JP4531621B2 - Vehicle travel safety device - Google Patents

Vehicle travel safety device Download PDF

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Publication number
JP4531621B2
JP4531621B2 JP2005126246A JP2005126246A JP4531621B2 JP 4531621 B2 JP4531621 B2 JP 4531621B2 JP 2005126246 A JP2005126246 A JP 2005126246A JP 2005126246 A JP2005126246 A JP 2005126246A JP 4531621 B2 JP4531621 B2 JP 4531621B2
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vehicle
means
oncoming vehicle
avoidance
collision
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JP2006298294A (en
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洋一 杉本
芳洋 浦井
純 落田
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本田技研工業株式会社
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Description

  The present invention relates to a vehicle travel safety device.

  Conventionally, as a technique for avoiding a collision with an oncoming vehicle, the oncoming vehicle is detected using a sensor such as a radar or an image, and the course of the own vehicle is predicted from a motion state such as a vehicle speed or a yaw rate of the own vehicle. A technique is known in which a warning is issued to prompt the driver to perform an avoidance operation when the possibility of the vehicle is high, and the apparatus performs avoidance control by steering control if the driver does not perform an avoidance operation (see Patent Document 1).

Also, obstacles are detected using sensors such as radar and images, and from the relative motion relationship such as the relative speed between the vehicle's vehicle speed and yaw rate and the detected obstacle, A technique for facilitating deceleration by performing brake control when it is determined that the possibility of a collision is high is known (see Patent Document 2).
JP 2000-62553 A JP-A-11-227582

However, the above-described conventional technology has the following problems.
First, when the oncoming vehicle has deviated from the lane, when trying to avoid a collision with the oncoming vehicle using the steer control as in the prior art, for example, when avoiding on the oncoming lane side, the vehicle is safe outside the own lane. It is necessary to find a space, but there is a problem that it is difficult to find such a space.
On the other hand, in the conventional technology that facilitates deceleration by performing brake control, when the target obstacle is an oncoming vehicle, even if it is determined that avoidance by the brake is difficult, avoidance by steering Since the possibility remains until just before the collision, there is a problem that the operation condition of the automatic control is not satisfied, and as a result, the operation of the brake control becomes slow.

  Therefore, an object of the present invention is to provide a vehicle travel safety device capable of performing appropriate collision avoidance control in accordance with the situation of departure from an appropriate course of the vehicle.

The invention according to claim 1 detects an oncoming vehicle that detects an object existing in the traveling direction of the host vehicle, detects a relative position and a relative speed between the object and the host vehicle, and detects an oncoming vehicle from the object. Knowledge means (for example, object detection means 12 in the embodiment), movement state detection means for detecting the movement state of the own vehicle (for example, own vehicle movement state detection means 11 in the embodiment), and an appropriate course are detected. Appropriate route detection means (for example, white line detection processing M2 of the arithmetic device 10 in the embodiment) and departure determination means for determining deviation of the own vehicle or oncoming vehicle from the detected appropriate route (for example, calculation in the embodiment) Oncoming vehicle departure determination processing M4) of the device 10, estimation means for estimating the possibility of collision between the host vehicle and the oncoming vehicle (for example, collision possibility determination processing M5 of the arithmetic device 10 in the embodiment), and the estimation hand Control means for controlling at least one of the steering means and the braking means of the own vehicle so as to avoid the collision based on the possibility of collision by the vehicle (for example, the arithmetic device 10, the steer control means 15, the brake control means in the embodiment) 16), wherein the control means is compared with a case where it is determined that the own vehicle has deviated when the deviation determining means determines that the oncoming vehicle has deviated. Then, the control of the steering means is suppressed or stopped, and the control for supporting the operation of the braking means is performed (for example, the steer control amount calculation process M8 and the brake control amount calculation process M9 of the calculation device 10 in the embodiment). ).
The assisting operation of the braking means in the present invention includes increasing the braking force generated by the braking means and advancing the generation timing of the braking force.

  According to the present invention, the control by the control means is changed depending on whether the vehicle determined to have deviated by the departure determination means is an oncoming vehicle or the own vehicle, so that it is appropriate in any situation. It is possible to perform simple collision avoidance control. That is, when it is determined that the host vehicle has deviated, the driver's driving is supported by controlling at least one of the steering unit and the braking unit to return the host vehicle to an appropriate course at an appropriate speed. By doing so, collision avoidance control with an oncoming vehicle can be appropriately performed. On the other hand, when it is determined that the oncoming vehicle has deviated, the control of the steering means is suppressed or stopped and the control for supporting the operation of the braking means is performed as compared with the case where the own vehicle has deviated. As a result, it is possible to prevent unreasonable control of the steering means in a situation that is difficult to avoid on the oncoming lane side, and it is possible to reduce the relative speed with the oncoming vehicle by quickly decelerating the own vehicle. The collision avoidance control can be performed appropriately.

  The invention according to claim 2 is the apparatus according to claim 1, further comprising alarm means (for example, alarm means 14 in the embodiment) for performing an alarm based on the possibility of a collision, and the control means includes: When it is determined by the departure determining means that the oncoming vehicle has departed, the warning means is actuated earlier than when it is determined that the own vehicle has deviated.

  According to the present invention, when the oncoming vehicle deviates, the warning means is activated early so that the driver of the oncoming vehicle can easily recognize its own driving situation at an early stage, and appropriate collision avoidance can be achieved. Driving can be encouraged. In addition, it is possible to prompt early collision avoidance driving for the driver of the own vehicle.

The invention according to claim 3 is the one according to claim 1 or 2, wherein the relative positional relationship between the own vehicle and the oncoming vehicle is obtained based on the detection result of the oncoming vehicle detection means, On the basis of the positional relationship and the detection result of the motion state detecting means, the steering means is controlled to avoid a collision with the oncoming vehicle by controlling the steering means, and the oncoming vehicle is controlled by controlling the braking means. An avoidance difficulty calculating means for obtaining at least one of the braking avoidance difficulty levels for avoiding a collision with the vehicle (for example, a steer control amount calculation process M8 and a brake control amount calculation process M9 in the calculation device 10 in the embodiment), The control means activates at least one of the steering means and the braking means when the avoidance difficulty calculated by the first evacuation difficulty calculation means exceeds a predetermined value. To.
According to the present invention, the control means can operate the steering means and the braking means in accordance with the level of the avoidance difficulty level, which contributes to appropriate collision avoidance control with the oncoming vehicle. be able to.

The invention according to claim 4 is the invention according to any one of claims 1 to 3, wherein the control means is generated by a driver's braking operation when a deviation is judged by the deviation judging means. The braking means is controlled to increase by a predetermined amount from the braking force to be applied.
According to the present invention, when a departure is determined by the departure determining means, a braking force stronger than usual can be generated by the braking means. It is possible to contribute to appropriate collision avoidance control.

According to the first aspect of the present invention, it is possible to perform appropriate collision avoidance control in accordance with the situation of departure from the proper course of the vehicle.
According to the second aspect of the present invention, it is possible to prompt the driver of the oncoming vehicle or the driver of the own vehicle to perform an early collision avoidance operation.

According to the invention which concerns on Claim 3, it can contribute to appropriate collision avoidance control with an oncoming vehicle.
According to the invention which concerns on Claim 4, the speed of the own vehicle can be reduced rapidly and it can contribute to appropriate collision avoidance control with an oncoming vehicle.

Hereinafter, a vehicle travel safety apparatus according to an embodiment of the present invention will be described with reference to the accompanying drawings. FIG. 1 is a configuration diagram of a vehicle travel safety device according to an embodiment of the present invention.
The vehicle travel safety device 1 according to the present embodiment includes an own vehicle driving state detection means 11, an object detection means 12, a navigation means 13, a calculation device 10, an alarm means 14, a steering control means 15, a brake. And a control means 16.

The own vehicle movement state detection means 11 is composed of a vehicle speed sensor, a yaw rate sensor, and an acceleration sensor.
The object detection means 12 includes radar means and imaging means, and is means for detecting and recognizing objects and lanes around the own vehicle using data obtained by these means.
The photographing means includes, for example, a CCD camera or a C-MOS camera that can capture an image in the visible light region or the infrared region, and images the outside of a predetermined detection range in front of the traveling direction of the host vehicle P.
Further, as the radar means, for example, a radar such as a laser beam or a millimeter wave is provided, and a transmission signal such as a laser beam or a millimeter wave is transmitted in an appropriate detection direction (for example, forward of the traveling direction of the host vehicle). The transmission signal is reflected by an object (detection target) outside the host vehicle, and the reflection signal and the transmission signal are mixed to generate a beat signal. Output.

  The navigation means 13 has road map information and own vehicle position detection means. And, for example, for road data acquired from the map data storage unit provided inside, map matching based on each of the positioning signal and autonomous navigation calculation processing, or information on the current position of the vehicle obtained from either The position detection result is corrected, and the detected current position of the vehicle or an appropriate vehicle position input by the operator via the input unit including various switches and a keyboard is displayed. Control the map display in the department.

The alarm means 14 is a means for performing an audible alarm such as a sound, a visual alarm such as a display, and a tactile alarm such as a steering vibration.
The steer control means 15 controls at least one of the steering torque and the steering angle in accordance with a command from the arithmetic unit 10. The steering control means 15 generates a steering force for assisting a driver to operate a steering wheel (not shown) and a steering force for avoiding a collision.
The brake control means 16 controls the brake pressure according to a command from the arithmetic device 10. The brake control means 16 controls the braking force generated in the vehicle P.

  Then, the arithmetic unit 10 calculates avoidance control based on the information input by the own vehicle motion state detection unit 11, the object detection unit 12, and the navigation unit 13, and based on the calculation result, the alarm unit 14, The steering control means 15 and the brake control means 16 are controlled.

FIG. 2 is an explanatory diagram showing the flow of processing of the system of the present invention. As shown in the figure, the computing device 10 first detects the current position and speed of the host vehicle P by the host vehicle motion state detection means 11 (M1). Then, the predicted course PR of the host vehicle P is calculated based on at least the speed and yaw rate of the host vehicle P (see FIG. 3).
Further, the position of the white line on the road is obtained from the object detected using the object detection means 12 (M2). And the relative position and relative speed with respect to the own vehicle P about the detected object are calculated | required, and the oncoming vehicle Q is detected from the magnitude | size of relative speed. That is, the oncoming vehicle Q is different from other stationary objects and preceding vehicles, and approaches the host vehicle P, that is, the relative speed becomes larger than the speed of the host vehicle. When it is larger than the speed by a certain amount or more, it can be determined that the vehicle is an oncoming vehicle Q (M3).

  Next, based on the positional relationship with the oncoming vehicle Q and the expected course PR of the own vehicle P, the possibility of collision between the own vehicle P and the oncoming vehicle Q is determined (M5). Further, based on the positional relationship between the white line on the road, the oncoming vehicle Q, and the own vehicle P, a judgment is made on whether to deviate from the appropriate course for the oncoming vehicle Q or the own vehicle P (M4). This determination will be described later with reference to FIG.

Then, the avoidance support control calculation (M6) is performed based on the vehicle departure determination shown in M4 and the collision possibility determination shown in M5. That is, if it is determined in the collision possibility determination shown in M5 that the possibility of a collision with the oncoming vehicle Q is high, an avoidance yaw rate ωavoid necessary to avoid a collision with the oncoming vehicle Q is set (M8 ), And a necessary braking force is set (M9). Next, steering control is performed so as to generate the avoidance yaw rate ωavoid (M11), or brake control is performed so as to generate the set braking force (M12). Further, collision avoidance support is performed such as generating alarms such as alarms generated by the alarm means 14 and alarms by display, seat belt pull-in, steering reaction force, steering vibration, etc. (M10).
In the present embodiment, the avoidance support control calculation (M6) and the corresponding collision avoidance support (M10) are determined depending on whether the vehicle determined by the vehicle departure determination shown in M4 is the own vehicle P or the oncoming vehicle Q. To M12).

Before describing this content, the content of the white line detection process (M2) and the appropriate course departure determination (M4) described above will be described. FIG. 4 is an explanatory diagram showing a road situation when a vehicle departure is determined.
First, white lines 31 to 33 are detected using a camera image taken by a photographing unit included in the object detection unit 12. At this time, in addition to the camera image, the radar unit included in the object detection unit 12 is also used to detect an object around the host vehicle P.
Next, a road direction vector is calculated using the detected white lines 31 to 33. At the same time, the center line (in this case, the white line 32) is estimated from the detected white lines 31 to 33. As the estimation logic, the detected white line 32 is discontinuous, and the travel vectors of the objects moving in the right side and the left side of the white line 32 (in this case, the own vehicle P and the oncoming vehicle Q) are reversed. , Etc., can be used.

When the angle θ of the traveling direction of the host vehicle P with respect to the calculated road direction vector is obtained and the angle θ is equal to or larger than the threshold value, or when it is detected that the host vehicle P straddles the center line 32. Then, it is determined that the own vehicle P has deviated to the oncoming lane side.
On the other hand, the advancing direction of the oncoming vehicle Q is detected by the radar means or the imaging means included in the object detecting means 12, and the angle θ ′ of the advancing direction of the oncoming vehicle Q with respect to the road direction vector is obtained. If the oncoming vehicle Q is in the direction of approaching the own vehicle P, or if it is detected that the oncoming vehicle Q straddles the center line 32, the oncoming vehicle Q is in the own lane. It is judged that the vehicle P has deviated and the vehicle P has not deviated.
Furthermore, another method of deviation determination will be described with reference to FIG. Here, the positional relationship of the oncoming vehicle Q with respect to the expected course PR of the own vehicle P is used. As is well known, the expected course PR can be obtained as a turning radius by dividing the vehicle speed by the yaw rate. In the case of left-hand traffic, the oncoming vehicle Q is normally positioned on the right side with respect to the predicted route PR, as shown in FIGS. 5 (a) and 5 (b). Conversely, when the oncoming vehicle Q is on the left side of the expected course PR as shown in FIGS. 5C and 5D, it is determined that the host vehicle P or the oncoming car Q has deviated from the proper course. Will be able to. In this way, the departure determination can be easily performed without detecting the lane itself by the photographing means or the like.

Next, the operation timing of avoidance support will be described.
First, the distance D between the host vehicle P and the oncoming vehicle Q is divided by the relative speed Vr to estimate the oncoming vehicle arrival time (hereinafter referred to as TTC) until the oncoming vehicle Q is reached. And according to the magnitude | size of oncoming vehicle arrival time TTC, the avoidance assistance control by an avoidance assistance means is performed.
In the present embodiment, the oncoming vehicle arrival time TTC has a first reference time T1, a second reference time T2, and a third reference time T3 (T1>T2> T3), and the oncoming vehicle arrival time TTC. Is compared with these reference times T1 to T3, and control corresponding to the determination result is performed.

Specifically, when the oncoming vehicle arrival time TTC falls below the first reference time T1, the alarm means 14 is activated to generate a warning sound. Thereby, the driver of the own vehicle P or the oncoming vehicle Q can be made to recognize the state of each vehicle, and an appropriate driving | operation can be encouraged.
Next, when the oncoming vehicle arrival time TTC falls below the second reference time T2, in addition to the warning sound, a bodily sensation alarm due to the retracting of the seat belt, weak braking, steering vibration, etc. is also performed.
When the oncoming vehicle arrival time TTC falls below the third reference time T3, the following oncoming vehicle avoidance control is performed in addition to the alarm described above.
These reference times T1, T2, and T3 may be constants, or may be variable depending on the surrounding environment such as the weather and the situation such as the driver's arousal level.

Oncoming vehicle avoidance control performed at this time includes steer control and brake control. First, an avoidance support method using steer control will be described with reference to FIG. FIG. 3 is an explanatory diagram showing a road situation when performing avoidance support determination by steer control.
First, the vehicle turning radius Restim is calculated by dividing the vehicle speed V of the host vehicle P by the yaw rate ω. Next, a position Xestim at which the oncoming vehicle Q passes (or possibly touches) is obtained from the relative position with respect to the oncoming vehicle Q and the relative speed V. Next, the predicted course PR of the own vehicle P is obtained from the position Xestim and the own vehicle turning radius Restim, and the predicted position (Xestim, Yestim) of the own vehicle P at a point where the oncoming vehicle Q passes is calculated. At this time, it is determined that the possibility of a collision is higher as Yestim is closer to the relative position Y with the oncoming vehicle Q. Here, the coordinates of the predicted position are those when the traveling direction of the host vehicle P is the X direction and the direction orthogonal to the traveling direction is the Y direction.

  Then, based on the calculated predicted position (Xestim, Yestim), the vehicle width direction for each of the case where the host vehicle P avoids to the left of the oncoming vehicle Q (PR_L) and the case where it avoids to the right (PR_R). The proper lateral position that can pass the oncoming vehicle Q properly is obtained. Then, offset distances (offset_L, offset_R) between the appropriate lateral position and the predicted position (Xestim, Yestim) of the host vehicle P are obtained.

  Next, when it is determined that the left offset distance offset_L is greater than the right offset distance offset_R and there are no other obstacles on the avoidance path of the host vehicle P, the avoidance path is selected to the right of the oncoming vehicle Q. On the other hand, when it is determined that the left offset distance offset_L is equal to or less than the right offset distance offset_R and there is no other obstacle on the avoidance path of the host vehicle P, the avoidance path is selected to the left of the oncoming vehicle Q. If it does in this way, the own vehicle P can be avoided in the path | route which is easy to avoid the oncoming vehicle Q among right and left course PR_L, PR_R, and there is no other obstacle.

Then, on the selected route, the avoidance yaw rate ωavoid necessary to avoid the oncoming vehicle Q based on the distance L to the predicted point passing the oncoming vehicle Q and the offset distance (offset_L, offset_R) necessary for avoidance. Is calculated.
Then, a necessary steering force is generated by the steering control means 15 so as to generate the avoidance yaw rate ωavoid.

Next, an avoidance support method using brake control will be described. In this brake control, the processing up to the calculation of the avoidance yaw rate ωavoid is the same as the avoidance processing by the steer control, and thus the details are omitted.
Then, a steer avoidance difficulty level is set according to the calculated yaw rate ωavoid value. That is, when the yaw rate ωavoid is larger than the threshold value ω1 (eg, 0.4 G in terms of lateral G), the steer avoidance difficulty level 1 is set, and when the yaw rate ωavoid is greater than the threshold value ω2 (eg, 0.5 G in terms of lateral G) The avoidance difficulty level 2 is assumed, and in other cases (threshold value ω1 or less), the steer avoidance difficulty level 0 is assumed.

  Next, from the relative position and relative speed V between the host vehicle P and the oncoming vehicle Q, a deceleration G required to make the relative speed V between the host vehicle P and the oncoming vehicle Q zero before colliding with the oncoming vehicle Q is obtained. . When this deceleration G is greater than a threshold value (eg, 0.4G), it is assumed that the brake avoidance difficulty level is 1, and when it is greater than G2 (eg, 0.6G), it is assumed that the brake avoidance difficulty level is 2, otherwise. The brake avoidance difficulty level is 0.

Then, the braking force generated in the host vehicle P is controlled based on the brake avoidance difficulty level set as described above and the steer avoidance difficulty level. In the present embodiment, the contents of the steering control and the brake control are changed depending on whether the vehicle determined by the vehicle departure determination is the own vehicle P or the oncoming vehicle Q.
First, the case where it is determined that the host vehicle P has deviated will be described with reference to Table 1.

In this Table 1, the operation of the brake is controlled only by the steer avoidance difficulty level, regardless of the brake avoidance difficulty level. In this way, the braking force can be applied without hindering the avoidance operation when the steering force is generated by the steering control means 15 so as to return to the proper course.
When it is determined that the host vehicle P has deviated, it is effective to generate a steering force so that the steer control means 15 returns to an appropriate course (that is, a travel lane on the host vehicle side). Assist the driver in driving to return to the right course at the right speed.
Next, the case where it is determined that the oncoming vehicle Q has deviated will be described with reference to Table 2.

  As shown in Table 2, when it is determined that the oncoming vehicle Q has departed, the braking force generated by the brake control means 16 is greater than when it is determined that the host vehicle P has deviated. Is set to In this case, the control by the steering control means 15 is set to be suppressed or stopped as compared with the case where it is determined that the own vehicle P has deviated. That is, the steering force generated by the steering control means 15 is reduced or set to 0, compared to the case where it is determined that the host vehicle P has deviated.

  When it is determined that the oncoming vehicle Q has deviated, it is necessary to find a safe space outside the own lane when avoiding the own vehicle P on the oncoming lane side, but it is difficult to find such a space. Therefore, it cannot always be said that control by steering is effective. Therefore, as described above, by suppressing or canceling the control by the steer control means 15, it is possible to prevent the excessive steer control from being performed on the opposite lane side in a situation that is difficult to avoid. Since the relative speed with the oncoming vehicle Q can be reduced by increasing the braking force generated by the brake control means 16 and quickly decelerating the own vehicle P, the collision avoidance control with the oncoming vehicle Q is appropriately performed. Can be done.

Here, the weak brake is a slow deceleration G of about 0.2 G, and the strong brake is a deceleration G of about 0.6 G. The brake fluid pressure is controlled by the brake control means 16 so as to generate these decelerations G. Further, when the driver performs a brake operation while the automatic brake is operating, the brake pressure generated by the automatic brake is added to the brake pressure generated by the driver's brake operation (brake assist). In addition, the amount of brake assist may be set so that when the strong brake is activated, the amount is larger than when the weak brake is activated.
Next, modified examples of the steer control and the brake control will be described. First, the case where it is determined that the host vehicle P has deviated will be described with reference to Table 3.

This Table 3 differs from Table 1 in that the braking force to be generated is changed not only depending on the steer avoidance difficulty level but also on the brake avoidance difficulty level. That is, Table 3 is set so that the value of the braking force generated by the level of difficulty in avoiding the brake tends to increase or decrease with respect to Table 1.
Next, the case where it is determined that the oncoming vehicle Q has deviated will be described with reference to Table 4.

Similarly to Table 3, Table 4 is also set so that the value of the braking force generated by the level of the brake avoidance difficulty level tends to increase or decrease with respect to Table 2. However, the point that the braking force generated by the brake control means 16 is set to be larger than that in Table 3 is the same as in Table 2.
Therefore, as in the case shown in Table 2, since the relative speed with the oncoming vehicle Q can be reduced by quickly decelerating the own vehicle P, the collision avoidance control with the oncoming vehicle Q can be appropriately performed. .
Next, another embodiment of the present invention will be described. Since the main part is the same as that of the above-mentioned embodiment, description is abbreviate | omitted. In general, it is known that a steering avoidance limit for avoiding by steering is a characteristic as shown in FIG. 6 as a brake avoidance limit for avoiding a collision with an obstacle in the traveling direction by braking. In this characteristic, the timing for generating the braking force is changed when the deviation of the host vehicle P is determined.
That is, when the departure of the host vehicle P is determined as shown in FIG. 7A, the braking force is generated when the steering avoidance limit is reached. When the departure of the oncoming vehicle Q is determined, FIG. As shown in b), when the braking avoidance limit and the steering avoidance limit are reached, the brake control means 16 generates a braking force so that the timing for generating the braking force is advanced. As another example, as shown in FIG. 8 (a), when it is determined that the braking force is generated when both the steering avoidance limit and the braking avoidance limit are reached when the deviation of the host vehicle P is determined, the oncoming vehicle Q When it is determined that the vehicle has deviated, the brake control means 16 generates a braking force when the braking avoidance limit is reached, as shown in FIG. 8B, so that the timing for generating the braking force is advanced.
As described above, in the present embodiment, the timing at which the braking force is generated by the brake control means 16 when the oncoming vehicle Q deviates compared to the case where the own vehicle P deviates, so that the own vehicle P deviates. If the oncoming vehicle Q deviates and the vehicle P deviates, the vehicle P can be decelerated at an earlier timing and the relative speed can be reduced. Therefore, collision avoidance and collision damage can be reduced more effectively.

As described above, according to the traveling safety device for a vehicle according to the embodiment of the present invention, it is possible to perform appropriate collision avoidance control according to the situation of deviation of the proper course of the vehicle.
Of course, the contents of the present invention are not limited to the embodiments. For example, both control for increasing the braking force and control for increasing the timing for generating the braking force may be performed. Further, the present invention can be applied even to a vehicle having no navigation means. The avoidance yaw rate may be controlled by replacing it with the lateral G, the steering angle, and the lateral movement amount.

Also, when it is determined that the oncoming vehicle has departed, if the warning means is actuated earlier than when it is determined that the own vehicle has deviated, an appropriate collision avoidance operation can be performed for the driver of the oncoming vehicle. It is preferable in that it can be urged.
In addition, when it is determined that the oncoming vehicle has deviated, if the braking means is operated regardless of the steering avoidance difficulty level, a braking force is quickly generated even when the steering avoidance difficulty level is low. It is preferable at the point which can be made.

1 is a configuration diagram of a vehicle travel safety device according to an embodiment of the present invention. It is explanatory drawing which shows the flow of the system processing of this invention. It is explanatory drawing which shows the road condition at the time of performing avoidance assistance judgment by steer control. It is explanatory drawing which shows the road condition at the time of performing the deviation estimation determination of a vehicle. It is explanatory drawing which shows another method of the deviation determination of a vehicle. It is a graph which shows the characteristic of the brake avoidance limit based on the relative speed and relative distance of vehicles, and a steering avoidance limit. FIG. 7 is a graph defining whether or not a braking force is generated based on the characteristics of the braking avoidance limit and the steering avoidance limit shown in FIG. 6. FIG. 7 is another graph that defines whether or not a braking force is generated based on the characteristics of the braking avoidance limit and the steering avoidance limit shown in FIG. 6.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 ... Vehicle travel safety device 14 ... Alarm means 10 ... Arithmetic device (control means)
11 ... Own vehicle motion state detection means (motion state detection means)
12 ... Object detection means (oncoming vehicle detection means)
15 ... Steer control means (control means)
16 ... Brake control means (control means)
M2 ... White line detection processing (lane detection means)
M4 ... Deviation judgment processing (deviation judgment means)
M5 ... collision possibility judgment processing (estimating means)
M8 ... Steer control amount calculation process M9 ... Brake control amount calculation process

Claims (4)

  1. An oncoming vehicle detection means for detecting an object present in the traveling direction of the own vehicle, detecting a relative position and a relative speed between the object and the own vehicle, and detecting an oncoming vehicle from the object;
    Motion state detection means for detecting the motion state of the own vehicle;
    A course detecting means for detecting an appropriate course;
    Deviation determination means for determining a deviation of the own vehicle or the oncoming vehicle from the detected proper route;
    An estimation means for estimating the possibility of a collision between the host vehicle and the oncoming vehicle,
    Control means for controlling at least one of the steering means and the braking means of the own vehicle so as to avoid the collision based on the possibility of the collision by the estimating means;
    A vehicle safety device comprising:
    The control means suppresses or stops the control of the steering means when it is determined by the departure determination means that the oncoming vehicle has departed, compared to when it is determined that the own vehicle has deviated, A travel safety device for a vehicle, which performs control for supporting the operation of the braking means.
  2. Equipped with warning means to warn based on the possibility of collision,
    The control means accelerates the operation of the warning means when the departure determining means determines that the oncoming vehicle has departed, compared to when the own vehicle has determined to have deviated. Item 2. The vehicle travel safety device according to Item 1.
  3. Obtaining a relative positional relationship between the host vehicle and the oncoming vehicle based on a detection result of the oncoming vehicle detection unit, and controlling the steering unit based on the positional relationship and a detection result of the motion state detection unit; An avoidance difficulty calculating means for obtaining at least one of a steering avoidance difficulty level for avoiding a collision with an oncoming vehicle and a braking avoidance difficulty level for avoiding a collision with an oncoming vehicle by controlling the braking means. ,
    The control means activates at least one of the steering means and the braking means when the difficulty level calculated by the avoidance difficulty level calculation means exceeds a predetermined value. The vehicle travel safety device according to claim 1 or 2.
  4.   The control means controls the braking means so as to increase a predetermined amount from a braking force generated by a driver's braking operation when a deviation by the deviation judging means is judged. The vehicle travel safety device according to any one of claims 1 to 3.
JP2005126246A 2005-04-25 2005-04-25 Vehicle travel safety device Expired - Fee Related JP4531621B2 (en)

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