JP4907207B2 - Vehicle travel safety device - Google Patents

Description

  The present invention relates to a vehicle travel safety device, and more specifically to a device that avoids a collision with an object such as a preceding vehicle.

  Recently, pedestrian warning devices that warn the driver of the presence of pedestrians that are difficult to see when driving at night, and information providing devices such as a surrounding blind spot monitor have been commercialized. These technologies provide information whether or not the driver is aware of the object, so if the driver is aware, the driver is warned of the fact that it is aware, There is an inconvenience of being bothered.

In this regard, for example, in the technique described in Patent Document 1 below, the margin time is calculated by dividing the detected distance between vehicles at the start of deceleration by the relative speed, and the margin time is stored for each deceleration, and the stored margin time is stored. The estimated time of the driver is estimated from the above, and the value obtained by multiplying the estimated relative time value by the estimated relative time value is added to the detected inter-vehicle distance value to calculate the estimated inter-vehicle distance. If it is shorter, it is configured to warn. As described above, the technique disclosed in Patent Document 1 does not give the driver a sense of inconvenience by appropriately configuring the alarm in a region suitable for the individuality of the driver.
JP-A-7-159525

  However, in the technique described in Patent Document 1, although the driver may take a large margin for safely stopping the vehicle, the estimated time is not enough because the driver rarely decelerates. Since the minimum time is estimated, it is not always satisfactory in terms of driving safety.

  Therefore, the object of the present invention is to solve the above-described problems, provide the information required by each driver with high accuracy without giving a sense of inconvenience, and prevent the vehicle from lacking in terms of driving safety. It is to provide a traveling safety device.

In order to solve the above-mentioned object, in claim 1, when the object is detected by the object detecting means, the object detecting means for detecting an object existing around the vehicle, the vehicle and the object are detected. Relative relationship calculating means for calculating a relative relationship consisting of relative distance and relative speed, collision avoidance supporting means for supporting collision avoidance between the vehicle and an object, and operating the collision avoidance supporting means based on the relative relationship In a vehicle travel safety device provided with support operating means, driver intention detecting means for detecting driver intention comprising at least one of a deceleration intention and a lane change intention, and each time the driver intention is detected An expected collision time calculation means for calculating an expected collision time expected to be required until the vehicle collides with the object based on the relative relationship, and an expected collision time calculation means. With and a largest calculated estimated collision time storage means for storing a predicted collision predicted collision time calculation frequency is highest among the time that the most calculated estimated collision time, the largest calculated estimated collision time storage means, the estimated collision time The predicted collision time calculated by the calculating means is compared with the maximum calculated predicted collision time, and when the calculated number of predicted collision times at which the difference is equal to or greater than the predetermined time reaches a predetermined number, the maximum predicted collision time is increased and corrected. the support actuating means, together with the calculated predicted collision time is less than the stored largest calculated estimated collision time, only when the driver's intention is not detected, and constructed as actuating the collision avoidance assistance means .

In the vehicle travel safety device according to claim 2, when the object detection unit detects an object that is present obliquely behind the vehicle, the assist operation unit calculates the expected collision time calculation unit. When the predicted collision time is equal to or shorter than the maximum calculated predicted collision time and the intention to change the lane in the direction approaching the object is detected, the collision avoidance support means is configured to operate.

In the vehicle safety device according to claim 3 , the vehicle safety device includes road surface condition detecting means for detecting a road surface condition on which the vehicle travels, and the maximum calculation predicted collision time storage means is provided by the road surface condition detecting means. When the road surface is detected as a low friction coefficient road surface, the maximum calculation expected collision time is increased and corrected.

The vehicle safety device according to claim 4 includes road surface gradient detection means for detecting a gradient of a road surface on which the vehicle travels, and the most frequently calculated predicted collision time storage means includes the road surface gradient detection means. Based on the detection result, the most frequently calculated expected collision time is corrected.

The vehicle travel safety device according to claim 5 includes deceleration detection means for detecting deceleration of the vehicle and steering angle detection means for detecting a steering angular speed of the vehicle, and the maximum calculation prediction. The collision time storage means stores the predicted collision time calculated by the predicted collision time calculation means when the deceleration greater than a predetermined value or the steering angular velocity greater than a predetermined value is detected as the most frequently calculated predicted collision time. Configured to be excluded from the target.

According to claim 1, a driver's intention comprising at least one of a deceleration intention and a lane change intention is detected, and a relative distance and a relative speed with an object existing around the vehicle each time the driver's intention is detected. Calculate the expected collision time that is expected to be required for the vehicle to collide with the object based on the relative relationship consisting of And the calculated predicted collision time is compared with the maximum calculated predicted collision time, and when the calculated number of predicted collision times at which the difference is equal to or greater than the predetermined time reaches the predetermined number, the maximum predicted collision time is increased and corrected. , together with the calculated predicted collision time is less than the stored largest calculated estimated collision time, only when the deceleration intention is not detected, actuating the collision avoidance assist means for supporting the collision avoidance of objects Ku configuration, in other words, when estimated from the normal operation and different operating data to the psychological state such frustration of the driver is estimated to be in a different psychological states and usually increases the most calculating estimated collision time Since the collision avoidance support means is operated at an early stage after correction, the timing of the driving operation normally performed by the driver is stored, and the collision avoidance support means is operated in consideration of the timing. Without giving, the information which each driver | operator needs can be provided accurately, and driving safety can be improved .

In the vehicle travel safety device according to claim 2, when an object that is present obliquely behind the vehicle is detected, the predicted collision time is less than or equal to the maximum calculated predicted collision time, and in a direction approaching the object. When the intention to change lanes is detected, the collision avoidance support means is configured to operate, in other words, the timing of the lane change operation normally performed by the driver is stored, and the lane change operation is performed after the timing has passed. Since the collision avoidance support means is configured to operate when the operation is performed, the collision can be avoided without giving a sense of inconvenience.

The vehicle safety device according to claim 3 is configured to detect the condition of the road surface on which the vehicle travels, and to increase and correct the most frequently calculated predicted collision time when the road surface is detected as a low friction coefficient road surface. Therefore, when driving on a low friction coefficient road surface where the braking distance increases compared to the dry road surface due to getting wet, the collision avoidance support means is activated earlier than in the case of the other case, so the above effect is achieved. In addition, information can be provided at a more appropriate timing that matches the road surface condition.

In the travel safety apparatus for a vehicle according to claim 4, to detect the gradient of the road surface on which the vehicle travels, since as configured to correct the most calculating estimated collision time on the basis of the detection result, for example, upper Ri gradient It is possible to operate the collision avoidance support means later by correcting the decrease at the time of driving, or to increase the speed by correcting the increase at the time of descending slope. Information can be provided at a more appropriate timing.

In the vehicle travel safety device according to claim 5 , the vehicle deceleration and the steering angular velocity are detected, and the prediction calculated when the deceleration greater than a predetermined value or the steering angular velocity greater than the predetermined value is detected. Since the configuration is such that the collision time is excluded from the object stored as the most frequently calculated predicted collision time, in other words, the operation data different from the normal operation is excluded from the object stored as the most frequently calculated predicted collision time. In addition to the effect, it is possible to prevent the influence of a transient event from being affected, and it is possible to accurately calculate the most frequently calculated predicted collision time.

  The best mode for carrying out a vehicle travel safety device according to the present invention will be described below with reference to the accompanying drawings.

  FIG. 1 is a schematic diagram generally showing a vehicle travel safety device according to a first embodiment of the present invention.

  In FIG. 1, reference numeral 10 denotes a vehicle, and a four-cylinder internal combustion engine (shown as “ENG” in FIG. 1, hereinafter referred to as “engine”) 12 is mounted on the front thereof. The output of the engine 12 is input to an automatic transmission (shown as “T / M” in FIG. 1) 14. The automatic transmission 14 is a stepped type with 5 forward speeds and 1 reverse speed, and the output of the engine 12 is appropriately shifted there and transmitted to the left and right front wheels 16, driving the left and right front wheels 16, and the left and right rear wheels. 20 is driven and the vehicle 10 is driven.

  The driver's seat of the vehicle 10 is provided with an alarm device 22 including an audio speaker and an indicator, and alerts the driver by voice and vision (described later). A brake pedal 24 disposed on the driver's seat floor of the vehicle 10 is a brake (disc brake) mounted on each of the left and right front wheels 16 and rear wheels 20 via a master back 26, a master cylinder 30 and a brake hydraulic mechanism 32. 34.

  When the driver operates (depresses) the brake pedal 24, the depressing force (depressing force) is increased by the master back 26, and the master cylinder 30 generates a braking pressure with the increased depressing force, via the brake hydraulic mechanism 32. Then, the brakes 34 attached to the front wheels 16 and the rear wheels 20 are operated to decelerate (brake) the vehicle 10. A brake switch 36 is disposed in the vicinity of the brake pedal 24 and outputs an ON signal when the driver operates the brake pedal 24.

  The brake hydraulic mechanism 32 includes an electromagnetic solenoid valve group inserted in an oil passage connected to a reservoir, a hydraulic pump, and an electric motor (all not shown) that drives the hydraulic pump. The electromagnetic solenoid valve group is connected to an ECU (Electronic Control Unit) 40 via a drive circuit (not shown). Therefore, the four brakes 34 are mutually connected by the ECU 40 separately from the operation of the brake pedal 24 by the driver. Configured to operate independently.

  A first millimeter wave radar 42 is provided at the front portion of the vehicle 10 to transmit a modulated wave toward the front (vehicle traveling direction), and a second millimeter wave radar 44 is provided at the rear portion of the vehicle 10. Then, the modulated wave is transmitted backward. The outputs of the first and second millimeter wave radars 42 and 44 are sent to first and second radar output processing ECUs (electronic control units) 42a and 44a, both of which are microcomputers.

  In the first and second radar output processing ECUs 42a and 44a, the modulated waves transmitted from the first and second millimeter wave radars 42 and 44 are mixed with the received waves received via the antenna (not shown). Thus, the presence or absence of an object such as a preceding vehicle or a following vehicle existing in a detection area in front of or behind the vehicle 10, that is, around the vehicle 10, is detected. The outputs of the first and second radar output processing ECUs 42 a and 44 a are sent to an ECU (electronic control unit) 40. In the first embodiment and the second embodiment and later described below, the object to be detected is not limited to the vehicle, but includes a person, a bicycle, a structure, and the like.

  Although illustration is omitted, the ECU 40 is constituted by a microcomputer including a CPU, a RAM, a ROM, an input / output circuit, and the like. The ECU 40 is energized to start operation when the engine 12 is started, and stops operating when the engine 12 is stopped. The ECU 40 includes an EEPROM 40a in addition to the RAM and ROM. The EEPROM 40a is a writable nonvolatile memory, and holds (stores) the written data even after the ECU 40 stops its operation.

  Wheel speed sensors 46 are arranged in the vicinity of the front wheels 16 and the rear wheels 20 (one for each of the front and rear wheels), and output a pulse signal for each predetermined rotation angle of each wheel. A steering angle sensor 52 is disposed in the vicinity of the steering wheel 50 provided in the driver's seat of the vehicle 10 and generates an output proportional to the steering angle of the steering wheel 50 input by the driver.

  In addition, a turn signal operation sensor 54 is connected to a turn signal (direction indicator) switch (not shown) disposed in the vicinity of the steering wheel 50, and the direction of the turn is changed by the driver's turn signal operation direction, that is, a lane change or the like. When this occurs, an output indicating the changed direction is generated, and a road surface condition detection sensor 56 including a light intensity sensor, a humidity sensor, and a temperature sensor is disposed at an appropriate position of the vehicle 10.

  A crank angle sensor 60 is disposed near the crankshaft (not shown) of the engine 12 to output a pulse signal such as a crank angle signal, and an intake pipe absolute pressure sensor is provided to an intake pipe (not shown). 62 is arranged and outputs a signal corresponding to the absolute pressure (engine load) in the intake pipe. A throttle opening sensor 64 is disposed near a throttle valve (not shown) and outputs a signal corresponding to the throttle opening.

  The output of the sensor group described above is also sent to the ECU 40. The ECU 40 counts the outputs of the four wheel speed sensors 46, detects the vehicle speed indicating the traveling speed of the vehicle 10 by calculating an average value thereof, and counts the output of the crank angle sensor 60 to measure the engine speed. NE is detected.

  Further, regarding the road surface condition detection sensor 56 including the light intensity sensor, the humidity sensor, and the temperature sensor, the ECU 40 detects the road surface condition on which the vehicle 10 travels from the output of each sensor, and more specifically calculates the estimated coefficient of friction. .

  FIG. 2 is a flowchart showing the operation of the apparatus shown in FIG. The illustrated program is executed by the ECU 40 every 100 msec.

  In the following, it is determined (detected) in S10 whether or not an object exists. FIG. 3 is an explanatory diagram showing the processing (detection operation). As shown in FIG. 3, in S10, the vehicle (own vehicle) is based on the output of the first radar output processing ECU 42a (and the second radar output processing ECU 44a). ) It is determined (detected) whether or not an object 100 such as a preceding vehicle (or a following vehicle) exists around 10. FIG. 3 shows a case in which the front of the vehicle 10 is detected. In the process of S12, it is also determined (detected) whether or not an object 100 such as a following vehicle is present behind the vehicle 10.

  When the result in S10 is negative, the subsequent processing is skipped. When the result is affirmative, the process proceeds to S12, and the relative distance and relative speed between the vehicle 10 and the detected object 100 are detected. Since the relative distance indicates the separation distance from the vehicle 10 to the object 100 and the relative speed indicates the relative moving speed of the object 100 with respect to the vehicle 10, the relative distance and the relative speed mean a relative relationship between the vehicle 10 and the object 100. .

  Next, in S14, it is determined whether or not a deceleration intention or a lane change intention is detected. The intention to decelerate is the intention of the driver to decelerate the vehicle 10, and is determined by detecting whether or not the driver has operated the brake 34 from the output of the brake switch 36. The intention to change the lane is the intention of the driver to change the lane, and is determined from the output of the blinker operation sensor 54. Thus, in S14, the presence or absence of the driver's intention comprising the intention to decelerate and the intention to change lanes is detected.

  When the result in S14 is negative, the subsequent processing is skipped. When the result is affirmative, the process proceeds to S16 to calculate an expected collision time TTC. FIG. 3 shows an expected collision time TTC. The predicted collision time TTC is calculated by dividing the relative distance detected in S12 by the relative speed. As described above, in S16, whenever the driver's intention is detected in S14, the avoidance is indicated by the driver's intention to decelerate or change lane based on the relative relationship formed by the relative speed and the relative distance detected in S12. When an action is taken, if it is assumed that there is no avoidance action, an expected collision time TTC that is expected to be required until the vehicle 10 collides with the object 100 is calculated.

  Next, in S18, the value of the calculation number counter N is incremented by one, and in S20, it is determined whether or not the value of the counter N is 100 or more. Note that the calculation number counter N is reset to zero when the ignition switch is turned on, and accumulates the count value until the ignition switch is turned off. When the result in S20 is negative, the subsequent processing is skipped, and when the result is affirmative, the process proceeds to S22, where the most frequently calculated predicted collision time TO is determined, and the process proceeds to S24 where the determined maximum calculated predicted collision time TO is stored in the EEPROM 40a. Remember.

  FIG. 4 is an explanatory diagram showing the determination work of the most frequently calculated predicted collision time TO. As shown in the figure, when the expected collision time TTC is plotted on the horizontal axis and the calculation frequency is plotted on the vertical axis, the TTC value having the highest calculation frequency can be obtained. In this way, the predicted collision time having the highest calculation frequency in the calculated predicted collision time TTC is determined and stored as the maximum calculated predicted collision time TO. Here, the value with the highest calculation frequency is determined because the value is the time until the avoidance operation normally performed by the driver, that is, the driver normally takes the avoidance action based on the maximum estimated collision time TO. Because it is considered.

  FIG. 5 is a flowchart showing the operation of the apparatus shown in FIG. 1 in the same manner, and is executed every 100 msec by the ECU 40 in parallel with the processing of FIG.

  In the following description, whether or not the object 100 exists in S100 is determined by the same method as described in S12. When the result is negative, the subsequent processing is skipped, and when the result is positive, the process proceeds to S102. The relative distance and relative speed with respect to the detected object 100, that is, the relative relationship is detected again. Next, in S104, the expected collision time TTC is calculated by the same method as described in S16.

  Next, the process proceeds to S106, where the most frequently calculated predicted collision time TO stored in S24 of the flow chart of FIG. 2 is read, and the process proceeds to S108, where it is determined whether or not the predicted collision time TTC is less than or equal to the most frequently calculated predicted collision time TO. That is, it is determined whether or not a time equal to or longer than the maximum calculation expected collision time TO has elapsed since it was determined in S100 that the object 100 exists.

  When the result in S108 is negative, the subsequent processing is skipped. When the result is affirmative, the process proceeds to S110, and it is determined by the same method as described in S14 whether or not the intention to decelerate or the lane change is detected. When the result in S110 is affirmative, the following process is skipped because the avoidance action intention (driver intention) is detected within the time until the avoidance action that the driver normally performs.

  On the other hand, when the result in S110 is negative, the intention of avoidance operation is not detected within the time until the avoidance operation normally performed by the driver. In other words, the maximum calculation expected collision time TO elapses and the driving is performed. Since the person's intention is not detected, the process proceeds to S112, and if it is left as it is, it is determined that the risk of collision is large, the process proceeds to S114, and an alarm is executed. Specifically, the process of S114 is performed by operating the alarm device 22 and notifying the driver by voice or vision.

  In the vehicle travel safety device according to the first embodiment, as described above, the driver's intention comprising at least one of the intention to decelerate and the intention to change lanes is detected, and the vehicle 10 is detected each time the driver's intention is detected. An expected collision time TTC that is expected to be required for the vehicle 10 to collide with the object 100 is calculated based on a relative relationship consisting of a relative distance and a relative speed with the object 100 existing around the vehicle, and the calculated expected collision is calculated. The predicted collision time with the highest calculation frequency in time is stored as the maximum calculated predicted collision time TO, and an alarm device (collision avoidance) that supports collision avoidance with the object 100 based on the stored maximum calculated predicted collision time TO Support means) 22 is activated, more specifically, when the predicted collision time TTC is less than or equal to the maximum calculated predicted collision time TO and the driver's intention is not detected. It was constructed as to operate the device 22.

  In other words, the timing of the driving operation normally performed by the driver, that is, the time until the avoidance operation is stored, and the alarm device 22 is activated in consideration of the timing (time). Without giving it, the information required by each driver can be provided with high accuracy, and there is no lack of driving safety.

  FIG. 6 is a flow chart similar to FIG. 5, showing the operation of the vehicle travel safety apparatus according to the second embodiment of the present invention. In the second embodiment, the flowchart of FIG. 6 is also executed every 100 msec in parallel with the processing of FIG.

  Explained below, in S200, as shown in FIG. 7, an object 100 such as a following vehicle exists behind the lane (indicated by L2) adjacent to the lane (indicated by L1) on which the vehicle (own vehicle) 10 travels. In other words, whether or not the object 100 exists obliquely behind the vehicle 10 is determined (detected) by the same method as described in S10.

  When the result in S200 is negative, the subsequent processing is skipped. When the result is affirmative, the process proceeds to S202, and the relative distance and relative speed between the vehicle 10 and the detected object 100, that is, the relative relationship is detected. Next, the process proceeds to S204, and the predicted collision time TTC is calculated by the same method as described in S16. The process proceeds to S206, the stored maximum calculated predicted collision time TO is read, and the process proceeds to S208, where the predicted collision time TTC is the maximum calculated predicted collision. It is determined whether or not it is less than time TO.

  FIG. 7 shows an estimated collision time TTC. This estimated collision time TTC is based on the relative relationship consisting of the relative speed and the relative distance detected in S202, and there is no avoidance action when the vehicle 10 changes to the lane L2. Assuming that the vehicle 10 collides with the object 100 (more precisely, the time when the object 100 collides with the vehicle 10) is expected.

  FIG. 8 is an explanatory diagram showing the determination work of the most frequently calculated predicted collision time TO in the second embodiment. Even in the second embodiment, the value of the predicted collision time TTC having the highest calculation frequency is determined and stored as the maximum calculated predicted collision time TO. In the second embodiment, the most frequently calculated predicted collision time TO means an estimated time until a collision when it is assumed that avoidance action is not performed when the driver normally performs a lane change.

  Returning to the description of the flow chart in FIG. 6, when the result in S208 is negative, the subsequent processing is skipped, and when the result is positive, the process proceeds to S210, and the intention to change the lane in the direction in which the object 100 is detected, that is, It is determined from the output of the turn signal operation sensor 54 whether or not the intention to change the lane toward the lane L2 is detected.

  When the result in S210 is negative, the following process is skipped because there is no possibility of a collision. When the result is affirmative, the process proceeds to S212, and if left as it is, it is determined that the risk of collision with the object 100 due to the lane change is high. In S214, the alarm device 22 is activated to execute an alarm.

  The remaining configuration is not different from the first embodiment.

  In the traveling safety device for a vehicle according to the second embodiment, when an object existing obliquely behind the vehicle 10 is detected, the predicted collision time TTC is less than or equal to the maximum calculated predicted collision time TO and When the intention to change the lane in the approaching direction is detected, the alarm device 22 is activated. In other words, the timing of the lane change operation that is normally performed by the driver is stored, and the timing is excessive. Since the alarm device 22 is activated when a lane change operation is performed, a collision can be avoided without giving a sense of inconvenience.

  FIG. 9 is a flow chart similar to FIG. 6, showing the operation of the vehicle travel safety apparatus according to the third embodiment of the present invention.

  In the following, in S300, whether or not an object exists is determined (detected) in the same manner as in the previous embodiment. When the result in S300 is negative, the subsequent processing is skipped. When the result is affirmative, the process proceeds to S302, and the relative distance and relative speed between the vehicle 10 and the detected object 100 are detected.

  Next, the process proceeds to S304, where it is determined whether or not a deceleration intention or a lane change intention has been detected. If the determination is negative, the subsequent processing is skipped. If the determination is affirmative, the process proceeds to S306, and the expected collision time TTC is calculated in the same manner. To do. Next, the process proceeds to S308, where the value of the calculation number counter N is incremented by one, and the process proceeds to S310, where it is determined whether the value of the counter N is 100 or more. When the result in S310 is negative, the subsequent processing is skipped. When the result is affirmative, the process proceeds to S312 and the most frequently calculated predicted collision time TO is determined by the same method as described in S22, and the process proceeds to S314 to store it. .

  Next, the process proceeds to S316, and the road surface condition, more specifically, the road surface state on which the vehicle 10 travels is detected. This is performed by calculating a friction coefficient estimated value based on the output of the road surface condition detection sensor 56, more specifically based on the output.

  Next, in S318, the calculated friction coefficient estimated value is compared with an appropriately set threshold value to determine whether the traveling road surface is a low friction coefficient road surface. When the result in S318 is negative, the subsequent processing is skipped. When the result is affirmative, the process proceeds to S320, and the stored maximum calculation predicted collision time TO is corrected to be increased.

  The remaining configuration is the same as that of the first or second embodiment, for example, an alarm is executed when it is determined that the collision risk level is high based on the maximum corrected predicted collision time TO.

  In the travel safety device for a vehicle according to the third embodiment, the condition of the road surface on which the vehicle 10 travels is detected, and when the road surface is detected as a low friction coefficient road surface, the most frequently calculated predicted collision time TO is corrected to be increased. When driving on a road surface with a low coefficient of friction where the braking distance is increased as compared with a dry road surface due to getting wet, the alarm device 22 is activated earlier than in the case where it does not occur. In addition to the effects, information can be provided to the driver at a more appropriate timing that matches the road surface condition.

  FIG. 10 is a flowchart similar to FIG. 9 showing the operation of the vehicle travel safety apparatus according to the fourth embodiment of the present invention.

  The description will be focused on the differences from the third embodiment. From S400 to S414, the same processing as that of the third embodiment is performed, and the process proceeds to S416 to detect the gradient of the road surface on which the vehicle 10 travels.

  In the fourth embodiment, the road surface gradient is detected by calculation. That is, the expected acceleration expected for the vehicle 10 when traveling on a flat road according to a preset characteristic from the detected vehicle speed and throttle opening is calculated for the third speed. On the other hand, the actual acceleration actually generated by the vehicle 10 is calculated from the differential value of the vehicle speed, the correction coefficient is calculated according to the preset characteristics from the same parameters, and the calculated actual acceleration is multiplied to obtain a value corresponding to the third speed. To correct. Next, the difference between the predicted acceleration and the actual acceleration (equivalent to the 3rd speed) is obtained, and the average value is calculated. If the average value is a positive value, the degree of the upward gradient is obtained. If the average value is a negative value, the degree of the downward gradient is obtained. Is a value indicating. The details are described in detail in Japanese Patent No. 2902177 previously proposed by the applicant of the present invention, and further description thereof will be omitted.

  Next, the process proceeds to S418, in which it is determined whether or not the traveling road surface is an upward slope. If the determination is affirmative, the process proceeds to S420, and the stored maximum calculated predicted collision time TO is corrected to be decreased. On the other hand, when the result in S418 is negative, the program proceeds to S422, where it is determined whether or not the traveling road surface is a downward slope. When the result is affirmative, the program proceeds to S424, and the stored maximum calculated predicted collision time TO is corrected to be increased. If the result in S422 is negative, the subsequent processing is skipped.

  The remaining configuration is the same as that of the first or second embodiment, for example, an alarm is executed when it is determined that the collision risk is high based on the corrected maximum calculated predicted collision time TO. As a result, the alarm device 22 is activated later when the vehicle is going uphill, while it is operated earlier when the vehicle is going downhill.

  In the vehicle travel safety device according to the fourth embodiment, the gradient of the road surface on which the vehicle 10 travels is detected, and the most frequently calculated predicted collision time TO is corrected based on the detection result. In this case, since the decrease correction is performed, the alarm device 22 can be activated later, and information can be provided to the driver at a more appropriate timing that matches the road surface condition. Further, since the increase correction is made when the vehicle is on a downward slope, the alarm device 22 can be operated early, and similarly, information can be provided to the driver at a more appropriate timing that matches the road surface condition. it can.

  FIG. 11 is a flowchart similar to FIG. 2 showing the operation of the vehicle travel safety apparatus according to the fifth embodiment of the present invention.

  The description will focus on the differences from the first embodiment. After performing the same processing as in the first embodiment from S500 to S506, the process proceeds to S508 to detect deceleration or steering angular velocity. The deceleration is detected by calculating a differential value of the detected vehicle speed and determining whether or not it is a negative value. Similarly, the steering angular velocity is calculated by calculating the differential value of the steering angle detected from the output of the steering angle sensor 52.

  Next, the process proceeds to S510, where it is determined whether a deceleration greater than a predetermined value (in absolute value) or a steering angular speed greater than a predetermined value has been detected. If the determination is affirmative, the process proceeds to S512, and the expected collision time calculated in S506 this time. Delete TTC. On the other hand, when the result in S510 is NO, the program proceeds to S514, and the value of the calculation number counter N is incremented by one.

  Next, the process proceeds to S516, where it is determined whether the value of the counter N is 100 or more. When the result is negative, the subsequent processing is skipped. When the result is affirmative, the process proceeds to S518, and the most frequently calculated predicted collision time TO is described in S22. The process is the same as that described above, and the process proceeds to S520 to store it.

  In the vehicle travel safety device according to the fifth embodiment, the predicted collision time TTC calculated when a deceleration greater than a predetermined value or a steering angular velocity greater than a predetermined value is detected is used as the maximum calculated predicted collision time TO. Since it is configured so as to be excluded from the target stored as the most frequently calculated predicted collision time TO, it is regarded as driving data different from the normal driving, in other words, the transient event It is possible to prevent the influence, and therefore the maximum calculation expected collision time TO can be accurately calculated.

  The remaining configuration is the same as in the first or second embodiment, for example, an alarm is issued when it is determined that the collision risk level is large based on the stored maximum calculated predicted collision time TO.

  FIG. 12 is a flowchart similar to FIG. 11 showing the operation of the vehicle travel safety apparatus according to the sixth embodiment of the present invention.

  When focusing on the differences from the previous embodiment, after performing the same processing as in the fifth embodiment from S600 to S606, the process proceeds to S608, and the stored maximum calculation predicted collision time TO is read out. Proceeding to S610, the predicted collision time TTC calculated in S606 this time is compared with the most frequently calculated predicted collision time TO read in S608, and it is determined whether or not the difference is equal to or greater than the predetermined time K in absolute value.

  When the result in S610 is affirmative, the process proceeds to S612, the value of the calculation number counter N is incremented by one, and the process proceeds to S614, where the value of the counter N has reached 5 (predetermined number), in other words, the expected collision time TTC. It is determined whether the number of times of calculation of the predicted collision time TTC in which the difference in the maximum calculated predicted collision time TO is equal to or greater than the predetermined time K in absolute value has reached a predetermined number (5 times). When the result in S614 is negative, the subsequent processing is skipped. When the result is affirmative, the process proceeds to S616, and the stored maximum calculation predicted collision time TO is increased and corrected.

  Next, in S618, the value of the calculation number counter N is reset to zero. If the determination at S610 is No, the processing from S612 to S618 is skipped.

  The remaining configuration is the same as in the first or second embodiment, for example, an alarm is issued when it is determined that the collision risk level is high based on the maximum corrected predicted collision time TO.

  In the traveling safety device for a vehicle according to the sixth embodiment, the predicted collision time TTC is compared with the maximum calculated predicted collision time TO, and the number of times of calculation of the predicted collision time when the difference is equal to or greater than the predetermined time K is 5 When the number of times is equal to or greater than a predetermined number of times, the maximum expected collision time is configured to be increased and corrected. In other words, a psychological state such as a driver's feeling of frustration is estimated from driving data different from normal driving, and the psychological state is different from normal In the case where it is estimated that the maximum number of predicted predicted collision times TO is increased and corrected so that the collision avoidance support means is activated at an early stage, the driving safety can be further improved in addition to the effects described above.

  In the first to sixth embodiments, as described above, the object detection means (the first millimeter wave radar 42, the first radar output processing ECU 42a, the second radar) detects the object 100 existing around the vehicle 10. When the object is detected by the millimeter wave radar 44, the second radar output processing ECU 44a, the ECU 40, S10, S100, S200, S300, S400, S500, S600) and the object detecting means, the vehicle and the object are detected. Relative relationship calculating means (ECU 40, S12, S102, S202, S302, S402, S502, S602) for calculating a relative relationship consisting of a relative distance and a relative speed, and collision avoidance support for supporting collision avoidance between the vehicle and the object Means (alarm device 22) and support actuating means (ECU 40,) that actuates the collision avoidance support means based on the relative relationship 114, S214), a driver intention detecting means (ECU 40, S14, S110, S210, S304, S404) for detecting a driver intention comprising at least one of a deceleration intention and a lane change intention. , S504, S604) and an expected collision time calculation that calculates an expected collision time TTC that is expected to be required until the vehicle collides with the object based on the relative relationship each time the driver's intention is detected. Meaning (ECU 40, S16, S104, S204, S306, S406, S506, S606) and the predicted collision time with the highest calculation frequency among the predicted collision times calculated by the predicted collision time calculation means is set as the maximum calculated predicted collision time. The most frequently calculated predicted collision time storage means (ECU 40, S22, S24, S312, S3) 4, S 412, S 414, S 518, S 520), and the support operating means is configured to operate the collision avoidance supporting means based on the stored maximum calculated expected collision time (ECU 40, S 114, S 214). did.

  In the vehicle travel safety device according to the first to sixth embodiments, the assist activation means has an expected collision time TTC calculated by the expected collision time calculation means that is equal to or less than the maximum calculated expected collision time TO. When the driver's intention is not detected, the collision avoidance support means is operated (ECU 40, S108 to S114, S208 to S214).

  In the vehicle travel safety apparatus according to the second embodiment, when the object detection unit detects an object that is present obliquely behind the vehicle (ECU 40, S200), the support operation unit performs the expected collision time. When the predicted collision time TTC calculated by the calculation means is equal to or less than the maximum calculated predicted collision time TO and the intention to change the lane in the direction approaching the object is detected, the collision avoidance support means is activated (ECU 40 , S208 to S214).

  The vehicle travel safety apparatus according to the third embodiment includes road surface condition detection means (road surface condition detection sensor 56, ECU 40, S316) for detecting the condition of the road surface on which the vehicle travels, and the maximum calculation prediction. The collision time storage means is configured to increase and correct the most frequently calculated predicted collision time TO when the road surface condition detection means detects the road surface as a low friction coefficient road surface (ECU 40, S318, S320).

  The vehicle travel safety apparatus according to the fourth embodiment includes road surface gradient detection means (wheel speed sensor 46, throttle opening sensor 64, ECU 40, S416) for detecting the gradient of the road surface on which the vehicle travels. The maximum calculation predicted collision time storage unit is configured to correct the maximum calculation predicted collision time (ECU 40, S418 to S424) based on the detection result of the road surface gradient detection unit.

  In the vehicle travel safety apparatus according to the fifth embodiment, deceleration detection means (wheel speed sensor 46, ECU 40, S508) for detecting the deceleration of the vehicle, and a steering angle for detecting the steering angular velocity of the vehicle. And detecting means (steering angle sensor 52, ECU 40, S508), and the most frequently calculated predicted collision time storage means detects the predicted collision time when a deceleration greater than a predetermined value or a steering angular speed greater than a predetermined value is detected. The predicted collision time TCC calculated by the calculation means is excluded from the object stored as the most frequently calculated predicted collision time TO (ECU 40, S510 to S512).

  In the vehicle travel safety apparatus according to the sixth embodiment, the maximum calculation predicted collision time storage means compares the predicted collision time TTC calculated by the predicted collision time calculation means with the maximum calculation predicted collision time TO. When the number of times of calculation of the expected collision time at which the difference is equal to or greater than the predetermined time K reaches the predetermined number (5 times), the maximum expected collision time is increased and corrected (ECU 40, S610 to S618).

  In the above description, the alarm device 22 is alarmed by both sound and vision, but the alarm device 22 may alarm only by either sound or vision. Further, instead of or in addition to the alarm device 22, a driver's seat (not shown) of the vehicle 10 may be vibrated by an appropriate means, or a seat belt (not shown) may be pulled in.

  Although an object is detected from the output of the millimeter wave radar, a laser radar or a CCD camera may be used instead of or in addition to it.

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a schematic diagram showing an overall traveling safety device for a vehicle according to a first embodiment of the present invention. It is a flowchart which shows operation | movement of the apparatus shown in FIG. It is explanatory drawing which shows the detection operation | movement of the object among the processes shown in FIG. It is explanatory drawing which shows the determination operation | work of the largest calculation estimated collision time TO among the processes shown in FIG. Similarly, it is a flowchart showing the operation of the apparatus shown in FIG. 1, and is a flowchart executed in parallel with the processing of FIG. FIG. 6 is a flow chart similar to FIG. 5 illustrating the operation of the vehicle travel safety device according to the second embodiment of the present invention. It is explanatory drawing which shows the detection operation | movement of the object among the processes shown in FIG. It is explanatory drawing which shows the determination operation | work of the maximum calculation estimated collision time TO in 2nd Example. FIG. 7 is a flow chart similar to FIG. 6, showing the operation of the vehicle travel safety apparatus according to the third embodiment of the present invention. FIG. 10 is a flow chart similar to FIG. 9 showing the operation of the vehicle travel safety apparatus according to the fourth embodiment of the present invention. FIG. It is a flowchart similar to FIG. 2 which shows operation | movement of the driving safety device of the vehicle which concerns on 5th Example of this invention. FIG. 12 is a flow chart similar to FIG. 11 showing the operation of the vehicle travel safety apparatus according to the sixth embodiment of the present invention.

Explanation of symbols

  DESCRIPTION OF SYMBOLS 10 Vehicle, 12 engine (internal combustion engine), 16 front wheel, 20 rear wheel, 22 alarm device, 34 brake, 36 brake switch, 40 ECU (electronic control unit), 42 1st millimeter wave radar, 42a 1st radar output Processing ECU, 44 Second millimeter wave radar, 44a Second radar output processing ECU, 46 Wheel speed sensor, 50 Steering wheel, 52 Steering angle sensor, 54 Winker operation sensor, 56 Road surface condition detection sensor, 60 Crank angle sensor, 62 Intake pipe absolute pressure sensor, 64 Throttle opening sensor

Claims (5)

An object detection means for detecting an object present around the vehicle, and a relative relationship calculation means for calculating a relative relationship comprising a relative distance and a relative speed between the vehicle and the object when the object is detected by the object detection means; A vehicle traveling safety device comprising: a collision avoidance support unit that supports collision avoidance between the vehicle and an object; and a support operation unit that operates the collision avoidance support unit based on the relative relationship. Driver intention detection means for detecting driver intention comprising at least one of lane change intentions, and required for the vehicle to collide with the object based on the relative relationship each time the driver intention is detected. Then, an expected collision time calculation means for calculating an expected collision time and an expected collision frequency with the highest calculation frequency among the expected collision times calculated by the predicted collision time calculation means. With and a largest calculated estimated collision time storage means for storing a most calculating estimated collision time time, the largest calculated estimated collision time storage means, the most calculating predicted collision predicted collision time the estimated collision time calculation means has calculated compared time, when calculating the number of estimated collision time that the difference is equal to or greater than a predetermined time has reached a predetermined number of times, the largest anticipated collision time and the increase correction, the supporting actuating means, the calculated predicted collision time Is less than the stored maximum calculated expected collision time , and the collision avoidance support means is operated only when the driver's intention is not detected . When the object detection means detects an object that is present obliquely behind the vehicle, the support activation means is less than or equal to the maximum expected collision time calculated by the expected collision time calculation means, when the lane change intention of the direction of approaching to the object is detected, the traveling safety device for a vehicle according to claim 1 Symbol mounting, characterized in that operating the collision avoidance assistance means. The road surface condition detecting means for detecting the condition of the road surface on which the vehicle travels is provided, and the most frequently calculated predicted collision time storage means is configured to detect the maximum when the road surface is detected as a low friction coefficient road surface by the road surface condition detecting means. The vehicle travel safety device according to claim 1 or 2, wherein the calculated predicted collision time is corrected to be increased. Road surface gradient detecting means for detecting the gradient of the road surface on which the vehicle travels is provided, and the maximum calculation predicted collision time storage means corrects the maximum calculation predicted collision time based on the detection result of the road surface gradient detection means. The vehicle travel safety device according to any one of claims 1 to 3 . The vehicle includes a deceleration detection unit that detects the deceleration of the vehicle and a steering angle detection unit that detects a steering angular velocity of the vehicle, and the most frequently calculated predicted collision time storage unit includes a deceleration greater than a predetermined value or a predetermined value. the estimated collision time calculated by the estimated collision time calculation means when the steering angular velocity is detected in the above claim 1, characterized in that excluded from the subject to be stored as the most calculating estimated collision time 4 The travel safety device for a vehicle according to any one of the above.

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