by a 1st travel path estimating means 6B match the 2nd travel path obtained by the 2nd travel path estimating means 27, and the travel area is estimated in consideration of not only the 1st travel path, but also the 2nd travel path.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a travel route estimating apparatus for a vehicle for estimating a travel route on which a vehicle is expected to travel in the future.

[0002]

2. Description of the Related Art Conventionally, a traveling path estimating means for estimating a traveling path in which a vehicle is predicted to travel in the future based on a traveling state such as a steering angle and a vehicle speed of the vehicle is provided, and information obtained by a wide range scanning of a radar device is provided. Among them, there is known an apparatus that picks up only an object in an area along a traveling path predicted by the traveling path estimating means and determines a possibility that the own vehicle and an obstacle come into contact with each other.

As means for estimating such a traveling path, for example, as described in Japanese Patent Publication No. 51-7892, the traveling path (traveling path) is estimated based on vehicle body state quantities such as steering angle, vehicle speed, and yaw rate. Some do.

Further, as described in, for example, Japanese Patent Application Laid-Open No. 4-137014, brightness information and dispersion information are extracted from image information input by a video camera or the like, and white lines on a traveling road are extracted based on the extracted information. It is also known to estimate the travel path by detecting the road part. In this way, the image processing usually detects a white line drawn on both left and right ends of the road and recognizes the road end to travel. Since the road (traveling path) is estimated, the range of the travel region that can be estimated is wider when using image processing than when using the vehicle body state quantity,
This is advantageous for setting the area for detecting an obstacle that may come into contact with the own vehicle described above.

[0005]

However, even in the case of estimating by such image processing, on a branch road where the road is divided into at least two directions, even if the running path can be estimated based on the white line, It is unclear which direction the car will move in the future just by recognizing
It is difficult to accurately estimate the traveling path in relation to the traveling direction of the own vehicle.

SUMMARY OF THE INVENTION The present invention provides an apparatus for estimating a traveling path of an automobile with improved reliability of estimating the traveling path on a branch road.

[0007]

The invention according to claims 1 to 3 estimates a first traveling path on which a vehicle is expected to travel in the future based on vehicle state quantities such as a steering angle, a vehicle speed, and a yaw rate. It is assumed that the vehicle travel path estimating apparatus has first travel path estimating means.

The invention according to claim 1 is a second traveling path estimating means for estimating a second traveling path based on a moving object preceding the own vehicle, and a direction change detecting means for detecting a direction change of the own vehicle. Receiving the output of the direction change detecting means, and at the time of direction change, the first traveling path by the first traveling path estimating means
A traveling area estimating means for estimating a traveling area while holding the second traveling path by the second traveling path estimating means until the second traveling path coincides with the second traveling path by the traveling path estimating means.

According to a second aspect of the present invention, there is provided a travel path estimating means for detecting a white line portion on a road surface based on image processing and estimating a travel path on which the own vehicle is expected to travel in the future. Receiving the output of the travel path estimating means, the estimated values of the left and right white lines by the travel path estimating means are different, and the estimated value of one of the white lines is equal to the estimated value of the traveling path by the traveling path estimating means. Sometimes, in addition to estimating the travel area based on the white line portion of the estimated value equal to the estimated value of the estimated road by the travel path estimation means, the white line of the estimated value not equal to the estimated value of the estimated road by the travel path estimation means A travel area estimating unit that also estimates a travel area based on the section.

According to a third aspect of the present invention, there is provided a travel path estimating means for detecting a white line portion on a road surface based on image processing and estimating a travel path on which the own vehicle is expected to travel in the future. Receiving the output of the travel path estimating means, calculating the lateral deviation between the vehicle and the left and right white line portion, calculating the rate of change of the deviation, and receiving the output of the deviation changing rate calculating means. A traveling area estimating means for judging in which of the left and right directions to move based on the rate of change of the deviation, and estimating a traveling area based on an estimated value of the white line on the moving side based on the judgment result. .

[0011]

According to the first aspect of the present invention, in addition to the first traveling path estimated based on the vehicle body state quantity, the second traveling path estimating means uses the second traveling path estimating means based on the moving object preceding the own vehicle. The traveling path is estimated, and when the direction of the vehicle is changed, the second traveling path estimating means may continue to move until the traveling path of the first traveling path estimating means coincides with the second traveling path of the second traveling path estimating means. Is maintained, and the travel area is estimated from the first and second travel paths by the travel area estimation means.

According to the second aspect of the present invention, the travel path estimating means detects a white line portion on the road surface based on the image processing and estimates the travel path on which the vehicle is expected to travel in the future.
When the estimated values for the estimated left and right white line portions are different and the estimated value for one of the white line portions is equal to the estimated value for the traveling route by the traveling route estimating means, In addition to the travel area being estimated based on the white line portion of the estimated value equal to the estimated value,
The travel area is estimated by the travel area estimation means based on the white line portion of the estimated value that is not equal to the estimated value of the estimated road by the travel path estimation means.

According to the third aspect of the present invention, the travel path estimating means detects a white line portion on the road surface based on the image processing and estimates the travel path on which the vehicle is expected to travel in the future.
Then, the lateral change between the own vehicle and the left and right white line portion is calculated by the deviation change rate calculating means, and the change rate of the deviation is calculated. The traveling area estimating means moves in either the left or right direction based on the change rate of the deviation. It is determined whether or not to perform, and the travel area is estimated based on the estimated value of the white line portion on the moving side based on the determination result.

[0014]

Embodiments of the present invention will be described below with reference to the drawings. This example is an example in which the travel path estimating device for an automobile according to the present invention is applied to an obstacle detecting device.

Embodiment 1 In FIG. 1 showing an entire automobile, reference numeral 1 denotes an automobile, and a distance sensor 3 is provided at a front portion of a body 2 of the automobile. The distance sensor 3 measures a distance to an obstacle on a traveling road, and transmits a pulse laser beam as a radar wave from a transmitting unit toward the front of the own vehicle, and also detects a preceding vehicle or the like existing in front of the vehicle. It is composed of a radar head unit that receives a reflected wave reflected by an obstacle at a receiving unit. Further, the distance sensor 3 is a pulse laser beam (beam) that is transmitted from the transmission unit and that is spread vertically and thinly in a fan shape.
Is a scanning type that scans at a relatively wide angle in the horizontal direction.

Reference numeral 4 denotes a CCD camera arranged at the upper part of the vehicle interior, which captures a scene (running road) ahead of the vehicle within a predetermined range. The scene captured by the camera 4 is: The image data is input to the image processing unit 5 and subjected to image processing, and the control unit 6 estimates the traveling route based on the white line of the road.

Further, the control unit 6 has the configuration shown in FIG.
As shown in FIG. 5, in addition to the signal from the CCD camera 4, the vehicle speed sensor 7 for detecting the vehicle speed of the own vehicle, the steering angle sensor 8 for detecting the steering angle of the steering wheel 8a, and the signal from the laser unit 3 together with the signal from the laser unit 3. Signals from a yaw rate sensor 9 for detecting the yaw rate generated by the car and a signal from a turn signal switch 14 for detecting the state of the turn signal are also input, and based on those signals, the traveling road state is displayed on the head-up display 10, and When the obstacle is detected, the alarm means 11 is activated, and the vehicle control device 12 activates the brake 12a to automatically apply a braking force to the wheels 13,.

More specifically, as shown in FIG. 3, a signal from the distance sensor 3 is input to an arithmetic unit 22 through a signal processing unit 21 of the control unit 6, and the arithmetic unit 22 transmits a laser beam. Distance between each obstacle present in the scanning range and the own vehicle due to the delay time from the time,
It is configured to calculate the relative speed and the direction of the obstacle with respect to the own vehicle. The signal processing unit 21 and the arithmetic unit 23 constitute an obstacle detection unit 6A that detects an obstacle existing in a predetermined area in front of the vehicle.

The detection signals from the sensors 7, 8, and 9 are input to first traveling path estimating means 6B for estimating the traveling path (specifically, the radius of curvature) based on the vehicle body state quantity. The main traveling path estimating means 23 of the road estimating means 6B estimates the predicted traveling path on which the vehicle will travel in the future based on the steering angle and the vehicle speed of the own vehicle, while the auxiliary traveling path means 24
Is designed to estimate another traveling path on which the own vehicle is predicted to travel in future from the steering angle, the vehicle speed, and the yaw rate of the own vehicle.

The signal from the image processing unit 5 is
Left white line portion estimating means 25 and right white line portion estimating means 26 for extracting left and right white line portions of a road (traveling road) on which the vehicle travels from the scene ahead of the vehicle and estimating the left and right white line portions are input to the respective devices. A left white line portion and a right white line portion (specifically, a radius of curvature thereof) are estimated.

Left white line portion and right white line portion estimating means 25, 26
Thus, a travel path estimating means 6C for estimating the travel path based on the image processing is configured. When estimating the white line portion, each of the estimating units 25 and 26 of the traveling path estimating unit 6C adds, in addition to the white line candidate points from the image processing unit 5,
The left and right white line portions are estimated based on at least two virtual white line candidate points initially set for one white line portion behind the own vehicle.

Then, signals from the calculating section of the obstacle detecting means and the first traveling path estimating means 6B are inputted to the second traveling path estimating means 27, and the second traveling path estimating means 27 precedes the own vehicle. The traveling path is estimated based on the moving object (obstacle) that moves. The direction change detecting means 28, which has received a signal from the turn signal switch 14, detects the direction change of the vehicle.

Then, the first and second traveling route estimating means 6
B, 27, travel path estimation means 6C and direction change detection means 2
8 is received by the traveling area estimating means 29, and the traveling area estimating means 29 sets a traveling area (corresponding to an obstacle judging area for judging an obstacle).
At the time of this traveling path estimation, at the time of direction change, the first traveling path by the first traveling path estimating means 6B is changed to the second traveling path estimating means 27.
The second traveling path is held by the second traveling path estimating means 27 until the traveling path coincides with the second traveling path, and the traveling area is estimated in consideration of not only the first traveling path but also the second traveling path. It is configured as follows.

The obstacle information from the arithmetic section 22 and the obstacle determination area information from the travel area setting means are input to the obstacle determination means 30, and the obstacle determination means 30 detects the obstacle information from the distance sensor 3. Need to avoid obstacles
An obstacle is determined in the obstacle determination area set by the traveling area setting means 29, and if it is determined that it is necessary to avoid the obstacle, it is displayed on the head-up display 10 and an alarm is issued by the alarm device 11. Thereafter, the brake device 12a of the vehicle control device 12 automatically operates.

-Basic Control of Obstacle Detection by Obstacle Detector- Basic control of obstacle detection by the obstacle detector using the above-mentioned travel path estimating device will be described below.

In FIG. 4, when starting, first, in step S1, the first travel route estimating means 6 based on the vehicle body state quantity is used.
The first travel route and the second travel route are estimated by the second travel route estimating means 27 and the second travel route estimation means 27.
The left white line portion and the right white line portion estimating means 2 by image processing
Based on 5, 26, the left and right white line portions at the end of the traveling road are estimated, and the traveling road is estimated based on the left and right white line portions. Thereafter, in step S3, the front of the vehicle is recognized by the distance sensor 3, and an object (obstacle information) estimated as an obstacle is detected.

Subsequently, in step S4, a first obstacle detection area in which an obstacle needs to be detected based on the traveling path estimated in step S1 is set, and
2, a second obstacle detection area is set based on the estimated travel path, and an obstacle determination is performed by the travel area setting means 29 based on the two obstacle detection areas to determine whether or not an obstacle will be formed. An area (running area) is determined.

Then, masking of the obstacle information is performed in step S5 based on the obstacle determination area, and an obstacle determination is performed in step S6. The execution of steps S4 to S6 is performed by the obstacle determining means 30.

Thereafter, if necessary in step S7, obstacle avoidance control is performed, and the routine returns. Obstacle avoidance control
For example, the alarm by the alarm device 11 is performed by the brake 12a of the vehicle control device 12. Although not specifically illustrated, the alarm may be performed by an automatic steering device or the like.

-Traveling path estimation control by first traveling path estimating means 6B- The traveling path is estimated in step S1 in accordance with a subroutine shown in FIG. That is, after reading each signal from the steering angle sensor 5, the vehicle speed sensor 6, and the yaw rate sensor 7 in step S11, the vehicle in accordance with the first prediction method based on the steering angle θH and the vehicle speed v0 is read in step S12. Predict the course. Specifically, the curvature radius R01 and the sideslip angle β01 of the own vehicle, which are estimated values for the traveling path, are calculated by the following equations.

[0031]

(Equation 1) Subsequently, in step S13, the traveling path of the own vehicle is predicted by the second prediction method based on the yaw rate γ and the vehicle speed v0.
Specifically, the radius of curvature R, which is an estimated value for the traveling path,
02 and the side slip angle β02 of the own vehicle are calculated by the following equations.

[0032]

(Equation 2) Thereafter, in step S14, it is determined whether or not the absolute value of the steering angle θH is smaller than a predetermined angle θc. If this determination is YES, the traveling path R02 predicted by the second prediction method is selected in step S16, the estimated value R02 is set to the radius of curvature R11 of the traveling path, and the estimated value β02 is set to the side slip angle β12 of the vehicle. And return.

On the other hand, when the determination in step S14 is NO, that is, when the steering angle θH is larger than the predetermined angle θc, the absolute value of the curvature radius R01 of the traveling path predicted by the first prediction method in step S15 is further determined. And the absolute value of the radius of curvature R02 of the traveling path predicted by the second prediction method is compared. When the radius of curvature R01 of the traveling path predicted by the first prediction method is smaller,
In step S17, the estimated value R01 is set to the radius of curvature R11 of the traveling path, and the estimated value β01 is set to the side slip angle β11 of the vehicle, while the radius of curvature of the traveling path predicted by the second prediction method is set. If R02 is smaller, the process proceeds to step S16, where R02 is set to the curvature radius R11 of the traveling path, and β02 is set to the side slip angle β of the vehicle. That is, the one with the smaller radius of curvature is selected as the traveling path.

The first traveling path estimating means 6B performs estimation of the traveling path based on the steering angle θH and the vehicle speed v0 and estimation of the traveling path based on the yaw rate γ and the vehicle speed v0. Since either one of the estimations is used according to the traveling state of the vehicle, the traveling route can be estimated appropriately. That is, when the own vehicle turns on a curved road having a cant, the own vehicle can make a turning motion by a cant without largely steering the steering handle. Therefore, the radius of curvature of the traveling path predicted based on the yaw rate γ is obtained. R02 becomes smaller than the curvature radius R01 of the traveling path predicted based on the steering angle θH.
At this time, the first traveling path estimating means 6B employs the curvature radius R02 of the traveling path predicted based on the yaw rate γ, so that the traveling path can be appropriately estimated without being affected by the cant. When the own vehicle makes a sharp turn, the traveling path estimating means 6B estimates that the traveling path has a small radius of curvature R01 corresponding to the steering steering angle θH which is a large value. The traveling path can be estimated appropriately in response to the turning operation.

As shown in FIG. 6, when started, the first traveling route estimated by the first traveling route estimating means 6B (corresponding to the estimated value R11). It is determined whether there is an obstacle (step S21). If there is an obstacle, subsequently, it is determined whether or not the obstacle is a moving object and has been on the first traveling path estimated by the first traveling path estimation means 6B for a predetermined time or more (for example, 3 seconds or more). (Step S22). If there is an obstacle for a certain period of time or more, the obstacle is considered to be the preceding vehicle, and the obstacle is subsequently moved to the first travel path estimating means 6B.
It is determined whether or not the vehicle has deviated from the first traveling path estimated by (step S23).

If the vehicle deviates from the first traveling path, it is presumed that there is a second traveling path (branch path). Therefore, lock-on is started, and based on this, the radius of curvature R12 of the second traveling path is calculated ( Step S24), while proceeding to step S25, return if not deviated. That is, as shown in FIG. 7, the own vehicle V1 is currently traveling on the first traveling path A1, but the second vehicle A2 (branch passage) in which the preceding vehicle V2 changes direction and travels forward. It is estimated that there is.

In step S25, it is determined whether a predetermined time has elapsed since the start of lock-on. If the predetermined time has elapsed, the lock-on is released (step S26). Move to step S27.

In step S27, it is determined whether or not the obstacle has returned on the traveling path R11.
It returns, and if it has not returned, it returns to step S24.

In the determination of step S25, instead of determining whether a predetermined time has elapsed from the start of lock-on,
It may be determined whether or not 0.2G <V / R12. This is done by determining how much lateral G is generated when the vehicle travels from the path of curvature R11 to the path of curvature R12, and determines whether the value exceeds 0.2G. I have.

-Basic Control of Traveling Path Estimation by Right and Left White Line Estimating Means- The estimation of the traveling path in step S2 is performed by the left and right white line estimating means 25 and 26 according to a subroutine shown in FIG. As prerequisites, it is assumed that a side slip angle does not occur on a straight road, that the vehicle body attitude angle with respect to a white line portion is small on a straight road, and that a traveling locus on a curved road is a parallel movement of a lane. In addition, the coordinates are based on the vehicle on the road surface as the origin, the longitudinal direction of the vehicle is the y-axis, and the lateral direction is x.
Think of what is the axis.

Specifically, in FIG. 8, when the process is started, first, an image (image data) is fetched (step S31), and a threshold for binarization is set (step S3).
2) Then, binarization processing of 1 or 0 is performed depending on whether or not the luminance of each pixel exceeds a threshold value (step S33).

Then, left and right scan windows are set so as to correspond to the left and right white line portions (step S3).
4) Subsequently, the scan pitch in the front-rear direction of the vehicle is set (step S35), and the scan window is scanned in accordance with the scan pitch to detect white line candidate points (that is, points set to 1 in the binarization process). (Step S36),
Transformation into plane coordinates by reverse perspective transformation (step S
37).

Then, by adding the virtual candidate points to the white line candidate points, a travel path is estimated based on the left and right white line portions, and an obstacle determination area is set based on the travel path (step S3).
8), return.

The obstacle determination area is set by using a white line candidate point and a virtual candidate point to obtain an approximate curve (y = ax ² + bx + c) for the left and right white line portions using the least squares method. The coefficients aL, bL, cL of the secondary curve and the coefficients aR, bR, cR of the quadratic curve for the right white line portion are calculated. Here, a quadratic curve (y =
ax ² + bx + c), and the coefficients aL, a
Assuming that the radius of curvature of the quadratic approximation curve is RL (RR), R is a = 1 / 2RL (1 / 2RR), and the coefficient bL,
bR is the vehicle body posture angle or the side slip angle with respect to the white line portion,
The coefficients cL and cR represent the lateral deviation from the vehicle center to the white line.

In this example, when it is estimated that there is a second traveling route which is a forked road due to the movement of a preceding vehicle, the traveling route is estimated using the second traveling route. It is an estimate.

As shown in FIG. 9, when the vehicle starts, there is a preceding vehicle V2 moving in the direction of a second traveling path A2 branched from the first traveling path A1 where the vehicle V1 is currently traveling (see FIG. 9). 7), and it is determined whether an estimated value (radius of curvature) R12 for the second traveling path A2 has been obtained or flag = 1 (step S41). Here, flag = 1 means that the second traveling route (estimated value) is held, and flag = 0 means that it is not held.

In step S41, if YES,
The process moves to the next step S42. On the other hand, if NO, the process proceeds to step S43, where it is not necessary to consider the second travel route. Therefore, flag = 0 is set, and the travel route is determined based on the estimated value (curvature radius) R11 of the first travel route. Is estimated (step S44), and the process returns.

In step S42, the absolute value of the difference between the estimated values R11 and R12 for the first and second traveling paths is set to a predetermined value Rdi.
v is determined, and if YES, the process moves to the next step S45. If NO, the estimated value R12 for the second traveling route is substantially equal to the estimated value R11 for the first traveling route. Since it is considered equal, the process proceeds to step S43.

In step S45, whether the estimated value R12 for the second traveling route is a right branch road and a right turn signal which is smaller than the estimated value R11 for the first traveling route, or It is determined whether or not the estimated value R12 of the first traveling path is larger than the estimated value R11 of the first traveling path and is in the state of the left turn signal, and if YES, it is considered that the vehicle moves in the direction of the second traveling path. Therefore, in order to maintain the second traveling path, flag = 1 is set (step S4).
6) The travel path is estimated based on the estimated value R12 for the second travel path (step S47), and the process returns.
If so, the process moves to step S43. Note that the estimated values R11 and R12 (curvature radii) for the traveling path are such that the right curve is positive and the left curve is negative.

The control on the branch road is the same as described above.
You can also do the following:

Embodiment 2 In this embodiment, the estimated values RL, R
When both R (curvature radius) and the estimated value R11 (curvature radius) for the traveling path are output, one of the estimated values RL and RR (curvature radius) for the left and right white line portions of the traveling path (for example, the estimated value) RR) is the estimated value R for the course
When it is equal to 11 (radius of curvature), it is determined to be a fork,
In addition to the traveling path estimation based on the estimated value RR (R11), the traveling path estimation based on the other estimated value RL is also performed. Only obstacle determination is performed.

First, the control system is as shown in FIG. That is, the traveling area estimating means 29A receives the outputs of the traveling path estimating means 6B and the traveling path estimating means 6C, and estimates the left and right white lines by the traveling path estimating means 6C.
L (radius of curvature) is different, and either one of the estimated values is the estimated value R11 for the traveling route by the traveling route estimating means 6B.
Is equal to, it is determined that the road is a branch road, and the estimated value R11
In addition to the travel path estimation based on one estimated value RR or RL equal to the following, the travel path estimation based on the other estimated value RR or RL is also performed. For the travel path based on the other estimated value RR or RL, the obstacle determination unit 30A It is configured so that obstacle determination is performed only for a moving object. Other configurations are the same as in the first embodiment.

The control flow will be described below with reference to FIG. In this example, a case will be described in which one of the estimated values RL and RR of the left and right white line portions is equal to the estimated value R11 of the traveling route.

At the start, based on the estimated values RL and RR for the left and right white line portions of the traveling road and the estimated value R11 for the traveling road, the estimated value R11 for the traveling road and the estimated value RR for the right white line portion are calculated. Is smaller than a predetermined value Rdiv, the difference between the estimated value R11 for the traveling road and the estimated value RL for the left white line portion is equal to or larger than the predetermined value Rdiv, and the estimated values RL and RR for the left and right white line portions of the running road are different. It is determined whether the difference is equal to or greater than a predetermined value Rdiv (step S5).
1).

If YES, as shown in FIG. 12, a fork A2 is located in front of the traveling path A1 where the vehicle V1 is traveling.
However, since the vehicle V1 is estimated to be traveling as it is on the traveling path A1 on which the vehicle is currently traveling, the vehicle V1 is positioned on the right side with respect to the left white line portion where the radius of curvature is estimated to be the estimated value RL. A travel path having a width D (set value) is set (step S
52), and proceed to step S53. In step S52, specifically, a line parallel to the left white line portion whose curvature radius is estimated to be the estimated value RL is drawn based on, for example, the lateral deviation between the traveling path of the vehicle and the white line portion. This determines the traveling route. On the other hand, if NO, the process directly returns since there is no need to consider the branch road.

In step S53, it is determined whether or not a detected object is present in the traveling path, and if so, it is determined whether or not the relative speed V with the detected object is lower than the vehicle speed v (step S53). S54) If it is small, it is a moving object,
The vehicle is registered as an obstacle judgment target (step S55), and the process proceeds to step S56 to set a traveling path using the same estimated values R11 and RR, and then returns.

If the detected object does not exist in the traveling path, and if the relative speed V with respect to the detected object is not smaller than the own vehicle speed v, the detected object is not registered as an obstacle judgment object, but is immediately registered. The process moves to step S56.

Embodiment 3 In this embodiment, when the estimated values RL, RR for the left and right white line portions of the estimated traveling road and the estimated value R11 for the traveling road are output, the estimated values RL, R11 ahead of the set distance are output. ,
Using the respective deviations of the estimated values RR and R11, the estimated value R
This is for selecting a traveling path based on L and a traveling path based on the estimated value RR.

The control system is as shown in FIG. That is, the outputs of the traveling path estimating means 6B and the traveling path estimating means 6C are received, and the lateral deviations dL and dR between the vehicle center extension line of the own vehicle V1 and the left and right white lines ahead of the set distance L0 are calculated (FIG. 14). ), And a deviation change rate calculating means 51 for calculating the change rate of the deviation.
Based on the output of the deviation change rate calculating means 51, it is determined whether to move in the left or right direction based on the change rate of the deviation. Based on the result of the determination, the travel area is determined based on the estimated value of the white line portion on the moving side. The estimation is performed, and the result is output to the obstacle determining means 30B.

The control flow is as shown in FIG.

At the start, the estimated values R11, RR, RL for the estimated left and right white line portions of the running road are calculated (step S61), and then the estimated values R11, RR and RL are calculated as the lateral deviation between the vehicle center line and the left and right white line portions. The travel path width is set based on the current deviation of the vehicle (step S62).

Then, the lateral deviation dL of the traveling path estimated to be the left white line part ahead of the set distance and the lateral deviation dR of the traveling path estimated to be the right white line part are calculated, respectively, at times t1 and t2. The respective deviation dL1 (dR
1), the difference between dL2 (dR2) is set to ΔdL, ΔdR, and t2−t1 = Δt.

[0063]

(Equation 3) Then, based on these results, it is determined whether or not the above equation is satisfied (step S63). If so, it is determined that the road is a branch to the right and the estimated value RR for the right white line portion is determined.
(Step S64) On the other hand, if not satisfied, it is determined that the road is a left-side branch road, and the estimated value RL for the left white line portion is prioritized (Step S65), the travel area is estimated, and the process returns. . FIG. 16 shows a state in which the deviation changes when moving to the left.

[0064]

According to the first aspect of the present invention, as described above,
The traveling path is estimated by the second traveling path estimating means based on the preceding moving object, and the first traveling path by the first traveling path estimating means is changed to the second traveling by the second traveling path estimating means when the direction of the vehicle is changed. Since the second travel route is held by the second travel route estimating means until the road is coincident with the road, the travel area is estimated by the travel area estimating means. In addition, the traveling path of the own vehicle can be estimated by the second traveling path of the preceding moving object, and the reliability of the traveling path estimation can be improved.

According to a second aspect of the present invention, a travel path estimating means detects a white line portion on a road surface based on image processing and estimates a travel path on which the vehicle is expected to travel in the future. When the estimated value for the part is different and the estimated value for one of them is equal to the estimated value for the traveling path by the traveling path estimating means, the white line part of the estimated value equal to the estimated value for the estimated path by the traveling path estimating means In addition to estimating the travel area based on the white line parts on the left and right, since the travel area is also estimated based on the white line part of the estimated value that is not equal to the estimated value of the estimated road by the travel path estimating means, Can be estimated in consideration of the branch road even when the vehicle is traveling on a road having a branch road in front of the own vehicle where the estimated value of the vehicle is different.

According to a third aspect of the present invention, a travel path estimating means detects a white line portion on a road surface based on image processing to estimate a travel path on which the vehicle is expected to travel in the future, and then calculates a deviation change rate. Means for calculating a lateral deviation between the vehicle and the left and right white line portion to calculate a rate of change of this deviation, and the traveling area estimating means to determine which direction to move left or right based on the rate of change of the deviation, Since the traveling area is estimated based on the white line portion on the moving side based on the determination result, it is easy to determine in which direction to move on the forked road based on the change rate of the lateral deviation. The travel route can be estimated based on the estimated travel route.

[Brief description of the drawings]

FIG. 1 is a perspective view of an automobile.

FIG. 2 is a block diagram of a control system.

FIG. 3 is a block diagram of a control unit according to the first embodiment.

FIG. 4 is a flowchart showing a flow of an obstacle detection process.

FIG. 5 is a flowchart showing a subroutine for estimating a traveling route.

FIG. 6 is a flowchart illustrating a subroutine for estimating a traveling route.

FIG. 7 is an explanatory diagram of travel route estimation.

FIG. 8 is a flowchart showing a subroutine for estimating a traveling route.

FIG. 9 is a flowchart showing a subroutine of travel path estimation.

FIG. 10 is a block diagram of a control unit according to a second embodiment.

FIG. 11 is a flowchart showing a subroutine of travel path estimation.

FIG. 12 is an explanatory diagram of travel path estimation.

FIG. 13 is a block diagram of a control unit according to a third embodiment.

FIG. 14 is an explanatory diagram of travel path estimation.

FIG. 15 is a flowchart showing a subroutine of travel path estimation.

FIG. 16 is an explanatory diagram showing a change in a deviation in the horizontal direction from the left and right white line portions.

[Explanation of symbols]

 DESCRIPTION OF SYMBOLS 1 Automobile 6 Control unit 6A Obstacle detecting means 6B First traveling path estimating means 6C Running path estimating means 7 Vehicle speed sensor 8 Steering angle sensor 9 Yaw rate sensor 14 Turn signal switch (direction change detecting means) 27 Second traveling path estimating means 29 Running Area estimating means 29A Running area estimating means 29B Running area estimating means 51 Deviation change rate calculating means

──────────────────────────────────────────────────続 き Continuing on the front page (72) Inventor Tomohiko Adachi 3-1 Fuchu-cho, Shinchu, Aki-gun, Hiroshima Prefecture Inside Mazda Co., Ltd. (72) Inventor Hiroshi Nakaue 3-1 Shinchi, Fuchu-cho, Aki-gun, Hiroshima Matsu (56) References JP-A-6-131596 (JP, A) JP-A-1-195315 (JP, A) (58) Fields investigated (Int. Cl. ⁷ , DB name) G05D 1 / 00-1/12 B60R 21/00 G08G 1/00-9/02 G01C 21/00-21/24

Claims (3)

(57) [Claims] 1. A vehicle travel path estimating device having first travel path estimating means for estimating a first travel path on which a host vehicle is expected to travel in the future based on vehicle state quantities such as a steering angle, a vehicle speed, and a yaw rate. A second traveling path estimating means for estimating a second traveling path based on a moving object preceding the own vehicle; a direction conversion detecting means for detecting a direction change of the own vehicle; At the time of the direction change, the second traveling path by the second traveling path estimating means is held until the first traveling path by the first traveling path estimating means coincides with the second traveling path by the second traveling path estimating means. A travel path estimating device for an automobile, comprising: travel area estimation means for estimating a travel area. 2. A traveling path estimating device for an automobile, comprising: traveling path estimating means for estimating a traveling path on which the own vehicle is expected to travel in the future based on vehicle state quantities such as a steering angle, a vehicle speed, and a yaw rate. A travel path estimating means for detecting a white line portion on the road surface and estimating a travel path on which the own vehicle is expected to travel in the future; receiving outputs of the travel path estimating means and the travel path estimating means;
When the estimated values of the left and right white lines by the traveling path estimation means are different and the estimated value of one of the white lines is equal to the estimated value of the traveling path by the traveling path estimating means, the estimated path by the traveling path estimating means is In addition to estimating the running area based on the white line portion of the estimated value equal to the estimated value of the above, it also estimates the running region based on the white line portion of the estimated value not equal to the estimated value of the estimated road by the traveling path estimating means. A travel path estimating device for an automobile, comprising: a travel area estimating unit. 3. A traveling path estimating device for an automobile, comprising: traveling path estimating means for estimating a traveling path on which the host vehicle is expected to travel in the future based on vehicle state quantities such as a steering angle, a vehicle speed, and a yaw rate. A travel path estimating means for detecting a white line portion on the road surface and estimating a travel path on which the own vehicle is expected to travel in the future; receiving outputs of the travel path estimating means and the travel path estimating means;
A deviation change rate calculating means for calculating a lateral deviation between the vehicle and the left and right white line portions, and calculating a change rate of the deviation; receiving an output of the deviation change rate calculating means; A traveling area estimating means for estimating a traveling area based on an estimated value of a white line portion on the moving side based on the determination result. Estimation device.