JP5341705B2 - Vehicle travel safety device - Google Patents

Description

  The present invention relates to a vehicle travel safety device, and more specifically, detects an object around the vehicle and activates contact avoidance support means such as an alarm and an automatic brake when it is determined that there is a possibility of contact with the object. It is related with the apparatus made to let it be.

  An apparatus that detects an object around the own vehicle using a radar and avoids contact with the detected object by vehicle control is well known. For example, in the apparatus described in Patent Document 1 below, when a lateral moving body entering the traveling path of the own vehicle from the lateral direction is detected, contact with the lateral moving body is avoided by operating an automatic brake. It is configured to do.

Japanese Patent Laid-Open No. 10-105891

  By the way, when the steering is steered to such a lateral moving body and the vehicle passes through the front of the lateral moving body, the lateral moving body is separated by a predetermined distance or more from the future position of the own vehicle predicted in the contact determination. Even if it is determined that there is no possibility of contact, the driver of the vehicle may feel the risk of contact if the lateral moving speed of the lateral moving body is high.

  That is, when the future position of the vehicle and the lateral moving body is predicted and contact determination is performed based on the predicted distance between these future positions, contact is possible even though there is a risk of contact with the driver. In some cases, it may be determined that there is no gender. In this case, the contact avoidance support means is not activated, which may cause fear to the driver.

  Therefore, the object of the present invention is to solve the above-described problems, predict the future positions of the vehicle and the lateral moving body, and make a contact determination based on the predicted distance between the future positions. An object of the present invention is to provide a vehicle travel safety device that performs an accurate contact determination in consideration of the danger to be felt.

In order to achieve the above object, according to the first aspect of the present invention, an electromagnetic wave is transmitted to the periphery of the vehicle at predetermined time intervals, and the object is detected based on a reflected wave obtained by reflecting the object. Based on the object detection means and the position information of the object detected at the predetermined time interval, it is determined whether or not the detected object is a laterally moving body that moves laterally with respect to the traveling direction of the host vehicle. A lateral moving body determination means, an object future position prediction means for predicting a future position of the object based on the position information when the detected object is determined to be a lateral movement body, and A vehicle running state detecting means for detecting a running state; and when it is determined that the detected object is a laterally moving body, a future position of the vehicle is predicted based on the detected running state of the vehicle The vehicle future position predicting means, and the predicted If the distance between the future position of the future position and the vehicle of the object is less than a predetermined value, said a determined contact possibility determining means that the vehicle and the object may come into contact, by the contact possibility determining means When it is determined that there is a possibility of contact, a vehicle travel safety device comprising contact avoidance support means operating means for operating contact avoidance support means for supporting contact avoidance between the host vehicle and the object. calculates the lateral moving speed, with and an object future position correcting means for correcting the future position of the object based on the lateral movement speed the calculated, the contact possibility determination means, of the predicted object Even if the distance between the future position and the future position of the subject vehicle is greater than or equal to the predetermined value and it is determined that there is no possibility of contact, the future location of the corrected object and the predicted subject vehicle The future of If the distance between is less than the predetermined value, said constructed as determines that the vehicle and the object is likely to contact.

  In the vehicle travel safety device according to claim 2, the object future position correcting means determines that there is a possibility of contact by the contact possibility determining means as the calculated lateral movement speed increases. The configuration is such that the future position of the object is corrected in a direction in which it is easily performed.

According to claim 1, an object is detected at a predetermined time interval by transmitting an electromagnetic wave to the periphery of the own vehicle at a predetermined time interval, detecting an object based on a reflected wave obtained by being reflected by the object. When it is determined whether or not the detected object is a laterally moving body that moves laterally relative to the traveling direction of the host vehicle, and the detected object is determined to be a laterally moving body Predicting the future position of the object based on the position information, detecting the traveling state of the own vehicle, and determining that the detected object is a laterally moving body, based on the detected traveling state of the own vehicle Predict the future position of the vehicle, and if the distance between the predicted future position of the object and the future position of the vehicle is less than a predetermined value , determine that there is a possibility of contact between the vehicle and the object, and contact When it is determined that there is a possibility, the contact avoidance support that supports avoidance of contact between the vehicle and the object The traveling safety device for a vehicle actuating means, to calculate the lateral movement speed of the object, correcting the future position of the object based on the lateral movement speed calculated future future position and the vehicle of the predicted object The distance between the corrected future position of the object and the predicted future position of the vehicle is less than the predetermined value even if the distance to the position is greater than or equal to the predetermined value and it is determined that there is no possibility of contact If it is, it is configured to determine that there is a possibility that the own vehicle and the object are in contact, that is , the possibility of contact is determined based on the predicted distance between the future position of the own vehicle and the future position of the lateral moving body. The possibility of contact is determined after correcting the future position of the lateral moving body according to the lateral movement speed of the lateral moving body, which affects how the driver perceives contact risk. So that the driver feels It is possible to perform an accurate contact determination in consideration of risk. Thereby, contact avoidance support can be performed accurately.

  The vehicle travel safety device according to claim 2 is configured to correct the future position of the object in a direction in which it is more likely to come into contact as the calculated lateral movement speed is larger. It is possible to perform more accurate contact determination in consideration of the danger to be felt. Thereby, contact avoidance support can be performed more accurately.

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a schematic diagram showing an overall traveling safety device for a vehicle according to an embodiment of the present invention. It is explanatory drawing which shows the object detection etc. by the laser radar shown in FIG. It is a flowchart which shows operation | movement of the apparatus shown in FIG. 3 is a graph showing the relationship between the future lateral movement speed and the correction value for S20 in the flowchart of FIG. 3 is an explanatory diagram showing the possibility of contact with the own vehicle when the laterally moving body moves from right to left with respect to the traveling direction of the own vehicle in the process of the flowchart of FIG. 3 is an explanatory diagram showing the possibility of contact with the own vehicle when the laterally moving body moves from left to right with respect to the traveling direction of the own vehicle in the process of the flowchart of FIG.

  DESCRIPTION OF EMBODIMENTS Hereinafter, a mode for carrying out a vehicle travel safety device according to the present invention will be described with reference to the accompanying drawings.

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

  In FIG. 1, reference numeral 10 denotes a host vehicle (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 portion 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.

  An alarm device 22 including an audio speaker and an indicator is provided in the driver's seat of the own vehicle 10, and when activated, the driver is warned by voice and vision. A brake pedal 24 disposed on the driver's seat floor of the host vehicle 10 includes brakes (disc brakes) mounted on the left and right front wheels 16 and the rear wheels 20 via a master back 26, a master cylinder 30 and a brake hydraulic mechanism 32, respectively. ) 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.

  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).

  The ECU 40 includes a microcomputer including a CPU, a RAM, a ROM, an input / output circuit, and the like, and the four brakes 34 are operated independently of each other by the ECU 40 separately from the operation of the brake pedal 24 by the driver. Composed.

  A laser radar (laser scan radar) 42 is provided in front of the host vehicle 10. The output of the laser radar 42 is input to a radar output processing ECU (electronic control unit) 42a formed of a microcomputer.

  The laser radar 42 emits laser light (transmits electromagnetic waves) toward the periphery (traveling direction) of the host vehicle 10 at predetermined time intervals (for example, 100 msec), and as illustrated in FIG. The object is detected by receiving the reflected wave obtained by reflecting the laser beam with the object existing in (). Specifically, the object in FIG. 2 is a lateral moving body 100 that enters the traveling path of the host vehicle from the lateral direction.

  The radar output processing ECU 42a detects the position of the laterally moving body 100 from the incident direction of the reflected wave obtained by emitting the laser light and the time until the reflected light is received. Specifically, as shown in FIG. 2, the line segment constituting the outline of the laterally movable body 100 is recognized based on the arrangement of the point cloud obtained by projecting the reflection point onto the two-dimensional plane, and the recognized line is recognized. Based on the minutes, the left and right end positions YL and YR of the laterally movable body 100 are detected.

  Further, the position information of the lateral moving body 100 by the radar output processing ECU 42a is transmitted to the ECU 40 every predetermined time, and the ECU 40 calculates the moving state of the lateral moving body 100, specifically, the lateral movement speed and the lateral movement acceleration.

  A wheel speed sensor 46 is disposed in the vicinity of the front wheel 16 and the rear wheel 20 and outputs 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 host vehicle 10, and generates an output proportional to the steering angle of the steering wheel 50 input by the driver. Further, a yaw rate sensor 54 is disposed near the center position of the host vehicle 10 and generates an output corresponding to the yaw rate (angular velocity) around the gravity axis of the host vehicle 10.

  Outputs from the wheel speed sensor 46 and the like are also transmitted to the ECU 40. The ECU 40 counts the outputs of the four wheel speed sensors 46 and calculates the average value to detect the speed (traveling speed) of the host vehicle 10.

  In the above, the alarm device 22, the brake hydraulic mechanism 32, and the brake 34 correspond to contact avoidance support means, and the vehicle travel safety device according to the present invention includes the contact avoidance support means and the ECU 40 for controlling the operation thereof. .

  FIG. 3 is a flowchart showing the operation of the vehicle travel safety device according to the present invention. The illustrated program is executed in the ECU 40 every predetermined time, for example, every 100 msec.

  In the following, first, in S10, the output of the laser radar 42, that is, the position information of the object is acquired from the radar output processing ECU 42a.

  Next, in S <b> 12, it is determined whether or not the detected object is the lateral moving body 100 that moves laterally with respect to the traveling direction of the host vehicle 10. Specifically, the lateral movement speed or lateral movement acceleration, which is the moving state of the object, is calculated from the position information of the object acquired for each program loop, and whether the lateral movement speed or the lateral movement acceleration is equal to or higher than a predetermined speed. It is determined whether or not the detected object is the laterally moving body 100. If no in S12, the program is terminated.

  On the other hand, when the result in S12 is affirmative, the process proceeds to S14, and the traveling state of the host vehicle 10, specifically, the speed, yaw rate, steering wheel steering angle, and the like of the host vehicle 10 are acquired.

  Next, in S16, the future position (route) of the host vehicle 10 is calculated (predicted) from the acquired traveling state of the host vehicle 10. More specifically, as shown in FIG. 2, the future position of the host vehicle 10 is predicted based on the traveling state of the host vehicle 10, and the predicted future position is set to the left (or right) by half the vehicle width. Move the vehicle to calculate the lateral position.

  Next, in S18, as shown in FIG. 2, the future left and right end positions YLf and YRf and the future lateral movement speed VYf of the lateral moving body 100 when reaching the lateral position of the host vehicle 10 are calculated (predicted). Specifically, the lateral movement speed and the lateral movement acceleration are calculated from the position information of the lateral movement body 100 acquired for each program loop, and the future left and right of the lateral movement body 100 when reaching the lateral position of the own vehicle 10. The end positions YLf and YRf and the future lateral movement speed VYf are calculated (predicted).

  Next, in S20, a correction value W1 described later is calculated according to the future lateral movement speed VYf. Specifically, as shown in FIG. 4, the map is searched for a correction value W1 preset for the future lateral movement speed VYf, and the correction value W1 is calculated. The correction value W1 is set to increase as the lateral movement speed VYf increases in the future.

  Next, in S22, the moving direction of the lateral moving body 100 is determined. Specifically, whether the horizontal moving body 100 moves from right to left in the traveling direction of the host vehicle 10 from the position information of the horizontal moving body 100 acquired for each program loop, or moves from left to right. Judge whether it is a thing.

  If it is determined in S22 that the lateral moving body 100 moves from right to left, the process proceeds to S24, and as shown in FIG. 5, the future left end position YLf of the lateral moving body 100 calculated in S18 is calculated in S20. A value obtained by adding the corrected value W1 is set as a new future left end position YLf. That is, in FIG. 5, position coordinates are defined as shown, and adding the correction value W <b> 1 means that the future position of the lateral moving body 100 is corrected to a position closer to the host vehicle 10.

  Next, the process proceeds to S26, in which it is determined whether or not there is a possibility that the own vehicle 10 and the lateral moving body 100 are in contact with each other. That is, the value obtained by subtracting the future left end position YLf (Y coordinate position) of the lateral moving body 100 from the future position of the host vehicle 10, more precisely, the lateral position Yof (Y coordinate position) is less than the predetermined value α. Determine whether or not. That is, if the subtraction value is less than the predetermined value α, the future position of the host vehicle 10 and the future position of the lateral moving body 100 are very close to each other, and it is determined that there is a possibility of contact.

  Note that, as shown in FIG. 5, the future left end position YLf of the lateral moving body 100 is corrected to a position approaching the host vehicle 10, so that it is easy to determine that there is a possibility of contact by the correction value W1. Further, since the correction value W1 increases according to the future lateral movement speed VYf, it becomes easier to determine that there is a possibility of contact as the future lateral movement speed VYf increases.

  In this way, it is easy to determine that there is a possibility of contact when the steering is steered in the direction equivalent to the traveling direction with respect to the lateral moving body 100 and the lateral moving body 100 passes through the front. This is because the risk of contact felt by the driver of the vehicle increases as the speed increases.

  When the result in S26 is negative, the program is terminated, while when the result is positive, the program proceeds to S28, and contact avoidance support such as an alarm (alarm device 22) and an automatic brake (the brake hydraulic mechanism 32 and the brake 34) is executed.

  If it is determined in S22 that the lateral moving body 100 moves from left to right, the process proceeds to S30, and as shown in FIG. 6, from the future right end position YRf of the lateral moving body 100 calculated in S18 to S20. The value obtained by subtracting the correction value W1 calculated in step S4 is set as a new future right end position YRf. That is, in FIG. 6, the position coordinates are defined as shown in the figure, and subtracting the correction value W1 is corrected so that the future position of the lateral moving body 100 is closer to the host vehicle 10 as in the case of S24. Means that.

  Next, in S32, it is determined whether or not there is a possibility that the own vehicle 10 and the lateral moving body 100 are in contact with each other. That is, the value obtained by subtracting the future position of the vehicle 10 from the future right end position YRf (Y coordinate position) of the lateral moving body 100, more precisely, the lateral position Yof (Y coordinate position) is less than the predetermined value α. Determine whether or not. That is, if the subtraction value is less than the predetermined value α, the future position of the host vehicle 10 and the future position of the lateral moving body 100 are very close to each other, and it is determined that there is a possibility of contact.

  Note that, as shown in FIG. 6, the future right end position YRf of the lateral moving body 100 is corrected to a position approaching the host vehicle 10, so that it is easy to determine that there is a possibility of contact by the correction value W1. Further, since the correction value W1 increases according to the future lateral movement speed VYf, it becomes easier to determine that there is a possibility of contact as the future lateral movement speed VYf increases.

  In this way, it is easy to determine that there is a possibility of contact when the steering is steered in the direction equivalent to the traveling direction with respect to the lateral moving body 100 and the lateral moving body 100 passes through the front. This is because the risk of contact felt by the driver of the vehicle increases as the speed increases.

  If the result in S32 is negative, the program ends. If the result is affirmative, the program proceeds to S28, and contact avoidance support such as an alarm (alarm device 22) and an automatic brake (brake hydraulic mechanism 32 and brake 34) is executed.

As described above, in this embodiment, an object that transmits an electromagnetic wave to the periphery of the host vehicle (10) at a predetermined time interval and detects the object based on a reflected wave obtained by being reflected by the object. Based on detection means (laser radar 42, radar output processing ECU (electronic control unit) 42a) and position information of the object detected at the predetermined time interval, the detected object is in the traveling direction of the own vehicle. A laterally moving body determining means for determining whether or not the laterally moving body (100) moves laterally (ECU 40, S10, S12), and when it is determined that the detected object is the laterally moving body 100 An object future position predicting means for predicting the future position of the object (future left and right end positions YLf, YRf) based on the position information (ECU 40, S18), and the own vehicle running state for detecting the running state of the own vehicle When it is determined that the detected object is a laterally moving body (the wheel speed sensor 46, the steering angle sensor 52, the yaw rate sensor 54, the ECU 40, S14), and the detected traveling state of the own vehicle. Based on the vehicle future position predicting means for predicting the future position of the vehicle based on the vehicle, more precisely, the lateral position (ECU 40, S16), the distance between the predicted future position of the object and the future position of the vehicle is predetermined. If it is less than the value alpha, the vehicle and the judged contact possibility determining means that the object may come into contact (ECU40, S26, S32), when there is a possibility of contact by said contact possibility determining means When the determination is made, the contact avoidance assisting means actuating means (ECU4) for actuating contact avoidance assisting means (alarm device 22, brake hydraulic mechanism 32, brake 34) for assisting avoidance of contact between the vehicle and the object. 0, S28), the lateral movement speed (future lateral movement speed VYf) of the object is calculated, and the future position of the object is corrected based on the calculated lateral movement speed. Object future position correcting means (ECU 40, S24, S30), and the contact possibility determining means is configured such that the distance between the predicted future position of the object and the future position of the host vehicle is equal to or greater than the predetermined value α. Even if it is determined that there is no possibility of contact, if the distance between the corrected future position of the object and the predicted future position of the vehicle is less than the predetermined value α, It is configured such that it is determined that there is a possibility that the vehicle and the object come into contact (ECU 40, S26, S32).

  That is, the lateral movement of the lateral moving body 100 that affects the driver's perception of contact risk when determining the possibility of contact based on the predicted future position of the vehicle and the future position of the lateral moving body 100. Since the possibility of contact is determined after correcting the future position of the lateral moving body 100 according to the speed and the avoidance of contact between the own vehicle 10 and the lateral moving body 100 is supported, the risk that the driver feels is considered. Accurate contact determination can be performed. Thereby, contact avoidance support can be performed accurately.

  In addition, the future object position correcting means may increase the future of the object in a direction in which it is more likely to be contacted by the contact possibility determining means as the calculated lateral movement speed (future lateral movement speed VYf) is larger. The position is corrected (ECU 40, S20, S26, S32, FIG. 4).

  As a result, more accurate contact determination can be performed in consideration of the danger felt by the driver. Thereby, contact avoidance support can be performed more accurately.

  In the above description, the correction value W1 is calculated according to the future horizontal movement speed VYf of the horizontal moving body in S20. However, the correction value W1 may be calculated according to the current horizontal movement speed of the horizontal moving body 100. .

  Further, instead of or in addition to the processing of S28 in the flowchart, the driver's seat (not shown) of the host vehicle 10 may be vibrated by an appropriate means, or a seat belt (not shown) may be pulled in. . Further, instead of or in addition to the automatic brake of S28, the automatic transmission 14 may be used to shift down.

  Further, although an object is detected from the output of the laser radar 42, a millimeter wave radar may be used instead of or in addition thereto.

10: own vehicle, 22: alarm device, 32: brake hydraulic mechanism, 34: brake, 40: ECU, 42: laser radar, 42a: radar output processing ECU, 46: wheel speed sensor, 52: steering angle sensor, 54: Yaw rate sensor, 100: laterally moving body

Claims (2)

Object detection means for transmitting electromagnetic waves to the periphery of the vehicle at a predetermined time interval and detecting the object based on a reflected wave obtained by reflecting the object, and the position of the object detected at the predetermined time interval Laterally moving body determining means for determining whether or not the detected object is a laterally moving body that moves laterally with respect to the traveling direction of the host vehicle based on the information; and the detected object is a laterally moving body When it is determined that the vehicle future position of the object is predicted based on the position information, the vehicle traveling state detecting unit that detects the traveling state of the vehicle, and the detected When it is determined that the object is a laterally moving body, the vehicle future position prediction means for predicting the future position of the vehicle based on the detected traveling state of the vehicle, and the predicted future position of the object the distance between the future position of the vehicle is a predetermined value If it is full, the a determines contact possibility determining means that the vehicle and the object is likely to contact, when it is determined that there is a possibility of contact by said contact possibility determining means, and the vehicle In a vehicle travel safety device comprising contact avoidance support means operating means for operating contact avoidance support means for supporting contact avoidance of an object, the lateral movement speed of the object is calculated, and the calculated lateral movement speed is set. An object future position correcting means for correcting the future position of the object based on the distance, and the contact possibility determining means is configured such that a distance between the predicted future position of the object and the future position of the host vehicle is equal to or greater than the predetermined value. Even when it is determined that there is no possibility of contact, if the distance between the corrected future position of the object and the predicted future position of the host vehicle is less than the predetermined value, With own car Travel safety device of the vehicle and determines that there is a possibility that the body is in contact.   The object future position correcting means corrects the future position of the object in a direction in which it is more likely that the calculated possibility of contact by the contact possibility determination means as the calculated lateral movement speed increases. The vehicle travel safety device according to claim 1.

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