JP4909030B2 - Collision avoidance support system and vehicle equipped with the same - Google Patents

Description

The present invention relates to a collision avoidance support system for a vehicle, and in particular, a collision avoidance support system that suitably executes an automatic intervention operation that does not depend on the intention of a vehicle driver by considering the lateral distance between the host vehicle and an obstacle. About.

As a conventional collision avoidance support system that automatically performs an intervention operation such as a braking operation and avoids a collision in a situation where there is a possibility of a collision with a front obstacle, for example, an alarm is issued when there is a possibility of a collision. There is known a collision avoidance support system that emits or automatically brakes the vehicle regardless of the vehicle driver's intention (see, for example, Patent Document 1). In the collision avoidance support system disclosed in Patent Document 1, the minimum braking start distance that can be avoided is calculated from the distance to the obstacle and the vehicle speed, and when the steering operation is performed even in a situation less than the minimum braking start distance, By not starting intervention braking, unnecessary intervention braking is suppressed, and the driver feels uncomfortable.

JP 2004-224309 A

  However, in the above prior art, although the driver's discomfort is reduced by suppressing the intervention braking when avoiding by the steering operation of the driver, it does not consider the occupation ratio of the route due to the obstacle, Intervention braking may occur for obstacles that do not require steering, and conversely, even if steering avoidance is difficult, intervention braking will be delayed if there is a steering operation by the driver. There was a problem that the speed could not be reduced sufficiently.

The present invention has been made paying attention to the above-mentioned problem, and the object of the present invention is to perform a braking operation or steering so that the collision with the obstacle is avoided according to the possibility of the collision with the obstacle in front. In a collision avoidance support system that performs intervention control to avoid a collision with a front obstacle by an operation or a braking operation and a steering operation, based on the size of the obstacle in the estimated course of the host vehicle and the relative speed of the obstacle It is an object of the present invention to provide a collision avoidance support system that can reduce a sense of incongruity to a driver due to an intervention operation without changing the intervention start timing and without impairing safety.

In order to achieve the above object, the collision avoidance support system of the present invention performs a collision with a front obstacle by a braking operation or a steering operation or a braking operation and a steering operation of the vehicle according to the possibility of a collision with the front obstacle. A collision avoidance support system for performing intervention control so as to avoid, an intervention timing for calculating a planned intervention timing for starting the intervention control from distance information with a front obstacle and relative speed information between the front obstacle and the vehicle. A calculation means; a course margin calculation means for calculating a size in which the front obstacle covers the estimated course of the own vehicle from the lateral size and position information of the forward obstacle on the planned course on which the host vehicle is traveling; and and intervening timing correction means for determining intervention start timing by correcting the intervention planned timing by the size for closing the interior of the estimated path calculated by the path margin calculation means, when provided with In addition, the course margin calculation means calculates the position and size of the front obstacle based on the white line on the road, and estimates the estimated course of the vehicle based on the white line. Based on the position and size and the estimated course of the own vehicle, the size of the front obstacle blocking the estimated course of the own vehicle is calculated, and the intervention timing correction means is configured so that the front obstacle is within the estimated course of the own vehicle. It is characterized in that the intervention control by the braking operation or the intervention control by the steering operation is selected based on the size of the vehicle and the relative speed between the obstacle and the own vehicle .

  In the collision avoidance support system of the present invention, the intervention timing calculation means intervenes from the distance to the front obstacle measured by the distance measuring device attached in front of the vehicle and the relative speed between the own vehicle and the front obstacle. The front obstacle is calculated based on the lateral size and position of the front obstacle measured by the lateral position measuring means attached to the front of the vehicle. Is characterized in that it calculates the size of the vehicle within the estimated course of the vehicle.

In the collision avoidance support system of the present invention, the intervention start timing is determined by correcting the intervention scheduled timing according to the size of the obstacle ahead blocking the estimated path of the own vehicle, and the obstacle ahead is within the estimated path of the own vehicle. Since the intervention start timing is delayed when the vehicle is only slightly blocked, unnecessary intervention control when obstacles can be easily avoided is reduced, and the driver feels uncomfortable.
In addition, it is possible to preferentially select an intervention means that is advantageous for avoiding a front obstacle and effectively perform an intervention operation.

Further, the collision avoidance assistance system of the present invention, the lateral position measuring means includes an imaging device mounted to the front of the vehicle, the track margin calculation means on the road based on an image of the imaging apparatus It is characterized in that the position and size of the front obstacle with respect to the white line is calculated .

  In the collision avoidance support system of the present invention, the size and position of an obstacle in the lane range in which the vehicle travels is grasped based on an image taken by an imaging device such as a video camera, so that the shoulder on the road simultaneously with the obstacle. The position of the lane and the center line can also be grasped, and it can be determined with higher accuracy how much the obstacle is blocking the actual lane range.

  Further, the collision avoidance support system of the present invention includes a rear side distance measuring device attached to the rear part of the vehicle, and the intervention timing correction means obtains position information of the rear side obstacle by the rear side distance measuring device. In consideration of this, it is characterized by selecting between intervention control by braking operation or intervention control by steering operation, and confirms the presence of obstacles in the rear side, especially the presence of other vehicles catching up to the own vehicle from the adjacent lane Thus, the safety of the collision avoidance support system can be further increased by considering whether the intervention operation by steering can be performed safely.

  Furthermore, the collision avoidance support system of the present invention comprises road surface information estimation means, and the intervention timing correction means determines the intervention start timing in consideration of the road surface condition estimated by the road surface information estimation means. Therefore, it is possible to reduce the amount of delay of the intervention start timing in consideration of the road surface condition, especially information on the slipperiness of the road surface, and to make the intervention start timing suitable for the road surface condition, thereby further improving the safety of the collision avoidance support system. Can be increased.

  Furthermore, the collision avoidance support system of the present invention includes a driver determination unit that determines a driver, and the intervention timing correction unit determines the intervention start timing based on the driver information determined by the driver determination unit. The driver's individual driving tendency can be reflected in the correction of the intervention timing, and the uncomfortable feeling to the driver due to the intervention control can be reduced.

  Furthermore, the collision avoidance support system of the present invention includes external communication means capable of communication from the outside, and the intervention timing calculation means considers information on the position and action of the obstacle obtained by the external communication means. It is characterized by calculating the scheduled intervention timing, and it is possible to grasp the obstacle on the planned course of the vehicle by the information from the base station in addition to the distance measuring device, so the intervention timing calculation means ensures the obstacle It is possible to grasp and calculate the expected intervention timing.

  Furthermore, the vehicle of the present invention is characterized by being equipped with the above-described collision avoidance support system.

  The collision avoidance support system according to the present invention determines the intervention start timing by correcting the planned intervention timing according to the size of the obstacle ahead blocking the estimated course of the own vehicle, and the obstacle ahead blocks the estimated path of the own vehicle. When the size is small, the intervention start timing is determined by correcting to delay the scheduled intervention timing, so unnecessary intervention control when obstacles can be easily avoided is reduced, and Discomfort can be reduced.

  Below, the collision avoidance assistance system of this invention is demonstrated based on figures. FIG. 1 shows the overall configuration of an embodiment of a collision avoidance support system according to the present invention.

  The distance measuring device 101 is composed of a laser radar attached to the front part of the vehicle, and measures the distance to the front obstacle. Also, the distance measuring device 101 uses the measured distance measured last time and the measured distance measured this time. Calculate the relative speed between the car and the obstacle ahead. The distance measuring device 101 is not limited to the laser radar, and may be any device that can measure the distance to the front obstacle. If the distance measuring device 101 is a millimeter wave radar, it is possible to simultaneously measure the distance to the front obstacle and the relative speed.

  The own vehicle speed sensor 102 is attached so as to generate a number of output pulses proportional to the rotational speed of the transmission output shaft, that is, the vehicle speed, and measures the speed of the own vehicle. The vehicle speed sensor 102 may be attached so as to generate a pulse proportional to the rotational speed for each wheel. Intervention timing calculation means 103 determines whether the obstacle is a forward obstacle when traveling at the same speed based on the distance from the front obstacle measured by the distance measuring device 101 and the relative speed between the host vehicle and the front obstacle. While calculating the collision arrival time TTC, which is a margin time until the collision, the collision avoidance time TTB necessary for avoiding the collision with the front obstacle, that is, the own vehicle and the front obstacle are separated by a predetermined distance. At the position, the time required for the vehicle to make the relative speed to the front obstacle zero by the braking operation is calculated. When the collision arrival time TTC becomes the collision avoidance time TTB, it is a time when a braking operation for avoiding a collision is scheduled to start, and therefore the collision avoidance time TTB can be said to be a scheduled intervention timing.

  The lateral position measuring means 106 uses a distance measuring device 101 composed of a laser radar, and scans the distance measuring device 101 in the lateral direction to determine the size and position of an obstacle on a planned route on which the vehicle travels. measure. If the distance measuring device 101 is configured with a millimeter wave radar, the lateral position measuring means 106 may reconstruct the lateral information by aperture synthesis using the outputs of a plurality of antennas. Further, the lateral position measuring means 106 may be newly provided with means for detecting the lateral position of the obstacle without using the distance measuring device 101.

  The course margin calculation means 112 calculates an estimated course estimated that the host vehicle will travel, and based on the size and position of the obstacle on the planned path traveled by the host vehicle measured by the lateral position measurement unit 106. The size (width) that the lateral position of the obstacle occupies in the estimated course of the host vehicle is calculated.

  The intervention timing correction unit 104 corrects the intervention operation with respect to the collision avoidance time TTB calculated by the intervention timing calculation unit 103 based on the size of the obstacle ahead in the estimated course calculated by the course margin calculation unit 112. To do. That is, when the size of the front obstacle in the estimated course width of the host vehicle is small, the front obstacle can be avoided in a short time by the driver's steering operation, so the collision avoidance time TTB is shortened. The collision avoidance decision time TTD is determined with the correction. When the collision arrival time TTC becomes the collision avoidance determination time TTD, a signal for starting the braking intervention by the braking operation means is output to the intervention means 105. When the collision arrival time TTC becomes the collision avoidance determination time TTD, the braking operation for avoiding the collision is started, so the collision avoidance determination time TTD can be said to be an intervention start timing.

  In this embodiment, the intervention means 105 includes a braking operation means for avoiding a collision by a braking operation for operating the brake. When a signal for starting the braking intervention is input from the intervention timing correction means 104, the braking operation means Start braking intervention by. In this way, the braking force of the vehicle is controlled so that the collision with the obstacle is avoided according to the possibility of the collision with the front obstacle.

  In this embodiment, by correcting the collision avoidance time TTB, the intervention start timing is delayed according to the ease of obstacle avoidance, and if the driver performs an obstacle avoidance operation during that time, it is not necessary to perform braking intervention. As a result, unnecessary intervention can be reduced to reduce the driver's uncomfortable feeling. The warning means 110 notifies the driver by sound or the like that intervention control is performed immediately before or when braking intervention is started, or that an operation for avoiding the intervention is necessary. In the present embodiment, intervention control is performed by a braking operation to avoid a collision with a front obstacle. However, a collision with a front obstacle may be avoided by intervention control by a steering operation.

  Next, a method (calculation) of estimating an estimated course on which the host vehicle travels in the course margin calculation means 112 will be described with reference to FIG. In FIG. 2, 1 is the own vehicle, and 2 is a front obstacle (preceding other vehicle). The own vehicle 1 is provided with an own vehicle speed sensor 102, a steering angle sensor, and a yaw rate sensor as internal sensors, and detects the own vehicle speed, the steering angle, and the yaw rate. Therefore, based on the signals from the own vehicle speed sensor 102, the steering angle sensor, and the yaw rate sensor, the estimated course 201 that the own vehicle is estimated to pass geometrically from the information on the steering angle and own vehicle speed of the own vehicle 1 is assumed. Calculate. By comparing the estimated course 201 and the position of the obstacle 2 measured by the lateral position measuring means 106 and the size in the lateral direction by the course margin calculating means 112, the lateral position of the obstacle 2 is estimated by the vehicle. The size (width) d1 occupying the course width 201 can be calculated. More preferably, the estimated course 201 is obtained with higher accuracy by, for example, using a traveling motion model of the host vehicle 1 as an observer and detecting and inputting a physical quantity such as a yaw rate or a lateral acceleration in addition to the steering angle and the host vehicle speed. It is possible.

  Further, another method of estimating the estimated course traveled by the host vehicle will be described with reference to FIG. FIG. 3 is a view of the positional relationship between the host vehicle 1 and the obstacle 2 from above, and the road on which the host vehicle 1 travels is defined by the white line 3 and the center line 4 on the shoulder. A magnetic nail 301 as a means for specifying the position on the road is embedded in the road, and the own vehicle 1 measures the position of the magnetic nail 301 to grasp the current position (d3) of the own vehicle. Based on the signal from the internal sensor, the estimated course traveled by the vehicle can be estimated using the center line 4 (or the white line 3 on the shoulder) as a reference. Also, the position of the obstacle is grasped with reference to the center line 4. According to this method, not only the size d1 that the lateral position of the obstacle 2 occupies in the estimated course of the host vehicle but also the width d2 of the road through which the host vehicle 1 can pass can be obtained. This makes it possible to determine a more accurate intervention start timing.

  As described above, in the present embodiment, the size and position of the obstacle 2 on the planned route on which the host vehicle 1 travels are measured, and the size d1 that the lateral position of the obstacle occupies in the estimated route of the host vehicle Check the passable width d2 of the car 1, and if it is determined that the position of the obstacle does not largely block the estimated course of the own car, correct the intervention start timing to be delayed from the beginning. Therefore, unnecessary intervention operations when avoidance is easy are reduced, and it is possible to reduce discomfort to the driver.

  FIG. 4 is a diagram for explaining a method of estimating an estimated course traveled by the own vehicle when the lateral position measuring unit 106 in FIG. 1 is configured by an imaging device including a CCD camera attached to the front of the vehicle. The video imaged by the imaging device is shown. An image in front of the vehicle viewed from the host vehicle 1 is output to the course margin calculation means 112 from the imaging device attached to the front of the vehicle. In this image, in addition to the obstacle 2 ahead, the white line 3 and the center line 4 on the shoulder of the road on which the vehicle 1 is traveling, and a part of the vehicle body of the vehicle 1 itself are included. The attachment position of the imaging device to the car 1 is selected.

  The course allowance calculating means 112 performs landscape processing on the video by performing image processing such as edge extraction and feature point extraction (processing for extracting patterns such as straight lines, cars, and people from the obtained edge information). It is possible to separate measurement objects such as the white line 3 on the road shoulder, the center line 4, and the vehicle body of the vehicle 1 from the above. Further, since the position where the imaging device is attached to the host vehicle 1 is known, the estimated course traveled by the host vehicle can be estimated based on the signal from the internal sensor with reference to the center line 4 (or the white line 3 on the shoulder). . Further, it is a well-known fact that the position of the object is obtained from the contrast between the object in the optical system of the image pickup device and the image on the image pickup device, and the width L of the vehicle 1 in the image is a known length Therefore, using this, the lateral distance is corrected by the distance to the front obstacle 2, and the position and size of the front obstacle 2 with reference to the center line 4 (or the white line 3 on the shoulder) are determined. calculate. In this way, it becomes possible to measure the width of the road on which the vehicle travels and the lateral position of the obstacle 2 only with the device attached to the own vehicle 1, and the lateral position of the front obstacle 2 is determined by the own vehicle. Since the sizes d1 and d2 occupying the same lane are determined, it is possible to correct the intervention scheduled timing and determine a more accurate intervention start timing.

  As described above, the lateral position measuring unit 106 according to the present embodiment uses an imaging device such as a video camera to measure obstacles in the lane range in which the host vehicle travels. At the same time, the position of the white line on the road on which the vehicle 1 travels, that is, the shoulder lane and the center line, is measured, and it is possible to determine with high accuracy how much the obstacle is blocking the actual lane range. Is possible. As a result, the size d1 of the obstacle's lateral position in the estimated lane of the own vehicle and the passable width d2 of the own vehicle 1 are confirmed. Here, the position of the obstacle increases within the estimated course of the own vehicle. If it is determined that the vehicle is not blocked, the intervention operation timing is corrected so as to be delayed from the original intervention operation, so that unnecessary intervention operations in cases where it is easy to avoid are reduced, and the driver feels uncomfortable. Is possible.

  Next, control processing in the collision avoidance support system of the present invention will be described with reference to the flowchart of FIG. First, in step 701, the vehicle speed is read and the distance to the obstacle is read. In step 702, the relative speed to the obstacle is calculated, and the vehicle travels at the same speed from the distance to the obstacle and the relative speed. A collision arrival time TTC, which is a time until the vehicle collides with a front obstacle when it continues, is calculated. In step 703, a collision avoidance time TTB, which is a scheduled intervention time, necessary for avoiding a collision with a front obstacle is calculated based on the relative speed. Thereafter, in step 704, the horizontal position of the obstacle is read. In step 705, the estimated course of the host vehicle is calculated, the size of the obstacle in the estimated course is calculated, and the intervention timing correction amount D is calculated based on the size of the obstacle in the estimated course. . In step 706, the collision avoidance time TTB calculated in step 703 is corrected by the intervention timing correction amount D to calculate the intervention start timing (TTB × D), and this is compared with the collision arrival time TTC to start intervention control. It is determined whether or not to do. If the collision arrival time TTC is equal to or less than the intervention start timing (TTB × D), in step 707, the target intervention amount is calculated and the intervention control is performed by the braking operation or the steering operation. On the other hand, if the collision arrival time TTC has not reached the intervention start timing (TTB × D), the process ends without performing intervention control. The vehicle collision avoidance assistance is performed by repeating such a processing procedure every control cycle.

  Another embodiment of the collision avoidance support system of the present invention will be described with reference to FIGS. In this embodiment, the intervention means 105 in FIG. 1 includes a plurality of intervention means such as a braking intervention means for avoiding a collision by a braking operation and a steering intervention means for avoiding a collision by a steering operation.

  As shown in FIG. 6, the collision avoidable distance by the braking intervention means and the collision avoidable distance by the steering intervention means differ depending on the difference in relative speed with the obstacle. In FIG. 6, a line 501 indicates a steering avoidance limit distance necessary for avoiding a collision by a steering operation, and a line 502 indicates a braking avoidance limit distance necessary for avoiding a collision by a braking operation. That is, when the distance to the obstacle on the vertical axis is below these avoidance limit distances, it indicates that collision avoidance is impossible. The braking avoidance limit distance of line 502 is a limit distance when the deceleration of the vehicle is the maximum, that is, a constant deceleration determined by the road surface friction coefficient, and increases in proportion to the square of the relative speed. On the other hand, the steering avoidance limit distance of the line 501 is a limit distance when it is assumed that a lateral movement at a constant speed occurs by steering, and increases linearly with respect to the relative speed. That is, when the relative speed is slower than the value 503, it is more advantageous to avoid the collision by the braking operation than to avoid the collision by the steering operation, and when the relative speed is faster than the value 503, the steering is made more than by the braking operation. Operation is more advantageous. Therefore, by performing the intervention control by the braking intervention means, the intervention control by the steering intervention means, or appropriately selecting the intervention means, the avoidance limit distance can be further reduced as shown by a range 504 in FIG. Is possible.

  Therefore, an intervention means selection table as shown in FIG. 7 is provided in the intervention timing correction means 104 of FIG. 1 to appropriately select which intervention means should be preferentially operated. FIG. 7 uses two parameters, relative speed to the obstacle and the size of the obstacle blocking the estimated course of the vehicle. The magnitude of the relative speed and the magnitude of the obstacle blocking the estimated path of the vehicle. The intervention means to be operated in the four ranges are shown according to the size. When obstacles block the estimated course of the vehicle and the steering is small and easy to avoid, when the relative speed is large, the warning means 110 prompts the driver to perform the avoidance operation, but the relative speed is small. Sometimes no intervention control is performed. However, the intervention means selection table indicating which intervention means is to be preferentially operated is not limited to this.

  Further, the intervention timing correction means 104 may perform two intervention controls of the braking intervention means and the steering intervention means at the same time. If it is larger, the vehicle is braked by the braking intervention means and steered by the steering intervention means to avoid a collision. In this case, the table may be configured so that the ratio of intervention operations by each intervention means varies depending on the range of the intervention means selection table.

  As described above, in the intervention timing correction unit 104 of this embodiment, the intervention for avoiding the collision based on the relative speed with the obstacle and the size of the width that the obstacle blocks the estimated course of the own vehicle. It is possible to select a means and effectively perform an intervention operation.

  FIG. 8 shows another embodiment of the collision avoidance support system of the present invention, and the same reference numerals are given to the same components as those of the embodiment shown in FIG. In this embodiment, compared with the collision avoidance support system shown in FIG. 1, a rear side distance measuring device, road surface condition estimating means, driver discrimination means, and external communication means are added.

  The rear side distance measuring device 107 is configured by a laser radar attached to the rear part of the vehicle, and measures the distance to the rear obstacle. Also, the rear side distance measuring device 107 is based on the measurement distance measured last time and the measurement distance measured this time. Also measure the relative speed between the vehicle and the obstacle ahead. Here, the rear side distance measuring device 107 is not limited to the laser radar, and may be a millimeter wave radar. If the millimeter wave radar is used, the distance to the obstacle and the relative velocity can be measured simultaneously. The information about the rear obstacle measured by the rear side distance measuring device 107 is input to the intervention timing correction means 104, and the intervention timing correction means 104 considers the presence or absence of a vehicle or the like that is chased from behind in the adjacent lane. Since the intervention means is selected after determining whether the collision avoidance by the steering operation can be safely performed, the safety of the collision avoidance support system can be further increased.

  The road surface condition estimating means 108 grasps the road surface condition such as the slipperiness of the road surface, grasps the road surface friction coefficient based on the difference between the speed of the front wheel which is the driving wheel and the rear wheel speed, and this road surface condition. Information on the road surface friction coefficient grasped by the estimating means 108 is inputted to the intervention timing correcting means 104. Further, the road surface friction coefficient may be grasped from the wheel change speed during braking. Then, since the braking avoidance limit distance and the steering avoidance limit distance shown in FIG. 6 change depending on the road surface friction coefficient, the intervention timing correction means 104 uses the intervention timing correction amount D that also considers the road surface friction coefficient to avoid collision. The intervention start timing (TTB × D) is calculated by correcting the time TTB. In this embodiment, since the intervention start timing is determined in consideration of road surface conditions such as rain, freezing in winter, and snow cover, especially the slipperiness of the road surface, the safety of the collision avoidance support system can be further increased. .

  The driver discriminating means 109 prepares a key for each driver and inserts this key to discriminate the driver. Depending on the driver who keeps the inter-vehicle distance large, if the intervention timing is delayed, there is a possibility that fear and distrust to the system may increase, and conversely, driving with a small inter-vehicle distance from the usual For the driver who is doing this, there is a possibility that even if the delay of the scheduled intervention timing is corrected, the system still intervenes in the middle. Therefore, the driver discriminating means 109 discriminates the driver, inputs the discriminated driver information to the intervention timing correction means 104, and responds to the driver so that the intervention timing correction means 104 adapts to the individual preference of the driver. Control to correct the intervention timing. Here, the driver discriminating means 109 may be a simple one in which the driver presses the selection button, or a camera for photographing the driver, for example, a camera of a dozing detection system is used to identify the driver from the face recognition data. Any one of specifying, a driver specifying by a vein authentication system attached to a handle, etc., or specifying a driver by voice recognition by voice input of a car navigation system or a hands-free phone may be used.

  As described above, in the present embodiment, the driver discriminating means 109 is provided, and by correcting the scheduled intervention timing in consideration of the driving tendency of the driver, it is possible to reduce the uncomfortable feeling to the driver due to the intervention control.

  The external communication means 111 is provided on the road side and communicates with the base station by wireless communication means, obtains information on obstacles such as other vehicles, and inputs the information to the intervention timing calculation means 103. The external communication unit 111 can obtain information on a vehicle that could not be detected by the distance measuring device 101 using, for example, a kite. The intervention timing calculation means 103 can grasp the obstacle on the planned course of the own vehicle based on the information from the base station in addition to the distance measuring device 101. Therefore, the intervention timing calculation means 103 surely grasps the obstacle. To calculate the expected intervention timing. In addition, the external communication unit 111 may communicate with other nearby vehicles equipped with the same collision avoidance support system as in the present embodiment, or may be obtained by an information collection unit such as a sensor, beacon, or camera provided on the road. Vehicle position information may be collected. In the case of the other vehicle in the vicinity of the former, for example, a vehicle equipped with a similar collision avoidance support system by adding vehicle position information by a GPS system included in each vehicle and exchanging information with each other by wireless communication means By sharing the position information and the action information such as acceleration / deceleration and turning between each other, the position information of the obstacle for determining the intervention start timing can be made more detailed and highly accurate.

  The collision avoidance support system according to the present embodiment includes the rear side distance measuring device 107, the road surface condition estimating unit 108, the driver discriminating unit 109, and the external communication unit 111. For example, only the rear side distance measuring device 107 may be provided.

  Although the embodiments of the present invention have been described above, the present invention is not limited to the above-described embodiments, and various modifications can be made in the design without departing from the spirit of the invention described in the claims. Is.

1 is an overall configuration diagram showing an embodiment of a collision avoidance support system of the present invention. The figure for demonstrating the estimation method of the estimated course which the own vehicle drive | works in the collision avoidance assistance system of this invention. The figure for demonstrating the other estimation method of the estimated course which the own vehicle drive | works in the collision avoidance assistance system of this invention. The figure for demonstrating the further another estimation method of the estimated course which the own vehicle drive | works in the collision avoidance assistance system of this invention. The figure which shows the flowchart of the process in the collision avoidance assistance system of this invention. The figure which shows the avoidable distance for every intervention means by the relative speed with an obstruction. The figure which shows the intervention means selection table of the intervention timing correction means 104 in the collision avoidance assistance system of this invention. The whole block diagram which shows other embodiment of the collision avoidance assistance system of this invention.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 ... Own vehicle 2 ... Obstacle 3 ... White line 4 ... Center line 101 ... Distance measuring device 102 ... Own vehicle speed sensor 103 ... Intervention timing calculation means 104 ... Intervention timing correction means 105 ... Intervention means 106 ... Lateral position measurement means 107 ... Rear side distance measuring device 108 ... road surface condition estimating means 109 ... driver discriminating means 110 ... alarm means 111 ... external communication means 111
112 ... Course margin calculating means 201 ... Estimated course 301 ... Magnetic nail

Claims (8)

A collision avoidance support system that performs intervention control so as to avoid a collision with a front obstacle by a braking operation or a steering operation or a braking operation and a steering operation of a vehicle according to a possibility of a collision with a front obstacle,
Intervention timing calculation means for calculating an intervention scheduled timing for starting the intervention control from distance information with a front obstacle and relative speed information between the front obstacle and the own vehicle;
Course margin calculation means for calculating the size of the front obstacle blocking the estimated course of the own vehicle from the lateral size and position information of the forward obstacle on the planned course on which the host vehicle is traveling,
Intervention timing correction means for determining the intervention start timing by correcting the intervention scheduled timing according to the size of the estimated course calculated by the course margin calculation means ,
The course margin calculation means calculates the position and size of a front obstacle with reference to a white line on the road, estimates the estimated course of the vehicle with reference to the white line, and determines the position of the front obstacle and Based on the size and the estimated course of the vehicle, calculate the size that the front obstacle blocks the estimated course of the vehicle,
The intervention timing correction means selects between intervention control by a braking operation or intervention control by a steering operation based on a size at which the front obstacle covers the estimated course of the own vehicle and a relative speed between the obstacle and the own vehicle. A collision avoidance support system characterized by The intervention timing calculation means is a scheduled intervention timing for starting the intervention control based on a distance from a front obstacle and a relative speed between the host vehicle and the front obstacle measured by a distance measuring device attached in front of the vehicle. To calculate
The course margin calculation means is a size in which the front obstacle blocks the estimated course of the own vehicle based on the lateral size and position of the front obstacle measured by the lateral position measurement means attached to the front of the vehicle. The collision avoidance support system according to claim 1, wherein the collision avoidance support system is calculated. Said lateral position measuring means includes an imaging device mounted to the front of the vehicle, the track margin calculation means, and the position of the front obstacle relative to the white line on the road based on an image of the imaging apparatus The collision avoidance support system according to claim 2, wherein the size is calculated . The collision avoidance support system includes a rear side distance measuring device attached to the rear part of the vehicle, and the intervention timing correction means considers position information of a rear side obstacle by the rear side distance measuring device, 4. The collision avoidance support system according to claim 3 , wherein an intervention control by a braking operation or an intervention control by a steering operation is selected. The collision avoidance support system includes road surface information estimation means, and the intervention timing correction means determines the intervention start timing in consideration of the road surface condition estimated by the road surface information estimation means. 4. The collision avoidance support system according to any one of 4 above. The collision avoidance support system includes driver determination means for determining a driver, and the intervention timing correction means determines the intervention start timing based on driver information determined by the driver determination means. The collision avoidance assistance system according to any one of claims 1 to 5 . The collision avoidance support system includes an external communication unit capable of communication from the outside, and the intervention timing calculation unit determines an intervention scheduled timing in consideration of information on the position and action of the obstacle obtained by the external communication unit. collision avoidance assistance system according to any one of claims 1 to 6, wherein the calculating. Vehicle, characterized in that mounting the collision avoidance assistance system according to any of claims 1-7.

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