JP3465538B2 - Vehicle running state determination device - Google Patents

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a vehicle running condition determination device, and more particularly to a device for determining a running condition of a vehicle on a running path.

[0002]

2. Description of the Related Art Conventionally, for the purpose of stably driving a vehicle, a guideline such as a white line on a road is recognized to recognize a road on which the vehicle is traveling, and an alarm is issued when the vehicle is likely to deviate from the road. A device has been proposed. For example, in Japanese Unexamined Patent Publication No. 4-293109, a video camera mounted on a vehicle for capturing an image of a road ahead of the vehicle, an image processing unit for performing image processing on a road image captured from the video camera, and the image Output from a traveling lane tracking device including processing area setting means for setting an area in an image to be processed by the processing means, and traveling lane recognition means for recognizing a traveling lane using the processing result of the image processing means. Vehicle position recognition means for recognizing the position of the vehicle in the traveling lane using the recognition result of the traveling lane, and the possibility of the vehicle deviating from the position of the vehicle in the lane recognized by the vehicle position recognition means. Lane departure determination means for determining
There is disclosed a traveling lane departure warning device including warning means for giving a warning to a driver when the lane departure determination means determines that the vehicle may depart from the traveling lane.

[0003]

In the conventional device, a warning is issued when the vehicle exceeds the preset threshold value and approaches the guideline and is about to depart from the traveling lane. Therefore, for example, a plurality of traveling lanes are provided. While traveling on a road, an alarm is issued like a road having only a single traveling lane, and there is a problem that the alarm cannot be controlled in consideration of the traveling environment.

The present invention has been made in view of the above points,
An object of the present invention is to provide a vehicle traveling state determination device capable of controlling an alarm in consideration of the traveling environment by changing the relationship between the traveling lane for issuing an alarm according to the traveling environment and the vehicle position. And

[0005]

The invention according to claim 1 has traveling lane recognition means M1 for recognizing a traveling lane on a road and a position of a vehicle on the traveling lane as shown in FIG. The vehicle position on the driving lane is compared with a threshold value to
The vehicular running state determining apparatus for an alarm in the alarm unit M2 when in the broadcast area, the driving environment detection means M3 for detecting a disturbance acting on the vehicle as the running environment of the vehicle, before
If the disturbance acting on the vehicle exceeds the specified value and is large,
It has a changing means M4 for reducing and correcting the threshold value .

[0006]

[0007]

Therefore, it is possible to change the relationship between the traveling lane that gives an alarm and the position of the vehicle depending on the magnitude of the disturbance, and to prevent unnecessary warning when the disturbance such as a rough road surface or side wind is large. it can. The invention according to claim 2 is for traveling on a road.
Driving that recognizes the traveling lane and the position of the vehicle on the traveling lane
The vehicle position on the traveling lane, which has a row lane recognition means
The vehicle that issues an alarm if it is within the alarm area by comparing the
In the dual-purpose traveling state determination device, the vehicle speed and the yaw angle to the lane
A traveling environment detecting means for detecting the traveling environment of the own vehicle,
From the vehicle speed and the yaw angle to the lane
The threshold is changed so that the time to traverse the distance is constant.
It has further changing means.

[0009]

Therefore, it is possible to change the relationship between the traveling lane and the position of the own vehicle for giving an alarm according to the vehicle momentum of the own vehicle, and to change the time when the alarm is issued according to the speed of the own vehicle and the yaw angle with respect to the lane. be able to. The invention according to claim 3 is
For a vehicle that has a traveling lane recognition means for recognizing a traveling lane on a road and a vehicle position on the traveling lane, and compares the vehicle position on the traveling lane with a threshold value to issue an alarm when the vehicle is in an alarm area. In the driving state determination device, the driving environment detection means for detecting the guideline type of the own vehicle driving lane as the driving environment of the own vehicle and the detected guideline type are changed.
When it is turned on, it has a first alarm prohibiting means for prohibiting the alarm according to the changed guideline type .

Therefore, when changing the driving lane, the guide light is changed.
When the alarm turns off, the alarm prohibition is released.
The alarm is restarted and the non-alarm can be prevented.

[0012]

[0013]

[0014]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS FIG. 2 shows a system schematic diagram of the device of the present invention. In the figure, the image sensor 10 images a road ahead in the traveling direction of the vehicle, and supplies the road image to the image processing recognition device 14. Further, the image sensors 11 and 12 image roads on the left and right rear sides of the vehicle, and supply the road images to the image processing recognition device 14.

The image processing recognition device 14 as the traveling lane recognition means M1 and the traveling environment detection means M3 performs image processing of the road image in front and provides guidelines such as a white line or a yellow overpass prohibition line on the center or road side. Recognize together with the line type, recognize the road (travel lane) based on this guideline, the amount of vehicle offset from the center line of the vehicle's road, the position within the lane that is the distance from the left and right guide lines, and the inclination to the guideline. The lane-to-lane yaw angle, the road alignment such as the radius of curvature R of the curve of the traveling road, and the presence / absence of a traveling vehicle are recognized.

Further, the image processing recognition device 14 performs image processing of the road images on the left and right rear sides to recognize the following vehicles in the own lane and the adjacent lane. The above recognition result is supplied to the alarm system ECU (electronic control unit) 16. GP
S (Global Positioning System) device 18
Receives navigation information transmitted from a plurality of GPS satellites, recognizes an accurate traveling position of the own vehicle, and supplies the traveling position to the navigation device 20 and the alarm system ECU 16. The navigation device 20 superimposes the traveling position from the GPS device 18 on the map information, corrects the traveling position, and supplies the traveling position information to the alarm system ECU 16. The above map information is also used as road alignment information.

The road infrastructure system communication device 22 is, for example, VICS (Vehicle Information and
Communication system), etc., time required
Information such as regulations, accident / construction and obstacle information, and road infrastructure information such as meteorological information is FM multiplexed broadcast, radio beacon,
The information is received from the optical beacon and supplied to the navigation device 20 and the alarm system ECU 16.

Further, the sensor group 24 includes operations such as a steering angle sensor for detecting a steering angle of a steering wheel of a vehicle, a steering torque sensor for detecting a steering torque, and a turn signal switch sensor for detecting an operation of a turn indicator. There are those that detect the state and those that detect the vehicle motion state such as a vehicle speed sensor that detects the vehicle speed, a yaw rate sensor that detects the yaw rate of the vehicle, and an acceleration sensor that detects the longitudinal acceleration, lateral acceleration, and vertical acceleration of the vehicle. . Detection signals from these sensors are supplied to the alarm system ECU 16. The alarm system ECU 16 is also connected with an alarm device 26 as an alarm means M2. GPS device 1 above
The navigation device 20, the road infrastructure system communication device 22, and the sensor group 24 correspond to the traveling environment detection means M3 together with the image processing recognition device 14.

The alarm system ECU 16 is composed of a microcomputer as shown in FIG. 3, and has a central processing unit (CPU) 30 and a read only memory (ROM) 3.
2, a random access memory (RAM) 34, an input port circuit 36, an output port circuit 38, and a communication circuit 4
0, which are connected to each other by a bidirectional common bus 42.

The detection signal of each sensor of the sensor group 24 is supplied to the input port circuit 36. Further, the communication circuit 40 is supplied with output information from the image processing recognition device 14, the GPS device 18, the navigation device 20, and the road infrastructure system communication device 22, respectively. A control program is stored in the ROM 32. The CPU 30 performs various calculations to be described later based on the control program, and the RAM 34 at that time.
Is used as a work area. A control signal generated by the CPU 30 executing the control program is supplied from the output port circuit 38 to the alarm device 26, and the alarm device 26 issues an alarm to the driver by sounding an alarm sound, vibration of the steering wheel, or the like.

FIG. 4 shows a flowchart of the main processing executed by the alarm system ECU 16. This process is repeated at predetermined time intervals. In the figure, in step S2, the image processing device 14, the GPS device 18,
The information supplied from each of the navigation device 20 and the road infrastructure system communication device 22 is read, and the detection signal supplied from the sensor group 24 is read via the input port circuit 36. In step S4, the threshold value is determined based on the read various information and the detection signal.

Next, in step S6, for example, the position in the traveling lane of the vehicle, which is obtained from the image processing recognition device 14, is compared with a threshold value to determine whether or not it is within the warning area. Goes to step S8 and outputs an alarm. If it is outside the alarm area, the process is terminated. FIG. 5 shows a flowchart of the first embodiment of the threshold value determination processing executed in step S4. In the figure, in step S10, the distance L1 from the guide line of the vehicle traveling lane is set as a threshold.

As a result, as shown in FIG. 6, a threshold value is set in parallel with the guide lines at a distance L1 from the guide lines I and II to the inside of the traveling lane. Next, in step S12, it is determined based on the information from the image processing recognition device 14 whether or not there is a vehicle approaching the vehicle in front of or behind the adjacent lane, or a vehicle running side by side. To do. If there is a vehicle approaching or running in parallel, the changing means M
In step S14, the distance L2 (L2> L1) from the guide line of the vehicle traveling lane is reset as a threshold value, and the process ends. If there is no vehicle approaching or running in parallel in step S12, the process ends as it is.

Accordingly, when there is a vehicle approaching or running in parallel with the adjacent lane, a threshold value is set in parallel with the guideline at a position of a distance L2 from the guideline I, II to the inside of the traveling lane. In the subsequent warning determination processing in step S6, when the vehicle 50 shown in FIG. 6 exceeds the threshold and approaches the guide lines I and II, it is determined that a warning is to be executed. That is, when there is no vehicle in the adjacent lane, an alarm is issued when the vehicle 50 enters the hatched area in FIG.
When there is a vehicle approaching or running side by side in an adjacent lane, an alarm is issued when the vehicle 50 enters the area indicated by satin, and the alarm area is expanded to tighten the regulation accordingly.

FIG. 7 shows a flowchart of the second embodiment of the threshold value determining process executed in step S4. In the figure, in step S20, the distance L1 from the guide line of the vehicle traveling lane is set as a threshold. Next, whether or not the vertical acceleration, the lateral acceleration, the yaw rate detected by the sensor group 24 in step S22 exceeds a predetermined value, and the disturbance such as a rough road surface or side wind exceeds a predetermined value, or the image processing recognition apparatus. 1
4. From the information of the navigation device 20, the road infrastructure system communication device 22, etc., it is determined whether the curve R of the road is less than a predetermined value.

Here, if the disturbance exceeds the predetermined value and is large, or if the curve R is less than the predetermined value and is too large, the process proceeds to step S24 as the changing means M4, and the alarm threshold value is decreased by the predetermined amount a by the following equation. Then, the process ends. Threshold = L1-a Further, when the condition of step S22 is not satisfied, the process is ended as it is.

Thus, when the vehicle approaches the side of the traveling lane or the side of the traveling lane where the curve is tight due to a disturbance such as a rough road surface or a side wind, an unnecessary alarm can be suppressed. . FIG. 8 shows a flowchart of the first embodiment of the alarm output process executed in step S8.
In the figure, in step S30 as a second alarm prohibition means, it is determined whether or not the vehicle speed V detected by the sensor group 24 is a low speed equal to or lower than a predetermined value Vk (for example, 30 km / h).

If the vehicle speed is low, it is determined in step S32 whether or not the visibility is poor at night or due to snow or fog. Here, the clock function in the alarm system ECU 16 is used for nighttime discrimination. Information obtained by the road infrastructure system communication device 22 is used to determine snow or rain. If the visibility is not bad, the alarm output is stopped in step S34, and the process ends. As a result, when the vehicle is running at a low speed, the damage due to the lane departure is almost eliminated, so the alarm output is stopped, and the generation of unnecessary alarms is stopped when the course or traveling lane is changed, or when the vehicle turns or branches. On the other hand, even if the vehicle speed is low, if the visibility is poor at night or due to snow, fog, etc., an alarm is output in step S36, and an alarm is issued when the vehicle enters the alarm area.

FIG. 9 shows a flowchart of the third embodiment of the threshold value determining process executed in step S4. In the figure, in step S40, the distance L1 from the guide line of the vehicle traveling lane is set as a threshold. Next, in step S42, it is determined from the information of the image processing recognition device 14 and the navigation device 20 whether or not the adjacent lane is the shoulder of the highway, and if it is the shoulder, the threshold value of the shoulder side is reset and processed in step S44. To finish.

In step S44, as a first example, the threshold value on the road shoulder side is reset from the distance L1 from the guideline I to the distance L3 (L3 <L1) as shown in FIG. Further, as a second example, the threshold value is set in two stages in association with the alarm level. The distance L3 is set as the threshold value for the low warning level, and the distance 0, that is, the guideline I itself on the road shoulder side is set as the threshold value for the normal warning level. Here, the alarm level is such that when a sound alarm is issued, the alarm sound is reduced at a low alarm level, and an alarm sound of a normal volume higher than this is emitted at a normal alarm level. Of course, this determination of the alarm level is performed by the alarm output process of step S8. Further, as a third example, the threshold value is reset from the distance L1 to the distance 0. In this case, an alarm is issued when the vehicle 52 shown in FIG.

As described above, when the adjacent lane has a sufficient width like a shoulder of a highway, the danger is small, and therefore the regulation of the traveling lane departure warning can be relaxed.
On the other hand, if the adjacent lane is not a road shoulder in step S42, it is determined in step S46 whether or not the adjacent lane is an oncoming lane. If it is an oncoming lane, a barrier such as a median strip is formed between the oncoming lane and the oncoming lane in step S48. It is determined whether or not it exists. If there is a barrier, it is less likely to cause an accident with an oncoming vehicle. Therefore, in step S50, the threshold value is reset from the distance L1 to the distance L3, the regulation of the traveling lane departure warning is relaxed, and the process ends. If there is no barrier, the lane departure is likely to lead to an accident. Therefore, in step S52, the threshold value is reset from the distance L1 to the distance L2 shown in FIG. 6, the regulation of the traveling lane departure warning is strengthened, and the process ends. The above steps S44, S50 and S52 correspond to the changing means M4.

FIG. 11 shows a flowchart of the fourth embodiment of the threshold value determining process executed in step S4. In the figure, in step S60, it is determined whether the vehicle speed V detected by the sensor group 24 is a low speed equal to or lower than a predetermined value Vk. If the vehicle speed V exceeds Vk, the process proceeds to step S60. In step S60 as the changing means M4, the distance Lx is obtained by the following equation and is set as the threshold value.

Lx = Ta × V · sin θ where Ta is a predetermined value (e.g., about 1 second) V is the vehicle speed, and θ is the yaw angle with respect to the lane given as information from the image processing recognition device. That is, as shown in FIG. 12, the threshold value (= Lx) is determined based on the vehicle speed V and the yaw angle θ with respect to the lane so that the time Ta during which the vehicle 54 crosses the distance Lx in the width direction of the lane is constant.

This is because the higher the vehicle speed V and the larger the yaw angle θ with respect to the lane, the shorter the time until the lane deviates, and the greater the damage caused by the lane departure, the stronger the regulation of the traveling lane departure warning. The process ends after step S62. When V ≦ Vk, the processing is ended as it is. This is because, as described with reference to FIG. 8, when the vehicle speed is low, the warning is not issued unnecessarily when the route or traveling lane is changed or when the vehicle branches.

FIG. 13 shows a flow chart of a modification of the main processing executed by the alarm system ECU 16. In the figure, the same parts as those in FIG. 4 are designated by the same reference numerals. This process is repeated at predetermined time intervals. In the figure, in step S2, the image processing device 14 and the GPS device 1 are transmitted via the communication circuit 40.
8. Read information supplied from each of the navigation device 20, the road infrastructure system communication device 22, and
The detection signal supplied from the sensor group 24 via the input port circuit 36 is read. In step S4, a threshold value is determined based on the read various information and the detection signal.

Next, in step S6, for example, the position in the traveling lane of the own vehicle obtained from the image processing recognition device 14 is compared with a threshold value to determine whether or not it is within the warning region. Goes to step S8 and outputs an alarm. If it is outside the alarm area, the process proceeds to step S7. Here, regarding the yaw rate YR and the lateral acceleration LA detected by the sensor group 24, it is determined whether or not the yaw rate YR in the departure direction exceeds a predetermined value YRk, or the lateral acceleration LA in the departure direction is a predetermined value LA.
It is determined whether or not k is exceeded. The departure direction is leftward when the yaw angle θ with respect to the lane is tilted leftward, and rightward when θ is tilted rightward. As a result, YR> YRk
Alternatively, if LA> LAk, there is a high risk of deviation from the traveling lane, and the process proceeds to step S8, an alarm is output, and the process ends. If YR ≦ YRk and LA ≦ LAk, it is determined that there is no risk of deviation, and the process is terminated.

FIG. 14 shows a flowchart of the first embodiment of the alarm determination and alarm output processing executed in steps S6 and S8. In the figure, in step S70, it is determined whether or not the vehicle exceeds the threshold value and enters the alarm area. If not, the process ends. If it is within the alarm area, the process proceeds to step S72 as the first alarm prohibition means, and it is determined whether or not the guideline forming the alarm area can be projected. Here, the guideline that can be protruded is, for example, a white broken line, and is determined based on the information from the image processing recognition device 14.

If the protrusion is possible in step S72, the process proceeds to step S74, and it is determined whether or not there is an operation of the turn signal switch for instructing the course change to the guideline direction in which the protrusion is possible. If the turn signal switch is operated, the process proceeds to step S75, where it is determined from the detected steering angle whether or not the operation handle has been steered in the direction of the guide line that can protrude. Here, if the above steering is detected, it means that the traveling lane has been changed beyond the guideline that can be protruded, and the process proceeds to step S78 without issuing an alarm. If the above steering is not detected, the turn signal switch is operated, but it is assumed that it is the departure of the driving lane due to a disturbance such as a side wind and it is not the intention of the driver, and a normal level alarm is issued in step S76, and the process is terminated. To do.

In step S78, it is determined again whether or not the guide line can be protruded, thereby determining whether or not the guide line is prohibited during the lane change. If the guide line can be protruded, the process is ended. If the guideline is, for example, a yellow solid line forbidden line, the alarm device 26 outputs a voice message or the like indicating that the line is forbidden during lane change in step S80, and the process ends.

If it is determined in step S74 that the turn signal switch has not been operated in the direction of the guideline that can be protruded, it is determined in step S82 whether or not the protrusion is prohibited during the lane change. Outputs a voice message indicating that the protrusion is prohibited during the lane change in step S84, issues a normal level alarm in step S86, and ends the process.

If the protrusion is not prohibited during the lane change in step S82, the process proceeds to step S88,
Determine if the vehicle has already deviated outside the guidelines. If the vehicle has already deviated, a normal level alarm is issued in step S86 and the process ends. If the vehicle has not deviated, a low level alarm is issued in step S90 and the turn signal switch is operated by the driver. To end the processing.

Further, when the guideline is prohibited from protruding in step S72, the process proceeds to step S92, and it is determined whether or not the guideline can be protruded in front of the road based on information from the road infrastructure system communication device 22, for example. If the protrusion is not possible, a normal level alarm is given in step S86 and the process ends.
If it is possible to project from the front, step S
At 94, a voice message is output to the effect that the front can be projected, and at step S86, a normal level alarm is issued and the process ends.

[0043]

As described above, according to the invention, the invention described in claim 1
Then, the driving lane that issues an alarm according to the magnitude of the disturbance
The relationship with the vehicle position can be changed, and disturbances such as rough roads and side winds
It is possible to prevent unnecessary alarms when the
It

[0044]

[0045]

[0046]

[0047]

According to the second aspect of the present invention, the relationship between the traveling lane and the vehicle position for issuing an alarm can be changed according to the vehicle momentum of the vehicle, and the vehicle speed and the yaw angle with respect to the lane can be changed. it is as possible out to change the time to perform the alarm in response to.

According to the invention described in claim 3 , the running
Line when the lane guidelines at the time of change is changed to prohibit the protrusion is released alarm ban alarm is resumed, it is possible to prevent the no alarm.

[0050]

[0051]

[Brief description of drawings]

FIG. 1 is a principle diagram of the present invention.

FIG. 2 is a schematic diagram of a system of the device of the present invention.

FIG. 3 is a block diagram of an alarm system ECU.

FIG. 4 is a flowchart of main processing.

FIG. 5 is a flowchart of a threshold value determination process.

FIG. 6 is a diagram for explaining the present invention.

FIG. 7 is a flowchart of threshold value determination processing.

FIG. 8 is a flowchart of an alarm output process.

FIG. 9 is a flowchart of a threshold value determination process.

FIG. 10 is a diagram for explaining the present invention.

FIG. 11 is a flowchart of a threshold value determination process.

FIG. 12 is a diagram for explaining the present invention.

FIG. 13 is a flowchart of main processing.

FIG. 14 is a flowchart of alarm determination and alarm output processing.

[Explanation of symbols]

10, 11, 12 image sensor 14 Image processing recognition device 16 Alarm system ECU 18 GPS device 20 Navigation device 22 Road infrastructure system communication device 24 sensor group 30 CPU 32 ROM 34 RAM 36 input port circuit 38 Output port circuit 40 communication circuit 42 common bus M1 driving lane recognition means M2 alarm means M3 Driving environment detection means M4 change means

Claims (3)

(57) [Claims] 1. A driving lane recognizing means for recognizing a traveling lane on a road and a vehicle position on the traveling lane, wherein the vehicle position on the traveling lane is compared with a threshold value and is within an alarm area. In the vehicle traveling state determination device for issuing an alarm, a traveling environment detecting means for detecting a disturbance acting on the own vehicle as a traveling environment of the own vehicle, and a disturbance acting on the own vehicle being larger than a predetermined value,
A traveling state determination device for a vehicle, comprising: changing means for reducing and correcting the threshold value. 2. When the vehicle has a traveling lane recognition means for recognizing a traveling lane on a road and a vehicle position on the traveling lane, the vehicle position on the traveling lane is compared with a threshold value and is within an alarm area. In a vehicle traveling state determination device that issues a warning, a traveling environment detection unit that detects a vehicle speed and a yaw angle to the lane as the traveling environment of the vehicle, and a vehicle crosses a distance in the width direction of a traveling lane from the vehicle speed and the yaw angle to the lane. A vehicle traveling state determination device, comprising: a changing unit that changes the threshold so that the time becomes constant. 3. When the vehicle has a traveling lane recognition means for recognizing a traveling lane on the road and a vehicle position on the traveling lane, the vehicle position on the traveling lane is compared with a threshold value and is within an alarm area. In a vehicle driving condition determination device that issues an alarm, a driving environment detection unit that detects the guideline type of the vehicle's own driving lane as the traveling environment of the vehicle, and changes when the detected guideline type changes.
The first to prohibit the warning according to the above guideline type
2. A vehicle traveling condition determination device, comprising: