JP4767930B2 - Vehicle travel safety device - Google Patents

Description

  The present invention determines the possibility that the own vehicle will collide with the moving body based on the estimated course of the own vehicle and the estimated course of the moving body, and travels the vehicle that supports the collision avoidance operation when there is a possibility of the collision. It relates to safety devices.

There is a possibility that the external vehicle sensing device detects the controlled vehicle close to the vehicle and the navigation device recognizes the road shape on which the vehicle and the controlled vehicle travel, and the vehicle and the controlled vehicle collide at the intersection. In order to avoid a collision by issuing an alarm to the driver, it is known from Patent Document 1 below.
Japanese Patent Laid-Open No. 11-242799

  However, since the conventional device uses a navigation device to determine the possibility of collision, the navigation device is updated with old data even if there is no target intersection data or there is intersection data. In such a case, the intersection may not be recognized correctly. Even if the intersection can be recognized correctly, the position of the vehicle cannot be detected correctly due to errors in the GPS or in-vehicle gyro, so the positional relationship between the vehicle and the intersection becomes inaccurate, and the collision possibility is determined with high accuracy. There is a possibility of not being able to.

  The present invention has been made in view of the above circumstances, and provides a vehicle travel safety device capable of reliably avoiding a collision with a control target vehicle based on information from an object detection means mounted on the host vehicle. The purpose is to do.

  In order to achieve the above object, according to the invention described in claim 1, object detection means for detecting an object around the own vehicle at predetermined time intervals, and traveling state detection means for detecting the traveling state of the own vehicle. And a relative relationship calculating means for calculating a relative relationship between the vehicle and the object based on a detection result of the object detecting means, and a first route for estimating a path of a moving body among the objects based on the relative relationship Estimation means, second course estimation means for estimating the course of the host vehicle based on the traveling state of the host vehicle, and an estimated position on the estimated course of the mobile body and an estimated position on the estimated course of the host vehicle. Collision determination means for determining whether or not there is a possibility of collision between the moving body and the own vehicle, and collision avoidance for supporting collision avoidance operation of the own vehicle when the collision determination means determines that there is a possibility of collision Driving safety of vehicles equipped with support means When the relative relationship calculating means detects the preceding moving body ahead of the moving body in the traveling direction, the first course estimating means estimates the moving body based on the course of the preceding moving body. There is proposed a vehicle travel safety device comprising a course correction means for correcting an estimated course, wherein the collision determination means judges the possibility of collision based on the corrected estimated course of the moving body.

  According to the invention described in claim 2, in addition to the configuration of claim 1, the course correction means is configured such that when the deviation of the course of the moving body with respect to the course of the preceding moving body is less than a predetermined value, A travel safety device for a vehicle is proposed in which the estimated course of the moving body is corrected.

  According to the invention described in claim 3, in addition to the configuration of claim 1 or claim 2, based on the relative relationship between the preceding moving body and the moving body, the moving body is separated from the preceding moving body. A vehicle travel safety device is provided, comprising: a deceleration estimation unit that estimates deceleration for avoiding a collision of the vehicle, wherein the collision determination unit determines a collision possibility in consideration of the deceleration Is done.

  The control target vehicle VB of the embodiment corresponds to the moving body of the present invention, and the preceding vehicle VC of the embodiment corresponds to the preceding moving body of the present invention.

  According to the configuration of the first aspect, when the object detection unit detects an object around the vehicle at a predetermined time interval, the relative relationship calculation unit calculates the relative relationship between the vehicle and the object based on the detection result of the object detection unit. And the first course estimating means estimates the course of the moving body among the objects based on the relative relationship. The collision judging means estimates the estimated position of the moving body on the estimated course and the second path estimating means. Based on the estimated position of the own vehicle on the estimated course of the vehicle, it is determined whether or not there is a possibility that the mobile body and the vehicle collide, and if it is determined that there is a possibility of collision, the collision avoidance support means Support collision avoidance operation of own vehicle. At this time, if the preceding moving body is detected ahead of the moving body by the relative relationship calculating means, the course correcting means corrects the estimated course of the moving body based on the course of the preceding moving body. It is possible to accurately estimate the course and perform an accurate collision avoidance operation.

  According to the second aspect of the present invention, when the deviation of the path of the moving body relative to the path of the preceding moving body is less than the predetermined value, the path correcting means corrects the estimated path of the moving body. It is possible to correct the estimated path of the moving body by confirming that the moving path is moved, and it is possible to improve the accuracy of the estimated path of the moving body.

  According to the third aspect of the present invention, when the preceding moving body is decelerated or stopped, the moving body traveling behind it is expected to decelerate in order to avoid a collision with the preceding moving body. By determining the possibility of collision in consideration of the deceleration of the mobile body estimated by the deceleration estimation means, the determination means accurately estimates the position of the mobile body on the estimated course and performs an accurate collision avoidance operation. Can do.

  Hereinafter, embodiments of the present invention will be described with reference to the accompanying drawings.

  1 to 5 show an embodiment of the present invention. FIG. 1 is a block diagram of an electronic control unit of a traveling safety device for a vehicle, FIG. 2 is a flowchart for explaining the operation, and FIG. FIG. 4 is a diagram showing the positional relationship between the vehicle and the preceding vehicle, FIG. 4 is a diagram corresponding to FIG. 3 when the preceding vehicle is stopped, and FIG. 5 is a time chart corresponding to FIG.

  As shown in FIG. 1, the vehicle travel safety device according to the present embodiment is an object detection means configured by one or both of a television camera and a radar device that detect an object in a predetermined range in the left-right direction in front of the vehicle. 11, and the vehicle speed, acceleration / deceleration, yaw rate, steering angle (future estimated yaw rate), accelerator opening (future estimated acceleration / deceleration), brake pedal force (future estimated acceleration / deceleration), etc. Driving state detection means 12 composed of various sensors for detecting the driving state, automatic braking means 13 for braking the vehicle without the driver's spontaneous braking operation, buzzer, lamp, chime, etc. for the driver And an electronic control unit U connected to an alarm means 14 for prompting a spontaneous braking operation.

  The electronic control unit U includes a relative relationship calculation means M1, a course correction means M2, a deceleration estimation means M3, a first course estimation means M4, a second course estimation means M5, a collision determination means M6, and collision avoidance. And support means M7.

  The relative relationship calculating unit M1 selects a moving body from the objects detected by the object detecting unit 11 at predetermined time intervals, and calculates a relative relationship such as a relative position and a relative speed of the moving body with respect to the host vehicle. The moving body includes a control target vehicle that may collide with the host vehicle and a preceding vehicle that travels immediately before the target vehicle.

  The first course estimation means M4 estimates the first course that is the future course of the controlled vehicle calculated by the relative relationship calculation means M1. This first course can be estimated from the past relative relationship of the controlled vehicle calculated by the relative relationship calculating means M1. On the other hand, the second course estimating means M5 estimates the second course that is the future course of the host vehicle based on the past running state of the host vehicle detected by the running state detecting means 12.

  The collision determination means M6 includes a first course that is the future course of the controlled vehicle estimated by the first course estimation means M4, and a second course that is the future course of the host vehicle estimated by the second course estimation means M5. Is compared to determine whether or not the own vehicle may collide with the controlled vehicle. The possibility of collision can be determined from the position, speed, acceleration / deceleration of the vehicle to be controlled on the first path, and the position, speed, acceleration / deceleration of the own vehicle on the second path.

  The collision avoidance support means M7 activates the automatic braking means 13 to automatically brake the own vehicle when the collision determination means M6 determines that the own vehicle may collide with the vehicle to be controlled. A collision with the control target vehicle is avoided by issuing an alarm that activates the driver to voluntarily brake the vehicle.

  By the way, as shown in FIG. 3, when the road on which the own vehicle VA travels joins in the middle of the curved road on which the control target vehicle VB travels, the position b1 of the control target vehicle VB that is currently in front of the curved road. The predicted positions of the future control target vehicle VB estimated from the above are as b2 and b3, and when the vehicle collides with the control target vehicle VB at the position a2 of the future own vehicle VA estimated from the current position a1 of the own vehicle VA. It will be judged.

  However, since the control target vehicle VB actually enters the curve road and turns right, the control target vehicle VB deviates from the estimated predicted positions b2 and b3, and there is no possibility of collision between the host vehicle VA and the control target vehicle VB. Nevertheless, there is a problem in that it is erroneously determined that a collision occurs, and the automatic braking means 13 and the warning means 14 operate unnecessarily.

  Therefore, in the present embodiment, the relative relationship calculating means M1 calculates and stores the trajectory TC of the preceding vehicle VC from the relative relationship of the preceding vehicle VC traveling immediately before the control target vehicle VB with respect to the own vehicle VA. The course correction means M2 corrects the predicted course of the control target vehicle VB based on the trajectory TC of the preceding vehicle VC. Specifically, the trajectory TB until the control target vehicle VB reaches the position b2 is compared with the trajectory TC of the preceding vehicle VC, and the deviation E is a predetermined value (for example, 1.75 m ± 0.5 m which is half the lane width). ), The predicted trajectory TB ′ of the controlled vehicle VB is corrected to be parallel to the trajectory TC of the preceding vehicle VC. As a result, the collision determination means M6 can make a correct determination if there is no possibility that the host vehicle VA collides with the control target vehicle VB, and the automatic braking means 13 and the alarm means 14 perform an unnecessary operation and perform the driver. It is possible to reliably prevent the user from feeling uncomfortable.

  Further, when the preceding vehicle VC decelerates or stops, it is predicted that the control target vehicle VB will also decelerate following it, so the deceleration estimation means M3 estimates the deceleration of the control target vehicle VB and determines this as a collision determination. This is reflected in the collision determination in the means M6. By determining the possibility of collision in consideration of the deceleration of the control target vehicle VB, it is possible to accurately estimate the position of the control target vehicle VB on the estimated course and perform an accurate collision avoidance operation.

  That is, as shown in FIG. 4, when the road on which the host vehicle VA travels joins in the middle of the curved road on which the control target vehicle VB travels, the host vehicle VA and the control target vehicle VB may collide. The collision area is shaded. Then, it is assumed that the preceding vehicle VC serving as the obstacle is stopped at the c1 position in front of the control target vehicle VB.

  FIG. 5A shows an estimation result of the arrival / escape time to the collision area in the control method of the conventional example, where Tth in FIG. 5 is a system operation threshold value for collision avoidance, and the own vehicle VA or the control target When the time TAi, Tbi when the vehicle VB enters the collision area is later than the system operation threshold value Tth (TAi ≧ Tth, Tbi ≧ Tth), it is sufficient for the own vehicle VA or the control target vehicle VB to enter the collision area. The collision avoidance system does not operate because there is time to spare and the driver can voluntarily avoid the collision.

  In FIG. 5 (A), the front end of the host vehicle VA is predicted to enter the collision area at time TAi, and then is blocked by the preceding vehicle VC that is stopped, so that the time TAo leaving the collision area is infinite. is expected. On the other hand, the front end of the control target vehicle VB is predicted to enter the collision area at time TBi. In this case, the host vehicle VA and the control target vehicle VB are simultaneously present in the collision region, and as shown in FIG. 4, the control target vehicle at the b3 position on the right side of the host vehicle VA at the a3 position at time TBi. Since it is predicted that the front end of the VB will collide, automatic braking and warning are executed. However, in reality, the controlled vehicle VB decelerates so as to avoid a collision with the preceding vehicle VC that stops forward, so that no collision occurs, and unnecessary automatic braking and warning are executed.

  FIG. 5B shows the control method of the present embodiment. In this case, since deceleration of the control target vehicle VB for avoiding a collision with the preceding vehicle VC that stops ahead is considered, It is predicted that the time TBi at which the front end of the vehicle VB is predicted to enter the collision area is significantly delayed and later than the system operation threshold Tth, and the time TBo at which the control target vehicle VB leaves the collision area is predicted to be infinite. When the time TBi at which the front end of the control target vehicle VB is predicted to enter the collision region is later than the system operation threshold value Tth, automatic braking or warning is not executed, and as shown in FIG. When the VA turns left and reaches the a4 position, the controlled vehicle VB is still in the b2 position. This is a general left turn / merging state, and the host vehicle VA and the controlled vehicle VB do not collide even if automatic braking or warning is not executed.

  The above operation will be further described with reference to the flowchart of FIG.

  First, in step S1, the traveling state of the host vehicle VA is detected, in step S2, the traveling states of the control target vehicle VB and the preceding vehicle VC are detected, in step S3, the course of the host vehicle VA is estimated, and in step S4, the control target vehicle is detected. The course of VB is estimated, and in step S5, the course of the controlled vehicle VB is corrected from the traveling state of the preceding vehicle VC (that is, the trajectory TC of the preceding vehicle VC). In step S6, the collision with the preceding vehicle VC that becomes an obstacle is corrected. In step S7, a collision area (see FIG. 4) where the course of the own vehicle VA and the course of the controlled vehicle VB intersect is calculated.

  If a collision area exists in the subsequent step S8, a time TAi and a time TAo at which the host vehicle VA enters the collision area and a time TBi and a time TBo at which the controlled vehicle VB enters the collision area are calculated in step S9. In step S10, when the time TAi at which the host vehicle VA enters the collision area is later than the time TBo at which the controlled vehicle VB leaves the collision area, the time TAo at which the host vehicle VA leaves the collision area collides with the controlled vehicle VB. When the time TAi when the own vehicle VA enters the collision area is later than the system operation threshold Tth when the time TBi enters the area, the time TBi when the control target vehicle VB enters the collision area is greater than the system operation threshold Tth. If any one of the later cases is established, it is determined that no collision occurs between the host vehicle VA and the control target vehicle VB, and the process returns to step S1. Otherwise, it is determined that a collision occurs. In step S11, the automatic braking means 13 and the warning means 14 are activated to avoid a collision.

  Thus, since the estimated course of the controlled vehicle VB estimated based on the relative relationship with the host vehicle VA calculated by the relative relationship calculating means M1 is corrected based on the trajectory TC of the preceding vehicle VC, the controlled vehicle It is possible to accurately estimate the actual course of VB and perform highly accurate collision determination, thereby enabling accurate collision avoidance control.

  The embodiments of the present invention have been described above, but various design changes can be made without departing from the scope of the present invention.

  For example, the collision avoidance support means M7 does not need to control the operation of both the automatic braking means 13 and the warning means 14, and may be either one, or may operate other means such as a steering reaction force applying means. It may be controlled.

Block diagram of an electronic control unit of a vehicle travel safety device Flow chart explaining operation A diagram showing the positional relationship between the host vehicle, the controlled vehicle, and the preceding vehicle The figure corresponding to FIG. 3 when the preceding vehicle is stopped Time chart corresponding to FIG.

Explanation of symbols

11 Object detection means 12 Travel state detection means E Deviation M1 Relative relation calculation means M2 Course correction means M3 Deceleration estimation means M4 First course estimation means M5 Second course estimation means M6 Collision judgment means M7 Collision avoidance support means VA Own vehicle VB Controlled vehicle (moving body)
VC preceding vehicle (preceding moving body)

Claims (3)

Object detection means (11) for detecting objects around the host vehicle (VA) at predetermined time intervals;
Traveling state detection means (12) for detecting the traveling state of the vehicle (VA);
A relative relationship calculating means (M1) for calculating a relative relationship between the vehicle (VA) and the object based on a detection result of the object detecting means (11);
First course estimation means (M4) for estimating the course of the moving body (VB) of the objects based on the relative relationship;
Second course estimation means (M5) for estimating the course of the host vehicle (VA) based on the traveling state of the host vehicle (VA);
Whether there is a possibility of collision between the moving body (VB) and the host vehicle (VA) based on the estimated position on the estimated path of the moving body (VB) and the estimated position on the estimated path of the host vehicle (VA). A collision determination means (M6) for determining whether
In a vehicle travel safety device comprising a collision avoidance support means (M7) for assisting a collision avoidance operation of the host vehicle (VA) when it is determined by the collision determination means (M6) that there is a possibility of a collision,
When the relative relationship calculating means (M1) detects the preceding moving body (VC) ahead of the moving body (VB) in the advancing direction, the first path based on the path of the preceding moving body (VC). A course correction means (M2) for correcting the estimated course of the moving body (VB) estimated by the estimation means (M4);
The vehicle travel safety device, wherein the collision determination means (M6) determines the possibility of collision based on the corrected estimated course of the moving body (VB).   The course correction means (M2) calculates the estimated course of the moving body (VB) when a deviation (E) of the course of the moving body (VB) with respect to the course of the preceding moving body (VC) is less than a predetermined value. The travel safety device for a vehicle according to claim 1, wherein the travel safety device is corrected.   Based on the relative relationship between the preceding moving body (VC) and the moving body (VB), the deceleration that estimates the deceleration for the moving body (VB) to avoid a collision with the preceding moving body (VC). The vehicle travel safety according to claim 1 or 2, further comprising an estimation unit (M3), wherein the collision determination unit (M6) determines a collision possibility in consideration of the deceleration. apparatus.

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