JP3473120B2 - Vehicle travel route estimation 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 traveling route estimating device having two traveling route estimating means for estimating a traveling route of a vehicle in the future.

[0002]

2. Description of the Related Art Conventionally, there is provided a traveling route estimating means for detecting a steering angle and a vehicle speed of a vehicle and estimating a traveling route in which the vehicle is expected to travel in the future. From the information, only the object within a certain area along the traveling path predicted by the traveling path estimating means is picked up as an obstacle, and the obstacle judgment is a judgment of the possibility that the own vehicle may contact the obstacle. It is known to perform the above (see, for example, Japanese Patent Publication No. 51-7892). In addition, a travel route estimating means for estimating a travel route in which the host vehicle will travel in the future based on the yaw rate and vehicle speed of the host vehicle, and a travel route in which the host vehicle will travel in the future based on a preceding vehicle ahead of the host vehicle. Estimating means are also known.

[0003]

However, in the case where the own vehicle is provided with two such traveling route estimating means and the traveling routes estimated by them are different, which traveling route is adopted. Or how to use such different routes.

The present invention provides a traveling route estimating apparatus for a vehicle, which sets, for each part of the traveling route, a priority indicating the degree of necessity of obstacle judgment according to the degree of overlap of the traveling routes. .

[0005]

SUMMARY OF THE INVENTION The present invention is premised on a traveling route estimating device for a vehicle which estimates a traveling route of a vehicle in the future.

The invention according to claim 1 is based on a first traveling path estimating means for estimating a radius of curvature of a traveling path on which the vehicle travels in the future based on the vehicle speed and the steering angle of the vehicle, and based on the yaw rate and the vehicle speed of the vehicle. A second traveling road estimating means for estimating a radius of curvature of a traveling road on which the host vehicle will travel in the future, and two traveling roads estimated by the two traveling road estimating means by receiving outputs from the two traveling road estimating means. When different, for each part of the traveling path, according to the degree of overlap of the traveling path, comprising a priority setting means for setting a priority indicating the degree of necessity of obstacle determination, the priority setting means, The priority of the portion where the two traveling paths overlap is set to the highest.

According to a second aspect of the present invention, a third traveling path estimating means for estimating a radius of curvature of a traveling path on which the vehicle travels in the future based on a vehicle state quantity of the vehicle, a preceding vehicle and a vehicle ahead of the vehicle. A fourth traveling road estimating means for estimating a radius of curvature of a traveling road on which the vehicle will travel in the future based on a relative position with respect to the vehicle, and outputs from the two traveling road estimating means and estimated by the two traveling road estimating means. When the two traveling paths are different,
For each part of the traveling path, there is provided priority setting means for setting a priority indicating the degree of necessity of obstacle judgment according to the degree of overlap of the traveling paths, and the priority setting means comprises two traveling paths. This is to set the highest priority to the overlapping portion.

According to the third aspect of the present invention, there is further provided fourth traveling path estimating means for estimating the radius of curvature of the traveling path on which the vehicle will travel in the future based on the relative position between the preceding vehicle ahead of the vehicle and the vehicle. The priority setting means includes first and second priority setting means.
When the traveling route selected from the two traveling routes estimated by the traveling route estimating means according to the driving state of the host vehicle is different from the traveling route estimated by the fourth traveling route estimating means, two traveling routes are selected. Set the highest priority to the part where the roads overlap
To do .

In the invention according to claim 4, the priority setting means, except for the portion where the two traveling paths overlap,
The priority on the traveling road side estimated by the first traveling road estimating means is set high.

In the invention according to claim 5, the priority setting means, except for the portion where the two traveling paths overlap,
The priority of the traveling road side estimated by the third traveling road estimating means is set high.

[0011] The invention according to claim 6, the vehicle is intended to assume a traveling path estimation apparatus for a vehicle for estimating a traveling path for traveling the future, the vehicle based on the vehicle state quantity of the vehicle now
Third traveling path estimation that estimates the radius of curvature of the traveling path that travels backward
Means and the relative position of the preceding vehicle in front of the host vehicle and the host vehicle
Estimate the radius of curvature of the road on which your vehicle will travel based on
When the two traveling paths estimated by the two traveling path estimating means, which receive outputs from the fourth traveling path estimating means and the two traveling path estimating means, are different from each other, A priority setting means for setting a priority indicating the degree of necessity of obstacle judgment according to the degree of overlap, and the priority setting means is such that the distance from the host vehicle to the intersection of the two traveling paths is Exceeding a predetermined distance set in advance
In this case, the highest priority is given to the part where the two traveling paths overlap.
It is something to set .

[0012]

According to the inventions according to claims 1 to 3, when the traveling paths estimated by the two traveling path estimating means are different from each other, the priority setting means causes the degree of overlap of the traveling paths for each part of the traveling paths. Accordingly, a priority indicating the degree of necessity of obstacle judgment is set. Therefore, for each part of the estimated traveling path, the necessity of obstacle judgment is ranked. At this time, the priority setting means 2
The priority is set to the highest in the portion where the two traveling paths overlap.

According to the fourth and fifth aspects of the present invention, the priority on the traveling road side estimated by the first or third traveling road estimating means by the priority setting means except for the portion where the two traveling paths overlap. Is set high.

According to the invention of claim 6, the priority is set by the priority setting means depending on whether or not the distance from the vehicle to the intersection of the two traveling paths exceeds a predetermined distance set in advance. Is set.

[0015]

Embodiments of the present invention will now be described in detail with reference to the drawings.

In FIG. 1 showing the entire structure of the automobile, 1
Is a vehicle, which is an automobile, and a radar head unit 3 is provided at the front of a vehicle body 2. The radar head unit 3 emits a pulsed laser beam as a radar wave from the transmitter toward the front of the host vehicle 1, and receives a reflected wave reflected by an obstacle such as a preceding vehicle in front of the host vehicle 1. In this configuration, the distance from an obstacle on the traveling path is measured. Further, the radar head unit 3 is of a scanning type which is emitted from its transmitting portion and is made to scan a pulse laser beam (beam) which is thin in the vertical direction and spread in a fan shape in the vertical direction in the horizontal direction at a relatively wide angle.

Reference numeral 4 is a control unit, which is shown in FIG.
As shown in FIG. 3, together with the signal from the radar head unit 3, a vehicle speed sensor 5 for detecting the vehicle speed of the host vehicle 1, a steering angle sensor 7 for detecting the steering angle of the steering wheel 6, and a yaw rate generated by the host vehicle are detected. Signals from the yaw rate sensor 8 are also input, and the traveling road condition is displayed on the head-up display 9 based on these signals. When an obstacle ahead of the host vehicle is detected, the alarm device 10 is activated and the vehicle control device is activated. 11 operates the brake 11a to automatically apply a braking force to each wheel.

As shown in FIG. 3, the control unit 4 receives the signals from the vehicle speed sensor 5 and the steering angle sensor 7, and first traveling path estimating means 21 for estimating the traveling path along which the vehicle will travel. , Receiving signals from the vehicle speed sensor 5 and the yaw rate sensor 8 and receiving outputs of the second traveling road estimating means 22 for estimating a traveling road on which the vehicle will travel in the future and the first and second traveling road estimating means 21, 22 When the traveling paths estimated by the first and second traveling path estimating means 21 and 22 are different from each other, priority is given to each part of the traveling paths, which indicates the degree of necessity of obstacle judgment according to the degree of overlap of the traveling paths. And a priority setting means 23 for setting the degree. It should be noted that the first and second traveling route estimating means 21 and 22 constitute a third traveling route estimating means 27 that estimates a traveling route on which the vehicle will travel in the future based on the vehicle state quantity.

Then, the control unit 4 further receives the output of the radar head unit 3 and estimates a traveling route along which the own vehicle will travel in the future based on a front object such as a preceding vehicle ahead of the own vehicle. When there is a front object, the priority setting means 23 considers the traveling path estimated by the fourth traveling path estimating means 24,
It is designed to set the priority.

The control unit receives the signal from the radar head unit 3 and receives the obstacle detecting means 25 for detecting obstacles, the outputs of the priority setting means 23 and the obstacle detecting means 25, and determines the priority. And an obstacle determining means 26 for determining an obstacle in consideration of the above.

By the way, a third traveling path estimating means 27 constituted by the first and second traveling path estimating means 21 and 22.
The traveling path is estimated by the following method.

In FIG. 4, after the signals from the vehicle speed sensor 5, the steering angle sensor 7 and the yaw rate sensor 8 are read in step S1, the first prediction based on the steering steering angle θH and the vehicle speed v0 is performed in step S2. According to the method, the first traveling route estimating means 21 predicts the traveling route of the host vehicle. Specifically, the estimated values R11 (radius of curvature) and β11 (sideslip angle of the vehicle) for the traveling road are calculated by the following formulas.

[0023]

[Equation 1]

Subsequently, in step S3, the traveling path of the host vehicle is predicted by the second traveling path estimating means 22 by the second prediction method based on the yaw rate γ and the vehicle speed V0. Specifically, the estimated value R12 (curvature radius) for the traveling path,
β12 (side slip angle of the vehicle) is calculated by the following formula.

[0025]

[Equation 2]

Then, in step S4, it is determined whether the absolute value of the steering angle θH is smaller than the predetermined angle θc. If this determination is YES, the traveling path predicted by the second prediction method is selected in step S5, R12 is set to the estimated value R1 for the traveling path, and
Set β12 to the estimated value β1 and return.

On the other hand, when the determination in step S4 is NO, that is, when the steering steering angle θH is larger than the predetermined angle θc, the absolute value of the estimated value R11 for the traveling road predicted by the first prediction method is further calculated in step S6. The value is compared with the absolute value of the estimated value R12 for the traveling path predicted by the second prediction method. And the first
Estimated value R for the traveling path predicted by the prediction method
When 11 is smaller, the process proceeds to step S7,
While R11 is adopted as the estimated value R1 for the traveling path and the angle β11 is set as the estimated value β1,
When the estimated value R12 for the traveling road predicted by the second prediction method is smaller, the process proceeds to step S5, where R12 is set to the estimated value R1 for the traveling road and β12 is set to the estimated value β1. Is set. That is, the smaller estimated value (curvature radius) is selected as the traveling path.

Further, the first traveling road estimating means 21 estimates the traveling road based on the steering angle θH and the vehicle speed V0, and the second traveling road estimating means 22 estimates the traveling road based on the yaw rate γ and the vehicle speed V0, respectively. Since either one of the estimations is used according to the traveling state, it is possible to appropriately estimate the traveling path. That is, when the host vehicle turns on a curved road having a cant, the host vehicle makes a turning motion by the cant even if the steering wheel is not steered greatly. The estimated value R12 becomes smaller than the estimated value R11 for the traveling road predicted based on the steering angle θH. At this time, since the estimated value R12 for the traveling route predicted based on the yaw rate γ is adopted, the traveling route can be appropriately estimated without being influenced by the cant. Further, when the host vehicle makes a sharp turn, it is estimated that the estimated value for the traveling path is a small value of R11 corresponding to the steering steering angle θH having a large value. It is possible to appropriately estimate the traveling path in accordance with.

By the way, the traveling path is estimated by the fourth traveling path estimating means 23 as follows.

In FIG. 5, when starting, first, the third traveling path estimating means 27 (first and second traveling path estimating means 2)
1, 22) estimates the first traveling path based on the vehicle state quantity (step S11), and determines whether the lock-on flag is 1 (step S12).

If the lock-on flag is 1, it means that the preceding vehicle (front object) is present on the traveling road and the lock-on is in progress. Therefore, the timer-count t is incremented to t + 1.
Then, it is determined whether or not the timer count t is less than the lock limit locklimit obtained by the following formula, which is the upper limit of the lock-on duration time (step S14).

[0032]

[Equation 3]

If the timer count t is less than the lock limit locklimit, it is necessary to estimate the traveling path based on the preceding vehicle. Therefore, it is determined whether the vehicle speed Vi of the preceding vehicle exceeds the predetermined speed a. (Step S15) While confirming that the object is a moving object, if it is not less than the lock limit, the upper limit of the lock-on duration has already passed, and it is not necessary to estimate the traveling path based on the preceding vehicle. , The lock-on flag is set to 0 (step S16), and the process returns.

If the vehicle speed Vi of the preceding vehicle exceeds the predetermined speed a, it is further determined whether or not the size OB-size (i) of the preceding vehicle exceeds the predetermined value b (step S17).
On the other hand, if the predetermined speed a is not exceeded, the process proceeds to step S16.

If the size OB-size (i) of the preceding vehicle does not exceed the predetermined value b, it is determined whether the lateral G is 0.2 G or more (step S18). Since it is too large to be used for estimating the traveling path, the process proceeds to step S16.

If the lateral G is less than 0.2 G, the second traveling path is estimated based on the following equation (step S19), and the return is performed.
On the other hand, if the lateral G is not less than 0.2 G, the lateral G is large and there is little possibility of moving toward the traveling path estimated by the front object, so the process proceeds to step S16.

[0037]

[Equation 4]

On the other hand, if the lock-on flag is not 1 in step S12, it is judged whether or not a preceding vehicle was present on the traveling road last time (step S20). If it is present, it is a moving object. In order to confirm this, it is determined whether or not the vehicle speed Vi of the preceding vehicle is equal to or higher than the predetermined speed a (step S21), while if it does not exist, the process directly returns.

If the vehicle speed Vi of the preceding vehicle exceeds the predetermined speed a, it is further determined whether or not the vehicle speed Vo of the host vehicle is positive (step S22), and it is confirmed that the vehicle is moving while the predetermined speed is reached. If it does not exceed a, it returns as it is.

If the vehicle speed Vo of the vehicle is positive, the lock limit locklimit is calculated (step S2).
3) The second traveling path is estimated (step S24), the lock-on flag is set to 1 (step S24), and the process returns, while if the vehicle speed Vo of the host vehicle is not positive, the process directly returns.

Next, the flow of processing by the control unit 4 will be described.

In FIG. 6, when starting, the object number i for the obstacle is reset to i = 0 (step S31), and then the object number i is incremented to i + 1 (step S32).

Thereafter, it is judged whether or not the object number i is not equal to n (total number of objects which are obstacles) +1 (step S33). If they are not equal, the judgment for all obstacles is completed. No, so step S34
Then, it is determined whether or not the lock-on flag is 1, and if the lock-on flag is equal to 1, it is determined that all obstacles have been determined, and the process returns.

If the lock-on flag is 1, it means that the lock-on is in progress, and therefore the traveling path (curvature radius R that connects the front object (object number i), which is the target of lock-on, and the host vehicle.
3) is calculated (step S35).

An obstacle is detected according to the degree of overlap between the calculated traveling path (curvature radius R3) connecting the front object and the vehicle and the separately calculated traveling path based on the vehicle state quantity (curvature radius R1). The priority indicating the degree of necessity of judgment is set (step S36), and the process returns to step S32.

Specifically, as shown in FIG. 7, the priority of the portion where the two traveling paths overlap is set to be the highest, and the third traveling path estimating means 27 (except the portion where the two traveling paths overlap). Of the traveling paths estimated by the first and second traveling path estimating means 21 and 22) and the fourth traveling path estimating means 24,
The priority of the traveling road side estimated by the third traveling road estimating means 27 based on the control shown in FIG. 4 is set to be high. In FIG. 7, 1 to 4 indicate priorities, and 1 is the highest priority.

On the other hand, if the lock-on flag is not 1,
The traveling road R11 estimated by the first traveling road estimating means 21 based on the steering angle and the vehicle speed, and the traveling road R12 estimated by the second traveling road estimating means 22 based on the yaw rate and the vehicle speed.
Priority is set according to the degree of overlap with (step S
37). Specifically, in the case of a curved forward cant road, the estimated value by the second traveling road estimating means 22 is selected, so the priority is as shown in FIG. In the case of a road, since the estimated value by the first traveling road estimating means 21 is adopted, the priority is as shown in FIG.
As shown in.

[0048] It is also possible to control as shown in FIG.

In FIG. 10, when starting, the processing number counter i is initialized to i = 0 (step S
41), then the counter i is incremented, i
It is set to +1 (step S42).

Thereafter, it is determined whether or not the counter i is not equal to n (maximum number) +1 (step S43). If they are not equal, the process proceeds to step S44 and the distance Li exceeds the predetermined distance Lc. Is determined. Predetermined distance L
If it exceeds C, it is determined that the object is a distant object, and it is determined whether the lock-on flag is 1 (step S4).
5) On the other hand, if it does not exceed, it is determined that the object is a close object, and therefore the traveling road R (curvature radius R11) estimated from the steering angle and the vehicle speed and the traveling road curvature radius R12 estimated based on the yaw rate and the vehicle speed). Depending on the overlap of the traveling path with
As shown in FIGS. 8 and 9, a priority indicating the degree of necessity of obstacle judgment is set (step S46), and step S4.
Return to 2.

If the lock-on flag is 1 in the determination in step S45, there is a front object that is locked on, and therefore the traveling path (curvature radius R3) that connects the front object that is the lock-on object and the vehicle is On the other hand, if the lock-on flag is not 1 (step S47), the step S46 is performed.
Move to.

After calculating the radius of curvature R3, the distance LRC to the intersection of both traveling paths is obtained (step S48), and it is determined whether or not the distance LRC exceeds a preset predetermined distance Lc (step S49). .

Depending on whether or not the distance LRC exceeds the predetermined distance Lc, the priority is set based on the traveling paths R1 and R3 (steps S50 and 51), and the process returns to step S42. That is, when the distance LRC exceeds the predetermined distance Lc, the reliability of the estimation by the fourth traveling path estimating means 24 is enhanced, and in consideration of this, each portion of the traveling path is determined according to the degree of overlap of the traveling paths. Then, the priority is set as shown in FIG. 7, but if the distance LRC does not exceed the predetermined distance Lc, the distance Li exceeds the predetermined distance Lc.
Since the estimation by the traveling route estimating means 27 is more reliable than the estimation by the fourth traveling route estimating means 24, the priority is as shown in FIG.
It is set as shown in FIG.

[0054]

As described above, according to the inventions of claims 1 to 3, when the traveling paths estimated by the two traveling path estimating means are different from each other, the priority setting means causes the respective portions of the traveling paths to Depending on the degree of overlap of the traveling paths, a priority indicating the degree of necessity of obstacle judgment is set as an obstacle, so compared to the case of simply estimating the traveling paths,
Obstacles can be accurately determined for the estimated traveling route in consideration of the priority. Further, since the priority setting means sets the priority of the portion where the two traveling paths overlap to be the highest, the priority of the portion where the own vehicle is most likely to proceed in the future is set to the highest. be able to.

According to the first aspect of the invention, the first traveling path estimating means estimates the first traveling path based on the vehicle speed and the steering angle of the host vehicle, and the second traveling path estimating means estimates the vehicle speed of the own vehicle.
Since the second traveling path is estimated based on the yaw rate, the first
And, when the second traveling path is different, it is possible to set the priority according to the degree of overlap between them and use it for obstacle judgment.

According to the second aspect of the present invention, the traveling path is determined by the third traveling path estimating means based on the vehicle state quantity of the vehicle.
Since the fourth traveling path estimating means estimates the traveling paths based on the preceding object such as the preceding vehicle ahead of the own vehicle, even if the traveling paths are different, the priority is set according to the overlapping degree. Then, it can be used for obstacle judgment.

In the inventions according to claims 4 and 5, the priority setting means sets a high priority on the side of the traveling road selected as the one on which the vehicle will travel in the future, except for the portion where the two traveling roads overlap. Therefore, the priority can be accurately set according to the progress of the host vehicle.

In the invention according to claim 6, the priority is set by the priority setting means depending on whether or not the distance from the host vehicle to the intersection of the two traveling paths exceeds a predetermined distance set in advance. Therefore, the priority can be set accurately according to the distance from the host vehicle.

[Brief description of drawings]

FIG. 1 is a perspective view of an automobile.

FIG. 2 is an explanatory diagram of a control unit.

FIG. 3 is a block diagram of a control unit.

FIG. 4 is a flowchart showing a flow of control for traveling path estimation.

FIG. 5 is a flowchart showing a flow of control for travel path estimation.

FIG. 6 is a flowchart showing a control flow.

FIG. 7 is an explanatory diagram of priorities.

FIG. 8 is an explanatory diagram of priorities.

FIG. 9 is an explanatory diagram of priorities.

FIG. 10 is a view similar to FIG. 6 for another embodiment.

FIG. 11 is an explanatory diagram of priorities.

[Explanation of symbols]

1 car 3 radar head unit 4 control units 5 vehicle speed sensor 7 rudder angle sensor 8 yaw rate sensor 21 first traveling path estimating means 22 Second traveling path estimating means 23 priority setting means 24 Fourth traveling path estimating means 27 Third traveling path estimating means

─────────────────────────────────────────────────── ─── Continuation of the front page (72) Inventor Toru Yoshioka 3-1, Shinchi, Fuchu-cho, Aki-gun, Hiroshima Mazda Co., Ltd. (56) References JP-A-6-131596 (JP, A) JP-A-6 -249653 (JP, A) JP-B-51-7892 (JP, B1) (58) Fields investigated (Int.Cl. ⁷ , DB name) B60R 21/00 G05D 1/02 G08G 1/16

Claims (6)

(57) [Claims] 1. A travel route estimating device for estimating a travel route in which the host vehicle travels in the future, which estimates a radius of curvature of a travel route in which the host vehicle travels in the future based on a vehicle speed and a steering angle of the host vehicle. 1 traveling route estimating means, a second traveling route estimating means for estimating a radius of curvature of a traveling route on which the vehicle will travel in the future based on the yaw rate and vehicle speed of the own vehicle, and outputs of the two traveling route estimating means, When the two traveling paths estimated by the two traveling path estimating means are different from each other, a priority indicating the degree of necessity of obstacle judgment is set for each part of the traveling paths according to the degree of overlap of the traveling paths. A vehicle traveling path estimating device comprising: priority setting means, wherein the priority setting means sets a highest priority to a portion where two traveling paths overlap. 2. A traveling route estimating device for estimating a traveling route of the own vehicle in the future, which estimates a radius of curvature of the traveling route of the own vehicle based on a vehicle state quantity of the own vehicle. A fourth step of estimating a radius of curvature of a traveling path in which the vehicle travels in the future based on a traveling path estimating means and a relative position between a preceding vehicle ahead of the vehicle and the vehicle.
When the two traveling paths estimated by the two traveling path estimating means by the outputs of the traveling path estimating means and the two traveling path estimating means are different from each other, the degree of overlap of the traveling paths is determined for each part of the traveling path. Accordingly, the priority setting means for setting a priority indicating the degree of necessity of obstacle judgment is provided, and the priority setting means sets the highest priority of a portion where two traveling paths overlap. An apparatus for estimating a traveling path of a vehicle characterized by being present. 3. A fourth traveling path estimating means for estimating a radius of curvature of a traveling path on which the own vehicle will travel in the future based on a relative position between a preceding vehicle ahead of the own vehicle and the own vehicle, and the priority setting means. The traveling path selected according to the driving state of the host vehicle from the two traveling paths estimated by the first and second traveling path estimating means, and the traveling path estimated by the fourth traveling path estimating means. Two different paths when different
The traveling path estimation device for a vehicle according to claim 1, wherein the priority of the overlapping portion is set to be the highest . 4. The priority setting means sets the priority on the traveling road side estimated by the first traveling path estimating means to be high except for a portion where the two traveling paths overlap each other. Vehicle path estimation device. 5. The priority setting means sets the priority on the traveling road side estimated by the third traveling road estimating means to be high except for a portion where the two traveling roads overlap each other. Vehicle path estimation device. 6. A vehicle for estimating the traveling path which the vehicle is traveling future
Both traveling route estimation devices, which are the future progress of the own vehicle based on the vehicle state quantity of the own vehicle
Based on a third traveling path estimating means for estimating a radius of curvature of the road and a relative position between the preceding vehicle ahead of the own vehicle and the own vehicle
The fourth to estimate the radius of curvature of the road on which the vehicle will travel
When the two travel paths estimated by the two travel path estimating means, which are output from the travel path estimating means and the two travel path estimating means, are different from each other, the degree of overlap of the travel paths is determined for each part of the travel path. Accordingly, a priority setting means for setting a priority indicating the degree of necessity of obstacle judgment is provided, and the priority setting means is such that a distance from the own vehicle to an intersection of two traveling paths is set in advance. If more than a predetermined distance
Set the highest priority to the part where the two traveling paths overlap
An apparatus for estimating a traveling path of a vehicle, which is characterized by: