JP3975009B2 - Vehicle travel safety device - Google Patents

Description

[0001]
BACKGROUND OF THE INVENTION
The present invention relates to a vehicle travel safety device that prevents an own vehicle from coming into contact with an oncoming vehicle using an object detection means such as a radar device.
[0002]
[Prior art]
Such a vehicle safety device is already known from JP-A-7-14100.
What is described in the above publication is that if there is a possibility that the vehicle will enter the oncoming lane and collide with the oncoming vehicle, a warning will be issued to prompt the driver to perform a collision avoidance operation, Collisions with oncoming vehicles that have been braked automatically are avoided.
[0003]
[Problems to be solved by the invention]
By the way, as shown in FIG. 3, the lateral movement amount Y ₁ with respect to the vehicle body axis of the own vehicle Ai is calculated from the future movement locus of the own vehicle Ai estimated based on the vehicle speed Vi and the yaw rate γi, and the radar The apparatus calculates the relative lateral distance Y ₂ of the oncoming vehicle Ao with reference to the vehicle body axis of the own vehicle Ai, and compares the lateral movement amount Y ₁ and the relative lateral distance Y ₂ to compare the own vehicle Ai and the oncoming vehicle Ao. It is conceivable to determine the possibility of collision. However, as shown in FIG. 8, when the own vehicle Ai overtakes the preceding vehicle Af, the steering wheel is first operated to the right to change the course to the right side, and after passing the preceding vehicle Af, the steering wheel The left side is operated to return to the original course, so it is possible to collide with the oncoming vehicle Ao when the steering wheel is operated to the right even though there is no possibility of actually colliding with the oncoming vehicle Ao. There is a problem that it is erroneously determined that there is a property.
[0004]
The present invention has been made in view of the above-described circumstances, and it is possible to prevent a contact avoidance operation based on a misjudgment of the possibility of contact between the own vehicle and the oncoming vehicle from being performed when overtaking a preceding vehicle or the like. Objective.
[0005]
[Means for Solving the Problems]
In order to achieve the above object, the invention described in claim 1 includes an object detection means for detecting an object existing in the traveling direction of the host vehicle and calculating a relative positional relationship between the host vehicle and the object, A trajectory estimating means for estimating a future trajectory of the vehicle, and a side of the estimated position of the own vehicle and the current position of the oncoming vehicle when the host vehicle travels to the current oncoming vehicle position along the moving trajectory. there the relative lateral deviation calculating means for calculating the relative lateral deviation which is a direction of the deviation, possibly relative transverse deviation calculated by the relative lateral deviation calculating means contact between the vehicle and the oncoming vehicle when in a predetermined range When the contact possibility determination means and the contact possibility determination means determine that there is a possibility of contact between the host vehicle and the oncoming vehicle, the direction of the oncoming vehicle is opposite to the direction of the oncoming vehicle. Contact avoiding means for automatically performing a contact avoiding operation of steering the steering device; An overtaking judging means for judging whether or not the own vehicle is overtaking the preceding vehicle, and a contact avoidance means when the overtaking judging means judges that the own vehicle is overtaking the preceding vehicle. Is characterized by suppressing or canceling the contact avoidance operation.
[0006]
According to the above arrangement, the object detecting means detects the relative positional relationship between the vehicle and the oncoming vehicle, the movement locus estimating means for estimating a future locus of movement of the vehicle, the relative lateral deviation calculating means is the vehicle A relative lateral deviation, which is a lateral deviation between the estimated position of the host vehicle and the current oncoming vehicle position when traveling to the current oncoming vehicle position along the movement locus, is calculated. If the contact possibility determining means determines that there is a possibility of contact between the own vehicle and the oncoming vehicle when the relative lateral deviation is within the predetermined range, the contact avoiding means is configured to avoid contact with the oncoming vehicle. Since the contact avoidance operation of steering the steering device in the direction opposite to the direction of the oncoming vehicle existing in the traveling direction of the vehicle is automatically performed, the contact with the oncoming vehicle can be reliably avoided. If the overtaking determination means determines that the host vehicle is overtaking the preceding vehicle, the contact avoidance means suppresses or cancels the contact avoidance operation, so that an unnecessary contact avoidance operation is performed during overtaking and the driver's overtaking operation. Interference is prevented and the driver's uncomfortable feeling can be resolved.
[0007]
In addition to the structure of claim 1, the invention described in claim 2 is provided with a steering angle detection means for detecting a steering angle, and the overtaking determination means is a relative of the preceding vehicle detected by the object detection means. Based on the speed, the relative distance of the preceding vehicle detected by the object detection means, and the steering angle detected by the steering angle detection means, the start of overtaking for the preceding vehicle is determined.
[0008]
According to the above configuration, the overtaking determination means determines the start of overtaking for the preceding vehicle based on the relative speed of the preceding vehicle, the relative distance of the preceding vehicle, and the steering angle of the own vehicle. An accurate determination can be made as compared with the case where the start of overtaking is determined based on this.
[0009]
In addition to the configuration of claim 2, the invention described in claim 3 includes vehicle speed detection means for detecting the vehicle speed of the host vehicle, and the vehicle speed of the host vehicle detected by the relative speed of the preceding vehicle and the vehicle speed detection means. A preceding vehicle speed calculating means for calculating the speed of the preceding vehicle based on the vehicle, and the overtaking determining means is based on the moving distance of the own vehicle calculated from the vehicle speed of the own vehicle and the speed of the preceding vehicle. Based on the calculated distance traveled by the preceding vehicle and the relative distance of the preceding vehicle at the time of overtaking, the end of overtaking with respect to the preceding vehicle is determined.
[0010]
According to the above configuration, the overtaking determination means determines the overtaking end with respect to the preceding vehicle based on the moving distance of the own vehicle, the moving distance of the preceding vehicle, and the relative distance of the preceding vehicle at the time of starting overtaking. It is possible to accurately determine the end of overtaking without using a side sensor that detects from the side.
[0011]
According to a fourth aspect of the present invention, in addition to the configuration of any one of the first to third aspects, the suppression of the contact avoidance operation by the contact avoiding means is a delay in the operation timing of the steering device or the steering amount of the steering device. It is characterized by the reduction of.
[0012]
According to the above configuration, the contact avoiding means delays the operation timing of the steering device or reduces the steering amount of the steering device, so that the contact avoiding operation during overtaking can be accurately suppressed.
[0013]
DETAILED DESCRIPTION OF THE INVENTION
Hereinafter, embodiments of the present invention will be described based on examples of the present invention shown in the accompanying drawings.
1 to 8 show an embodiment of the present invention. FIG. 1 is an overall configuration diagram of a vehicle equipped with a travel safety device, FIG. 2 is a block diagram of the travel safety device, and FIG. FIG. 4 is an explanatory diagram of functions of the electronic control unit, FIG. 5 is a block diagram illustrating a circuit of a front collision avoidance control means, FIG. 6 is a flowchart of a front collision avoidance control routine, and FIG. Is a flowchart of the flag set routine, and FIG. 8 is an explanatory diagram of the action at the time of overtaking.
[0014]
As shown in FIGS. 1 and 2, a vehicle including left and right front wheels Wf, Wf and left and right rear wheels Wr, Wr includes a steering wheel 1 for steering left and right front wheels Wf, Wf, And an electric power steering device 2 that generates a steering force for assisting the driver to operate the steering wheel 1 and a steering force for avoiding a collision. The electronic control unit U that controls the operation of the electric power steering device 2 includes a radar information processing device 4 connected to the radar 3, a vehicle speed sensor S ₁ that detects the rotational speed of each wheel Wf, Wf; Wr, Wr, Signals from a yaw rate sensor S ₂ that detects the yaw rate of the vehicle body, a steering angle sensor S ₃ that detects the steering angle of the steering wheel 1, and a steering torque sensor S ₄ that detects the steering torque applied to the steering wheel 1 by the driver Is entered. The electronic control unit U controls the operation of the electric power steering device 2 on the basis of signals from the radar information processing device 4 and the sensors S ₁ ... S ₂ , S ₃ , S _4, and a display composed of a liquid crystal display. 7 and the operation of the alarm 8 comprising a buzzer and a lamp are controlled.
[0015]
The radar 3 transmits an electromagnetic wave toward a predetermined range in the left-right direction in front of the host vehicle, and receives a reflected wave reflected by the object. The radar information processing apparatus 4 constituting the object detection unit of the present invention includes: Based on the signal from the radar 3, the relative positional relationship between the host vehicle Ai and the oncoming vehicle Ao is calculated. As shown in FIG. 3, the relative positional relationship between the host vehicle Ai and the oncoming vehicle Ao includes the relative distance ΔL between the host vehicle Ai and the oncoming vehicle Ao, and the relative speed ΔV between the host vehicle Ai and the oncoming vehicle Ao. (i.e., the difference between the vehicle speed Vo in the vehicle speed Vi and the oncoming vehicle Ao of the vehicle Ai) and a relative transverse distance Y ₂ Doo oncoming Ao with respect to the vehicle body axis of the vehicle Ai. The relative lateral distance Y ₂ can be calculated based on the angle β formed by the oncoming vehicle Ao with respect to the vehicle body axis of the own vehicle Ai and the relative distance ΔL between the own vehicle Ai and the oncoming vehicle Ao. In addition to the oncoming vehicle Ao, the radar 3 detects the preceding vehicle Af (see FIG. 8) and a stationary object on the road. The radar 3 detects the oncoming vehicle Ao from the preceding vehicle Af and the stationary object based on the detected relative speed ΔV. Can be determined. In this embodiment, a millimeter wave radar that can detect the relative relationship (ΔL, ΔV, β) between the host vehicle Ai and the oncoming vehicle Ao by one transmission and reception is used.
[0016]
As shown in FIG. 4, the electronic control unit U includes electric power steering control means 11, frontal collision avoidance control means 12, switching means 13, and output current determination means 14. Normally, the switching means 13 is connected to the electric power steering control means 11 side, and the electric power steering device 2 exhibits a normal power steering function. That is, the output current determining means 14 determines the output current to the actuator 15 according to the steering torque and the vehicle speed input to the steering wheel 1, and outputs this output current to the actuator 15 via the drive circuit 16. The operation of the steering wheel 1 by the driver is assisted. On the other hand, when there is a possibility that the own vehicle Ai collides with the oncoming vehicle Ao, the switching means 13 is connected to the front collision avoidance control means 12 side, and the front collision avoidance control means 12 controls the driving of the actuator 15. Thus, automatic steering for avoiding a frontal collision with the oncoming vehicle Ao is executed. The details of this automatic steering will be described later.
[0017]
As shown in FIG. 5, in the front collision avoidance control means 12 of the electronic control unit U, there are a movement trajectory estimation means M1, a relative lateral deviation calculation means M2, a contact possibility determination means M3, and a contact avoidance means M4. And overtaking determination means M5 and forward vehicle speed calculation means M6.
[0018]
The movement locus estimation means M1 estimates the future movement locus of the own vehicle Ai based on the vehicle speed Vi of the own vehicle Ai and the yaw rate γi of the own vehicle Ai. Relative lateral deviation calculation means M2 is provided between the future movement trajectory of own vehicle Ai (that is, lateral movement amount Y ₁ ) and own vehicle Ai detected by object detection means 4 (radar information processing device 4) and oncoming vehicle Ao. The relative lateral deviation ΔY between the host vehicle Ai and the oncoming vehicle Ao is calculated based on the relative distance ΔL, the relative speed ΔV, and the angle β. The contact possibility determination means M3 determines that there is a possibility that the own vehicle Ai and the oncoming vehicle Ao are in contact with each other when the relative lateral deviation ΔY is in a state of −ε ≦ ΔY ≦ ε. When the contact avoidance means M4 determines that the contact possibility determination means M3 has contact possibility, the contact avoidance means M4 performs a contact avoidance operation via the electric power steering device 2 to avoid contact between the host vehicle Ai and the oncoming vehicle Ao. To do.
[0019]
At this time, if the overtaking determination unit M5 determines that the host vehicle Ai is overtaking the preceding vehicle Af, the contact avoiding unit M4 suppresses or cancels the contact avoiding operation, thereby causing an erroneous contact possibility during overtaking. An unnecessary contact avoidance operation based on the determination is avoided.
The determination of the overtaking start by the overtaking determination means M5 is performed by detecting the relative speed ΔV ′ of the preceding vehicle Af detected by the object detection means 4, the relative distance ΔL ′ of the preceding vehicle Af detected by the object detection means 4, and the steering angle detection. Based on the steering angle θ detected by the means S ₃ (steering angle sensor S ₃ ), the overtaking determination by the overtaking determination means M5 is determined by the movement distance of the own vehicle Ai and the movement distance of the preceding vehicle Af. And the relative distance ΔL ′ of the preceding vehicle Af. At this time, the moving distance of the own vehicle Ai is calculated based on the vehicle speed Vi of the own vehicle Ai detected by the vehicle speed detecting means S ₁ (vehicle speed sensor S ₁ ), and the moving distance of the preceding vehicle Af is calculated as the preceding vehicle. It is calculated based on the vehicle speed Vf of the preceding vehicle Af calculated by the preceding vehicle speed calculation means M6 from the relative speed Vf of Af and the vehicle speed Vi of the host vehicle Ai.
[0020]
Next, the operation of the embodiment of the present invention will be described with reference to the flowcharts of FIGS.
First, in step S1 of the flowchart of FIG. 6, the radar information processing apparatus 4 sends the electronic control unit U the relative distance ΔL between the host vehicle Ai and the oncoming vehicle Ao, the relative speed ΔV between the host vehicle Ai and the oncoming vehicle Ao, The relative lateral distance Y ₂ of the oncoming vehicle Ao with respect to the vehicle body axis of the own vehicle Ai is read. In the subsequent step S2, the lateral movement amount Y ₁ is calculated based on the vehicle speed Vi of the host vehicle Ai detected by the vehicle speed sensor S ₁ ... And the yaw rate γi of the host vehicle Ai detected by the yaw rate sensor S ₂ . As shown in FIG. 3, the lateral movement amount Y ₁ is a lateral movement amount that occurs when the host vehicle Ai travels to the current position of the oncoming vehicle Ao, and is calculated as follows. That is, the time t ₁ until the own vehicle Ai reaches the current position of the oncoming vehicle Ao is given by ΔL / Vi obtained by dividing the relative distance ΔL by the vehicle speed Vi of the own vehicle Ai, so the time t ₁ = ΔL / Vi As the lateral movement amount Y ₁ of the own vehicle Ai when elapses, the vehicle speed Vi of the own vehicle Ai and the yaw rate γi of the own vehicle Ai are used.
Y ₁ = (1/2) · Vi · γi · (ΔL / Vi) ² (1)
Given in.
[0021]
In the subsequent step S3, the relative lateral deviation ΔY is calculated by subtracting the lateral movement amount Y ₁ from the relative lateral distance Y ₂ .
[0022]
ΔY = Y ₂ −Y ₁ (2)
As is apparent from FIG. 3, the relative lateral deviation ΔY is determined between the current position of the oncoming vehicle Ao and the estimated position of the own vehicle Ai when the own vehicle Ai travels to the current position of the oncoming vehicle Ao. Corresponds to lateral deviation. The relative lateral deviation ΔY has a positive / negative value. In the case of left-hand traffic in this embodiment, if Y ₂ > Y ₁ and the relative lateral deviation ΔY is positive, the estimated movement locus of the own vehicle Ai is the current oncoming vehicle Ao. If Y ₂ <Y ₁ and the relative lateral deviation ΔY is negative, the estimated movement locus of the host vehicle Ai passes the right side of the current position of the oncoming vehicle Ao. The smaller the absolute value of the relative lateral deviation ΔY, the higher the possibility that the own vehicle Ai will contact the oncoming vehicle Ao.
[0023]
In subsequent step S4, it is determined whether or not the relative lateral deviation ΔY is within a preset range. That is, the relative lateral deviation ΔY is in a predetermined range based on a predetermined value ε (for example, 2 m) set in advance based on the lateral width of the body of the automobile.
−ε ≦ ΔY ≦ ε (3)
Is established, the first stage determination is made that the host vehicle Ai may collide with the oncoming vehicle Ao. On the other hand, when the expression (3) is not satisfied, it is determined that the own vehicle Ai has passed through the left or right side of the oncoming vehicle Ao and no collision has occurred, and the step without executing the warning or steering control for avoiding the collision is performed. Return to S1.
[0024]
In subsequent step S5, the state of the overtaking determination flag for identifying whether or not the own vehicle Ai is overtaking the preceding vehicle Af is referred to. The overtaking determination flag is set to “1” when the host vehicle Ai is overtaking the preceding vehicle Af, and is reset to “0” when the own vehicle Ai is not overtaking. This will be described based on the flowchart.
First, in step S11, a relative distance ΔL ′ between the object including the preceding vehicle Af and the host vehicle Ai is read from the radar information processing apparatus 4, and the relative speed ΔV ′ between the object including the preceding vehicle Af and the host vehicle Ai is read. Is read. In step S12, it reads the vehicle speed Vi of the vehicle Ai detected by the vehicle speed sensor S ₁ ..., and θ steering angle of the vehicle Ai detected by the steering angle sensor S _3. In the following step S13, the preceding vehicle Af is identified from the oncoming vehicle Ao based on the relative speed ΔV ′. Since the oncoming vehicle Ao travels in the opposite direction to the own vehicle Ai, the absolute value of the relative speed ΔV ′ increases. However, since the preceding vehicle Af travels in the same direction as the own vehicle Ai, the absolute value of the relative speed ΔV ′ is small. Therefore, it is possible to determine that the absolute value of the relative speed ΔV ′ is equal to or less than the predetermined value as the preceding vehicle Af. The relative speed ΔV ′ takes a negative value when the vehicle speed Vi of the host vehicle Ai is greater than the vehicle speed Vf of the preceding vehicle Af, and the relative speed when the vehicle speed Vi of the host vehicle Ai is less than the vehicle speed Vf of the preceding vehicle Af. ΔV ′ takes a positive value.
[0025]
If the relative speed ΔV ′ between the own vehicle Ai and the preceding vehicle Af is not a negative value in the subsequent step S14, that is, if the vehicle speed Vi of the own vehicle Ai is smaller than the vehicle speed Vf of the preceding vehicle Af, the own vehicle Ai is overtaking. It is determined that the vehicle is not in a state, and the overtaking determination flag is reset to “0” in step S20. In step S15, a change in the relative distance ΔL ′ between the host vehicle Ai and the preceding vehicle Af is monitored. If the relative distance ΔL ′ is not decreased, it is determined that the host vehicle Ai is not in an overtaking state, and in step S20. The overtaking determination flag is reset to “0”. Further, in step S16, by comparing the steering angle theta detected by the steering angle sensor S ₃ and the threshold value theta _0, the vehicle Ai unless satisfied theta ≧ theta ₀ is determined not to overtake state, overtaking at step S20 The determination flag is reset to “0”.
[0026]
On the other hand, ΔV ′ <0 is established in step S14, and the vehicle speed Vi of the own vehicle Ai is larger than the vehicle speed Vf of the preceding vehicle Af. In step S15, the relative speed between the own vehicle Ai and the preceding vehicle Af is increased. If the distance ΔL ′ is decreased and θ ≧ θ ₀ is established in step S16 and the steering wheel 1 is steered largely, it is determined that the host vehicle Ai has entered the overtaking state, and the overtaking determination is made in step S17. Set the flag to "1".
[0027]
In the subsequent step S18, the traveling position Xi of the own vehicle Ai and the traveling position Xf of the preceding vehicle Af are calculated based on the position of the own vehicle Ai when overtaking is started. The travel position Xi of the host vehicle Ai can be given by the following equation by calculating the travel distance by integrating the vehicle speed of the host vehicle Ai with time.
[0028]
Xi = ∫Vidt (4)
Further, the traveling position Xf of the preceding vehicle Af is assumed that the preceding vehicle Af holds the vehicle speed Vf at the start of overtaking, and further, the relative distance ΔL ′ at the start of overtaking, the elapsed time t from the start of overtaking, and Can be given by:
[0029]
Xf = ΔL ′ + Vf · t (5)
In subsequent step S19, the traveling position Xi of the host vehicle Ai and the traveling position Xf of the preceding vehicle Af are compared. If Xi ≦ Xf, the host vehicle Ai is in front of the preceding vehicle Af and is still overtaking. If Xi> Xf, it is determined that the own vehicle Ai has come out ahead of the preceding vehicle Af and the overtaking has ended. When the overtaking end is determined, the overtaking determination flag is reset to “0” in step S20.
[0030]
Returning to the flowchart of FIG. 6, when the overtaking determination flag is reset to “0” in step S5 and the own vehicle Ai is not overtaking the preceding vehicle Af, the start timing of the collision avoidance control is set in step S6. to determine, calculate the time t ₀ until the vehicle Ai reaches the collision prediction point, is compared with a threshold value tau ₀ is set, this time t ₀ in advance. The time t ₀ until the host vehicle Ai reaches the predicted collision point can be calculated by dividing the relative distance ΔL between the host vehicle Ai and the oncoming vehicle Ao by the relative speed ΔV.
[0031]
t ₀ = ΔL / ΔV (6)
The threshold τ ₀ corresponds to the timing at which the driver starts spontaneous collision avoidance steering, and is obtained experimentally. Thus, when t ₀ becomes τ ₀ or less in step S6, the display unit 7 and the alarm unit 8 are operated in step S7 to issue a warning to the driver, and automatic steering for collision avoidance is executed.
[0032]
If a driver's spontaneous collision avoidance operation is detected in step S8 while automatic steering for collision avoidance is being performed, for example, the steering torque sensor may detect that the driver has operated the steering wheel 1. When it is detected by the pedal force sensor of the brake pedal that the driver has braked, automatic steering for avoiding an alarm or collision is stopped in step S9. As a result, the driver's spontaneous collision avoidance operation is prevented from interfering with automatic steering, and the driver's collision avoidance operation can be prioritized to eliminate the uncomfortable feeling.
[0033]
On the other hand, if the overtaking determination flag is set to “1” in step S5 and the own vehicle Ai is overtaking the preceding vehicle Af, steering control for collision avoidance is suppressed in step S10. The suppression of the steering control is achieved, for example, by reducing the target steering angle or delaying the steering start timing. In order to delay the steering start timing, the start timing of the collision avoidance control may be made smaller than the normal threshold value τ ₀ . This prevents the driver from feeling uncomfortable by preventing inadvertent automatic steering to avoid a collision with the oncoming vehicle Ao while the driver is overtaking based on his / her will. Can do. In order to avoid neglecting the driver's attention to the oncoming vehicle Ao during overtaking, only a warning is given if there is a possibility of a collision with the oncoming vehicle Ao.
[0034]
As described above, since the start of overtaking is determined based on the relative positional relationship between the own vehicle Ai and the preceding vehicle Af and the steering angle θ of the own vehicle Ai, the determination is made based only on the steering angle θ. Compared to the above, the determination accuracy can be increased. Further, since the overtaking end determination is made based on the traveling position Xi of the host vehicle Ai after the start of overtaking and the traveling position Xf of the preceding traveling vehicle Af, a side sensor for detecting the traveling vehicle Af from the side is provided. It is possible to determine the end of overtaking.
[0035]
As mentioned above, although the Example of this invention was explained in full detail, this invention can perform a various design change in the range which does not deviate from the summary.
[0036]
For example, in the embodiment, the steering control for avoiding the collision is suppressed during overtaking, but the steering control may be stopped. Further, in the embodiment, the case of overtaking the preceding vehicle Af that is traveling has been described, but the present invention avoids the preceding vehicle Af that has stopped on the road and the side of the obstacle that has dropped on the road. It can be applied in the same way to this. Therefore, the preceding vehicle Af in the present invention includes the stopped preceding vehicle Af and a stationary object on the road in addition to the traveling preceding vehicle Af. Further, the steering angle θ detected by the steering angle sensor S ₃ can be substituted by the turning angle of the wheel.
[0037]
【The invention's effect】
According to the invention described in claim 1 as described above, when the object detecting means detects the relative positional relationship between the vehicle and the oncoming vehicle, the movement locus estimating means for estimating a future locus of movement of the vehicle The relative lateral deviation is a lateral deviation between the estimated position of the own vehicle and the current position of the oncoming vehicle when the own vehicle has traveled along the movement locus to the current oncoming vehicle position. Is calculated. If the contact possibility determining means determines that there is a possibility of contact between the own vehicle and the oncoming vehicle when the relative lateral deviation is within the predetermined range, the contact avoiding means is configured to avoid contact with the oncoming vehicle. Since the contact avoidance operation of steering the steering device in the direction opposite to the direction of the oncoming vehicle existing in the traveling direction of the vehicle is automatically performed, the contact with the oncoming vehicle can be reliably avoided. If the overtaking determination means determines that the host vehicle is overtaking the preceding vehicle, the contact avoidance means suppresses or cancels the contact avoidance operation, so that an unnecessary contact avoidance operation is performed during overtaking and the driver's overtaking operation. Interference is prevented and the driver's uncomfortable feeling can be resolved.
[0038]
According to the invention described in claim 2, the overtaking determination means determines the start of overtaking with respect to the preceding vehicle based on the relative speed of the preceding vehicle, the relative distance of the preceding vehicle, and the steering angle of the host vehicle. An accurate determination can be made as compared with the case where the start of overtaking is determined based only on the steering angle of the host vehicle.
[0039]
According to the third aspect of the present invention, the overtaking determination means determines that the overtaking of the preceding vehicle is terminated based on the moving distance of the own vehicle, the moving distance of the preceding vehicle, and the relative distance of the preceding vehicle at the start of overtaking. Since the determination is made, the end of overtaking can be accurately determined without using a side sensor that detects the preceding vehicle from the side.
[0040]
According to the invention described in claim 4, since the contact avoiding means delays the operation timing of the steering device or reduces the steering amount of the steering device, the contact avoiding operation during overtaking can be accurately suppressed. it can.
[Brief description of the drawings]
FIG. 1 is an overall configuration diagram of a vehicle equipped with a travel safety device. FIG. 2 is a block diagram of the travel safety device. FIG. 3 is a diagram showing a relative relationship between a host vehicle Ai and an oncoming vehicle Ao. Functional diagram [FIG. 5] Block diagram explaining the circuit of the front collision avoidance control means [FIG. 6] Flow chart of front collision avoidance control routine [FIG. 7] Flow chart of flag set routine [FIG. [Explanation of symbols]
2 Power steering device (steering means)
4 Radar information processing equipment (object detection means)
Af Previous vehicle Ai Own vehicle Ao Oncoming vehicle M1 Movement trajectory estimation means M2 Relative lateral deviation calculation means M3 Contact possibility determination means M4 Contact avoidance means M5 Passing determination means M6 Front vehicle speed calculation means S ₁ Vehicle speed sensor (vehicle speed detection means) )
S ₃ Steering angle sensor (steering angle detection means)
Vf Speed of preceding vehicle Vi Vehicle speed -ε to ε Predetermined range θ Steering angle ΔL 'Relative distance ΔV' Relative velocity ΔY Relative lateral deviation

Claims (4)

Object detection means (4) for detecting an object existing in the traveling direction of the host vehicle (Ai) and calculating a relative positional relationship between the host vehicle (Ai) and the object;
A movement trajectory estimation means (M1) for estimating a future movement trajectory of the host vehicle (Ai);
Lateral deviation between the estimated position of the own vehicle (Ai) and the current position of the oncoming vehicle (Ao) when the own vehicle (Ai) travels along the movement locus to the position of the current oncoming vehicle (Ao) A relative lateral deviation calculating means (M2) for calculating a relative lateral deviation (ΔY),
When the relative lateral deviation (ΔY) calculated by the relative lateral deviation calculating means (M2) is within a predetermined range (−ε to ε), there is a possibility that the own vehicle (Ai) and the oncoming vehicle (Ao) come into contact with each other. Contact possibility determination means (M3) for determining
When the contact possibility determination means (M3) determines that there is a possibility that the own vehicle (Ai) and the oncoming vehicle (Ao) are in contact, the oncoming vehicle (Ao) present in the traveling direction of the own vehicle (Ai) Contact avoiding means (M4) for automatically performing a contact avoiding operation of steering the steering device (2) in the direction opposite to the direction;
Overtaking determination means (M5) for determining whether or not the own vehicle (Ai) is overtaking the preceding vehicle (Af);
With
When the overtaking determination means (M5) determines that the host vehicle (Ai) is overtaking the preceding vehicle (Af), the contact avoidance means (M4) suppresses or cancels the contact avoidance operation. Vehicle travel safety device. Steering angle detection means (S ₃ ) for detecting the steering angle (θ) is provided,
The overtaking determination means (M5) is a relative speed (ΔV ′) of the preceding vehicle (Af) detected by the object detection means (4) and a relative distance between the preceding vehicle (Af) detected by the object detection means (4). The start of overtaking for the preceding vehicle (Af) is determined based on (ΔL ') and the steering angle (θ) detected by the steering angle detection means (S ₃ ). Vehicle travel safety device. Vehicle speed detection means (S ₁ ) for detecting the vehicle speed (Vi) of the host vehicle (Ai);
Based on the relative speed (ΔV ′) of the preceding vehicle (Af) and the vehicle speed (Vi) of the host vehicle (Ai) detected by the vehicle speed detection means (S ₁ ), the speed (Vf) of the preceding vehicle (Af) is determined. A preceding vehicle speed calculating means (M6) for calculating;
With
The overtaking determination means (M5) is a preceding vehicle calculated from the moving distance of the own vehicle (Ai) calculated from the vehicle speed (Vi) of the own vehicle (Ai) and the speed (Vf) of the preceding vehicle (Af). The end of overtaking for the preceding vehicle (Af) is determined based on the movement distance of (Af) and the relative distance (ΔL ′) of the preceding vehicle (Af) at the start of overtaking. Item 3. The vehicle travel safety device according to Item 2.   The suppression of the contact avoidance operation by the contact avoiding means (M4) is a delay of the operation timing of the steering device (2) or a reduction of the steering amount of the steering device (2). The vehicle travel safety device according to any one of the above.

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