JP6354090B2 - Contact avoidance control device and contact avoidance control method - Google Patents

Description

  The present invention relates to a contact avoidance control device and a contact avoidance control method.

  Conventionally, when an object is detected by an object detection device such as a sonar or a camera when the vehicle is moving backward, the degree of danger is calculated according to the overlapping ratio of the obstacle existing area and the predicted course area of the host vehicle, and the collision prediction time is determined. A collision avoidance system that corrects the target speed based on the degree of danger is known (see, for example, Patent Document 1).

JP 2007-112297 A

  By the way, according to the above-described conventional collision avoidance system, the course of the host vehicle is predicted based on the steering angle (steering angle) output from the steering sensor when the vehicle moves backward. However, if there is an offset or a dead zone in the output of the steering sensor at the initial stage of steering, there is a problem that the predicted course of the host vehicle cannot be calculated with high accuracy.

  The present invention has been made in view of the above circumstances, and even when the steering angle cannot be detected with high accuracy in the initial stage of steering or the like, the movement trajectory and the possibility of contact with an obstacle can be quickly and accurately acquired. An object of the present invention is to provide a contact avoidance control device and a contact avoidance control method capable of appropriately supporting contact avoidance.

In order to solve the above problems and achieve the object, the present invention employs the following aspects.
(1) A contact avoidance control device according to an aspect of the present invention is mounted on a vehicle (for example, the host vehicle in the embodiment), and an object (for example, another vehicle in the embodiment) that exists in the vicinity of the vehicle. Object detection means for detecting information (for example, the external sensor 11 in the embodiment), steering angle acquisition means (for example, the steering angle sensor 13 in the embodiment) capable of acquiring the steering angle of the vehicle, Steering torque acquisition means capable of acquiring steering torque (for example, the steering torque sensor 14 in the embodiment) and own vehicle movement that predicts a predicted vehicle movement locus based on the steering angle acquired by the steering angle acquisition means. trajectory prediction means (e.g., vehicle movement locus prediction unit 22 in the embodiment) and, if the vehicle leaves the start of the parking area, by using the steering torque obtained by the steering torque obtaining means Correction means for the degree of bend of the predicted vehicle moving trajectory correcting the steering angle so as to change the increase side than before the correction (e.g., the vehicle moving trajectory compensation unit 24 in the embodiment) and, by the correction means The vehicle predicted movement trajectory is acquired based on the corrected corrected steering angle , and the vehicle is obtained using the acquired vehicle predicted movement trajectory and the information of the object detected by the object detection means. Contact possibility determination means for obtaining a determination value for determining the contact possibility with the object, comparing the determined determination value with a first determination threshold value, and comparing the determination value with a second determination threshold value ( For example, as a result of comparison between the contact possibility determination unit 26) in the embodiment and the contact possibility determination unit, when the determination value is equal to or less than the first determination threshold, an alarm is notified by the notification device, and the determination value Comprising serial second determination threshold value or less of the contact avoidance assistance means for controlling the braking of the vehicle when (e.g., the vehicle control unit 27 in the embodiment) and, the.

A contact avoidance control device according to an aspect of the present invention is mounted on a vehicle (for example, the host vehicle in the embodiment) and is mounted on an object that exists around the vehicle (for example, another vehicle in the embodiment). object detecting means for detecting information (eg, external sensor 11 in this embodiment) and, before Symbol obtainable steering angle obtaining means a steering angle of the vehicle (for example, a steering angle sensor 13 in the embodiment), wherein Steering torque acquisition means (for example, the steering torque sensor 14 in the embodiment) that can acquire the steering torque of the vehicle, and when the vehicle leaves the parking area by starting, the steering angle acquisition means sets the steering angle appropriately. in the case can be acquired, a predicted vehicle movement locus of the vehicle to the locus corresponding to the steering angle acquired by the steering angle acquisition unit, properly can obtain the steering angle or the steering torque of the vehicle If no, by using the model data of the moving track stored in advance to the traveling direction of the information of the own vehicle, the steering as the degree of bend of the vehicle predicted movement locus is changed to the increasing side as compared with that before the correction Correction means for correcting the angle (for example, the own vehicle movement locus correction unit 24 in the embodiment), information on the object detected by the object detection means, and the corrected steering angle corrected by the correction means The contact possibility determination means for determining the contact possibility between the vehicle and the object using the predicted vehicle movement locus calculated using the information or the predicted vehicle movement locus predicted (for example, in the embodiment) contact possibility determining unit 26) of, in response to the contact may have been determined by said contact possibility determining means, the contact avoidance assistance means for controlling the braking of the front Symbol vehicle (e.g., cars in the embodiment And a control unit 27), the.

(2) in contact avoidance control apparatus described in (1), the determination value is a collision tolerable time, move the contact possibility determination means, along the object predicted movement trajectories obtained from information of the object and the object to be, using the relative distance and the relative speed between the vehicle moving along the predicted vehicle movement locus, Ru obtains the collision tolerable time.
(3) In the contact avoidance control device according to (1) or (2), the correction unit stores the movement stored in advance when the steering angle acquisition unit cannot acquire the steering angle properly. Using the model data of the trajectory, correction is performed so that the predicted vehicle trajectory is a trajectory in a direction perpendicular to the front-rear direction of the vehicle in the parking area.
(4) In the contact avoidance control device according to any one of (1) to (3), the contact possibility determination unit is configured to move the object along an object predicted movement trajectory obtained from information on the object. When, along said predicted vehicle movement trajectories by using the relative distance and the relative speed between the vehicle you move, calculate the collision tolerable time, comparing the said collision tolerable time the second determination threshold value , the contact avoidance assistance means, the previous SL collision tolerable time when: the second determination threshold value, controls the braking by the brake actuator.

(5) In the contact avoidance control device according to the above (1) or (2), the own vehicle movement trajectory predicting means is a traveling direction of the vehicle when the steering angle and the steering torque of the vehicle are unknown. The vehicle predicted movement trajectory is acquired using the model data of the movement trajectory stored in advance.

(6) In the contact avoidance control device according to (5) above, the own vehicle movement trajectory predicting means stores a travel trajectory until the vehicle enters the parking area and stops at the previous vehicle stop, The traveling direction is acquired according to the traveling locus.

(7) In the contact avoidance control device according to (5), the own vehicle movement trajectory predicting means is responsive to a signal output from a direction indicator of the vehicle (for example, the direction indicator 15 in the embodiment). To obtain the traveling direction.

(8) In the contact avoidance control device according to (5) above, the own vehicle movement trajectory predicting means corresponds to a destination set by the navigation device of the vehicle (for example, the navigation device 16 in the embodiment). To obtain the traveling direction.

(9) In the contact avoidance control device according to (5), the host vehicle movement trajectory predicting unit acquires the traveling direction according to the position of an object existing around the parking area.

(10) contact avoidance control method according to an embodiment of the present invention, the step of car two (e.g., the vehicle in the embodiment) object detection step of detecting information of an object existing around the (e.g., the embodiment and S01), the steering angle acquisition step of acquiring steering angle before Symbol vehicle (e.g., the step S03) in the embodiment, before Symbol steering torque acquisition step of acquiring a steering torque of the vehicle (e.g., steps in embodiment and S03), on the basis of the said steering angle obtained by a steering angle acquisition step, the vehicle movement locus prediction step of predicting a predicted vehicle movement locus of the vehicle (e.g., the step S07) in the embodiment, before Symbol when the vehicle leaves the start of the parking area, by using the steering torque obtained by the steering torque acquisition step, bending of the predicted vehicle movement locus Fit the correction step of correcting the steering angle so as to change the increase side than before the correction (e.g., step S08 in the embodiment, step S21~ step S27) and, before Symbol corrected corrected by the correction step The vehicle predicted movement trajectory is acquired based on the steering angle of the vehicle, and the vehicle and the object are contacted using the acquired vehicle predicted movement trajectory and the object information detected by the object detection step . A determination value for determining the possibility, a contact possibility determination step of comparing the calculated determination value with a first determination threshold value and comparing the determination value with a second determination threshold value (for example, in the embodiment) step S09 of the alarm, and step S10), and the prior SL contact possibility determination result compared by the step, the notification device when the judgment value is less than the first determination threshold value Notification to the includes a contact avoidance assistance step of determining values for controlling braking of the vehicle when: the second determination threshold value (e.g., step S11, step S13 in the embodiment), the.

  According to the contact avoidance control device according to the aspect described in (1) above, even when the steering angle cannot be accurately detected in the initial stage of steering or the like, if the vehicle is traveling under a predetermined condition, Prediction accuracy can be improved. For example, when the vehicle leaves the parking area by starting, there is a high possibility of turning at a turning angle of about 90 ° after starting even if the vehicle is going straight. Even in a state where it cannot be detected well, the movement trajectory can be quickly and accurately predicted by the correction. In this case, the correcting means indirectly corrects the steering state of the vehicle or directly corrects the predicted vehicle movement trajectory, thereby changing the degree of bending of the predicted vehicle movement trajectory to an increase side compared to before correction. Correct as follows. By using the corrected vehicle predicted movement trajectory, the possibility of contact between the vehicle and the object can be determined quickly and accurately, and contact avoidance can be started early.

Furthermore, in the case of (2) above, if the steering angle and the steering torque can be acquired, for example, an error caused by an offset due to a play of the gear of the steering mechanism, a dead zone region, etc. with respect to detection of the steering angle at the initial stage of steering. Even if it increases, the accuracy of the vehicle predicted movement trajectory can be improved by correcting the steering angle using the steering torque.
Furthermore, in the case of (3) above, the vehicle predicted movement trajectory can be acquired according to the steering angle or the steering torque. Therefore, even when the steering angle cannot be acquired properly, the vehicle prediction using the steering torque is possible. The accuracy of the movement trajectory can be improved.

Further, in the case of (4) above, when the vehicle leaves the parking area by starting, there is a high possibility that the vehicle will turn at a turning angle of about 90 ° after starting even if the vehicle is going straight ahead. By setting the predicted movement trajectory as a trajectory that goes in a direction orthogonal to the front-rear direction of the vehicle in the parking area, it is possible to quickly obtain a highly accurate predicted vehicle movement trajectory.
Furthermore, in the case of (5) above, even when the steering state is unknown, when the vehicle leaves the parking area by starting, it is possible to turn at a turning angle of about 90 ° after starting even if the vehicle goes straight on starting. Therefore, it is possible to quickly obtain an accurate vehicle predicted movement trajectory using the model data of the movement trajectory and the traveling direction of the vehicle.

  According to the contact avoidance control device according to the aspect described in (6) above, the prediction accuracy of the movement trajectory can be improved according to the traveling direction of the vehicle when traveling under a predetermined condition. For example, when the vehicle leaves the parking area by starting, there is a high possibility that the vehicle will turn at a turning angle of about 90 ° after starting even if the vehicle goes straight. It is possible to quickly obtain an accurate vehicle predicted movement trajectory using the traveling direction of the vehicle. By using this predicted vehicle movement trajectory, the possibility of contact between the vehicle and the object can be quickly determined, and contact avoidance can be started early.

  Further, in the case of (7) above, when an object (such as another vehicle) reaches the contact area earlier than the vehicle (that is, the host vehicle), the collision margin time regardless of whether the vehicle is turning right or left. Are substantially the same, and there is a high possibility that the vehicle will collide with the side surface of the object in the contact area. On the other hand, when the vehicle reaches the contact area before the object, the collision margin time greatly changes depending on whether the vehicle turns right or left, and the vehicle may collide with the front of the object in the contact area. Becomes higher. In other words, when the vehicle reaches the contact area earlier than the object, it corresponds to the case where the possibility of occurrence of the contact greatly changes and the impact at the time of the contact changes greatly according to the movement locus of the vehicle. ing. Therefore, by predicting the predicted movement trajectory of the host vehicle quickly and accurately by the correction, it is possible to greatly increase the possibility of occurrence of contact and the degree of reduction of impact at the time of contact occurrence.

Furthermore, in the case of (8) above, when the vehicle leaves the parking area by starting, there is a high possibility that the traveling locus when the vehicle enters the parking area and stops will be traced in the reverse direction, and the progress is accurate. Get directions quickly.
Furthermore, in the case of (9) above, the turning direction according to the signal output from the direction indicator can be acquired quickly and accurately as the traveling direction.
Furthermore, in the case of (10) above, the traveling direction can be quickly and accurately acquired according to the destination and the waypoint.
Furthermore, in the case of the above (11), the traveling direction can be acquired quickly and accurately in accordance with the position of another parked vehicle or structure such as a structure that obstructs the traveling of the host vehicle. For example, if it is not possible to leave the parking area only by reversing straight ahead, the possibility of turning to the left or right is easier, so this turning direction can be quickly and accurately acquired as the direction of travel. can do.

  According to the contact avoidance control method according to the aspect described in (12) above, even when the steering angle cannot be accurately detected in the initial stage of steering or the like, if the vehicle is traveling under a predetermined condition, Prediction accuracy can be improved. For example, when the vehicle leaves the parking area by starting, there is a high possibility of turning at a turning angle of about 90 ° after starting even if the vehicle is going straight. Even in a state where it cannot be detected well, the movement trajectory can be quickly and accurately predicted by the correction. In this case, the processing means indirectly corrects the steering state of the vehicle or directly corrects the predicted vehicle movement trajectory, thereby changing the degree of bending of the predicted vehicle movement trajectory to an increase side compared to before correction. Correct as follows. In addition, the predicted vehicle movement trajectory can be quickly acquired using the model data of the movement trajectory and the traveling direction of the vehicle regardless of the steering state of the vehicle. By using these predicted vehicle movement trajectories, the possibility of contact between the vehicle and the object can be determined quickly and accurately, and contact avoidance can be started early.

It is a block diagram of the contact avoidance control apparatus which concerns on embodiment of this invention. It is a figure which shows the example of the positional relationship of the own vehicle and other vehicle assumed in the contact avoidance control apparatus which concerns on embodiment of this invention, and FIG. 2 (A) is a contact area in front of an other vehicle. FIG. 2B is a diagram illustrating a state in which the other vehicle reaches the contact area before the host vehicle, and FIG. 2C is a traveling direction of the host vehicle and the other vehicle. It is a figure which shows the state which goes to the same direction. Changes in steering torque, actual steering angle, steering angle (sensor output value), steering angle (sensor output value: after offset correction), and steering angle (after correction) in the contact avoidance control device according to the embodiment of the present invention It is a figure which shows the example of these correspondence. It is a flowchart which shows operation | movement of the contact avoidance control apparatus which concerns on embodiment of this invention. It is a flowchart which shows the process of the correction | amendment according to the steering torque shown in FIG.

Hereinafter, a contact avoidance control device and a contact avoidance control method according to an embodiment of the present invention will be described with reference to the accompanying drawings.
As shown in FIG. 1, the contact avoidance control device 10 according to the present embodiment includes an external sensor 11, a vehicle speed sensor 12, a steering angle sensor 13, a steering torque sensor 14, a direction indicator 15, and a navigation device 16. , A notification device 17, a brake actuator 18, and a processing device 19.

The external sensor 11 includes a radar device (not shown) and a camera (not shown).
The radar device divides a detection target region set in the external environment of the host vehicle into a plurality of angle regions, and transmits an electromagnetic wave transmission signal so as to scan each angle region. And the reflected signal of the reflected wave which arose by each outgoing signal being reflected by the object (for example, other vehicles etc.) outside the own vehicle is received. Then, a detection signal corresponding to the transmission signal and the reflection signal, for example, a detection signal related to the distance from the radar apparatus to the external object, a detection signal related to the relative speed of the external object due to the Doppler effect, and the like are generated. The detection signal is output to the processing device 19.
The camera images an imaging area set in the external environment of the host vehicle. Then, image data is generated by performing appropriate image processing on the image obtained by imaging, and this image data is output to the processing device 19.

The vehicle speed sensor 12 detects the rotational speed (wheel speed) of the driving wheel of the host vehicle, detects the speed of the vehicle body (vehicle speed) based on the wheel speed, and outputs a detection signal of the vehicle speed.
The steering angle sensor 13 detects the direction and magnitude of the steering angle input to the steering wheel (not shown) by the driver of the host vehicle, and outputs a detection signal for the direction and magnitude of the steering angle.
The steering torque sensor 14 detects the direction and magnitude of the steering torque input to the steering wheel (not shown) by the driver of the host vehicle, and outputs a detection signal for the direction and magnitude of the steering torque.

The direction indicator 15 outputs a right direction or left direction instruction signal input by the driver of the host vehicle.
The navigation device 16 uses a positioning signal such as a GPS (Global Positioning System) signal, and further uses an autonomous navigation calculation process based on the vehicle speed and yaw rate of the host vehicle to detect the current position of the host vehicle and The route guidance and route search processing using the map data is performed on the destination and waypoints input by.

The notification device 17 includes a tactile transmission device (not shown), a visual transmission device (not shown), and an auditory transmission device (not shown). The tactile transmission device is a seat belt device, a steering control device, or the like, which generates a predetermined tension on the seat belt to apply a tightening force that can be perceived tactilely by a passenger of the own vehicle, and causes the own vehicle to act on the steering wheel. A vibration (steering vibration) that can be perceived tactilely by the driver is generated. The visual transmission device is a display device, a lamp, and the like, displays various information, and lights the lamp. The auditory transmission device is a speaker or the like, and outputs electronic sounds and sounds.
The brake actuator 18 generates a braking force by driving a brake (not shown) of the host vehicle.

  The processing device 19 includes an object movement trajectory prediction unit 21, an own vehicle movement trajectory prediction unit 22, an own vehicle movement trajectory storage unit 23, an own vehicle movement trajectory correction unit 24, and a parking lot determination unit 25. A determination unit 26 and a vehicle control unit 27 are provided.

  The object movement trajectory prediction unit 21 uses at least one of the detection signal and the image data output from the external sensor 11 to detect the position of the object outside the host vehicle (relative position with respect to the host vehicle) and the speed (relative to the host vehicle). Speed), and shape or dimensions. The object movement trajectory prediction unit 21 predicts an object movement trajectory (object predicted movement trajectory) using information such as the detected position, speed, shape, and size of the detected object. The object predicted movement trajectory is data indicating a change in the position of the object for each elapsed time.

  The own vehicle movement locus prediction unit 22 uses at least one of the steering angle detected by the steering angle sensor 13 and the steering torque detected by the steering torque sensor 14 as information on the steering state of the own vehicle, The vehicle trajectory of the host vehicle (the host vehicle predicted travel track) is predicted using information such as the vehicle speed of the host vehicle, the positions of the left and right front and rear wheels, and the dimensions of the host vehicle. The own vehicle predicted movement trajectory is data indicating a change in the position of the own vehicle for each elapsed time.

  The own vehicle movement trajectory predicting unit 22 stores in advance information on the traveling direction of the own vehicle when information on the steering state of the own vehicle cannot be properly acquired when the own vehicle starts under a predetermined condition. The own vehicle predicted movement trajectory is predicted using the model data of the existing movement trajectory. When the host vehicle starts under predetermined conditions, for example, as shown in FIG. 2 (A), the host vehicle starts by retreating from the parking area of the parking lot and travels so as to make a turn and contact with another vehicle. For example, when the area is reached first. The model data of the movement locus in this case is, for example, retreating straight by a predetermined distance in the front-rear direction of the host vehicle, and then retreating while turning to the traveling direction side (that is, the turning direction side) with full steering, It is set as the movement locus | trajectory etc. which go to the direction orthogonal to the front-back direction of the own vehicle in a parking area. Then, the own vehicle movement trajectory prediction unit 22 can be acquired from the past actual movement trajectory of the own vehicle stored in the own vehicle movement locus storage unit 23, a signal output from the direction indicator 15, and the navigation device 16. Information on the traveling direction of the host vehicle can be acquired based on various information and information on the positions of objects around the host vehicle detected by the external sensor 11.

  For example, the own vehicle movement trajectory prediction unit 22 of the past movement trajectories stored in the own vehicle movement trajectory storage unit 23 enters the parking area such as a parking lot and stops when the previous vehicle stops. The traveling direction (that is, the reverse direction of the traveling direction at the time of stop, etc.) is acquired according to the traveling locus up to. In addition, the host vehicle movement trajectory prediction unit 22 acquires the traveling direction (that is, the direction indicated by the direction indicator 15) according to the signal output from the direction indicator 15. In addition, the own vehicle movement trajectory prediction unit 22 acquires a traveling direction (that is, a direction toward the destination and the waypoint) according to the destination and the waypoint set in the navigation device 16. The own vehicle movement trajectory predicting unit 22 also detects obstacles such as objects (for example, other parked vehicles and structures obstructing the running of the own vehicle) existing around the parking area of the own vehicle detected by the external sensor 11. The traveling direction (that is, the traveling direction avoiding obstacles such as other parked vehicles and structures) is acquired according to the position of the object. The own vehicle movement trajectory prediction unit 22 acquires the traveling direction according to road data that can be acquired from the navigation device 16 or the like, for example, information on traffic restrictions (for example, one-way traffic) of a road connected to the parking area. To do.

In FIG. 2A, the own vehicle P starts from the parking area toward the contact area R by turning right by reversing, and the other vehicle Q that may come into contact with the own vehicle P in the contact area R. Is proceeding from the right side of the host vehicle P toward the contact region R in a direction orthogonal to the front-rear direction of the host vehicle P in the parking region. In this case, since the own vehicle P reaches the contact region R before the other vehicle Q, the possibility that the own vehicle P collides with the front of the other vehicle Q in the contact region R increases. Further, in this case, as shown in FIG. 2B, the host vehicle P and the other vehicle Q move closer to each other as compared with the case where the host vehicle P turns to the left, so that TTC (Time To Collision: Collision margin time) becomes shorter.
On the other hand, as shown in FIG. 2C, when the other vehicle Q reaches the contact region R before the host vehicle P, the collision margin time is either the right turn or the left turn of the own vehicle P. However, it is almost the same and shorter than the case where the host vehicle P reaches the contact region R before the other vehicle Q. Furthermore, the possibility that the host vehicle P will collide with the side surface of the other vehicle Q in the contact region R increases.
In other words, when the vehicle starts under the predetermined conditions described above, it corresponds to a case where the possibility of occurrence of contact greatly changes and the impact at the time of contact changes greatly according to the movement trajectory of the vehicle P. ing. Furthermore, it corresponds to the case where the predicted trajectory of the host vehicle can be predicted quickly and accurately, so that the possibility of occurrence of contact and the degree of reduction of impact at the time of contact can be greatly increased.

  The own vehicle movement trajectory prediction unit 22 may determine that the own vehicle leaves the parking area by going straight when the steering torque and the steering angle do not change for a predetermined time or longer after the vehicle starts running after the own vehicle starts. Good.

  The own vehicle movement trajectory correction unit 24 is a degree of bending of the own vehicle predicted movement trajectory acquired by the own vehicle movement trajectory prediction unit 22 according to the steering state of the own vehicle when the host vehicle starts under a predetermined condition. For example, the steering state is corrected such that the curvature, the turning angle, and the like) change to the increase side compared to before the correction. For example, the host vehicle movement locus correction unit 24 uses the steering torque based on the detection signal output from the steering torque sensor 14 when the host vehicle starts to turn from the parking area of the parking lot. The steering angle based on the detection signal output from the sensor 13 is corrected.

  As shown in FIG. 3, the own vehicle movement trajectory correction unit 24 is a dead zone region present in the sensor output value output from the steering angle sensor 13 due to gear play of a steering mechanism (not shown) of the own vehicle. Correct the error. Further, the own vehicle movement trajectory correction unit 24 corrects an offset error present in the sensor output value output from the steering angle sensor 13 due to steering attachment accuracy, wheel alignment, and the like.

For example, the sensor output value of the steering angle output from the steering angle sensor 13 shown in FIG. 3 has a predetermined offset value Sa irrespective of whether or not steering is performed. Furthermore, this sensor output value is a dead zone region from the steering start time ta to a time tb after a predetermined time has elapsed, and the actual steering angle (actual steering angle) increases from zero to a predetermined value Sb. The constant value (that is, the offset value Sa) is maintained. And this sensor output value shows the change similar to an actual steering angle, for example, the change of the increase tendency with progress of time, in the area | region beyond the dead zone area (that is, after time tb).
On the other hand, the sensor output value of the steering torque output from the steering torque sensor 14 is such that the output of the steering torque due to the steering suspension is instantaneously output and the change in the actual steering angle is followed. It shows an appropriate change according to the actual steering angle thereafter and has better initial response than the steering angle sensor 13.

The own vehicle movement locus correction unit 24 first corrects the offset value present in the sensor output value output from the steering angle sensor 13 to zero.
Then, in the dead zone region of the steering angle sensor 13 from the steering start time ta to the time tb after the elapse of a predetermined time, the host vehicle movement locus correction unit 24 uses the steering torque sensor 14 as a sensor output value of the corrected steering angle. The steering angle corresponding to the sensor output value of the steering torque output from is set. The steering angle corresponding to the sensor output value of the steering torque increases in proportion to the passage of time by a constant proportional coefficient corresponding to the sensor output value of the steering torque, for example.
Further, in the region beyond the dead zone region of the steering angle sensor 13 after time tb, the host vehicle movement locus correction unit 24 outputs a sensor output value from the steering angle sensor 13 as a sensor output value of the corrected steering angle. A value obtained by adding a predetermined steering angle corresponding to the sensor output value of the steering torque output from the steering torque sensor 14 to the output value is set. For example, the predetermined steering angle decreases with a predetermined attenuation coefficient as time elapses or the sensor output value output from the steering angle sensor 13 increases.
As a result, the sensor output value of the corrected steering angle increases at a constant rate from zero to the predetermined value S1 as time passes in the dead zone region of the steering angle sensor 13. And in the area | region beyond a dead zone area | region, it changes to an increase tendency so that it may converge on the sensor output value output from the steering angle sensor 13 with progress of time.

Note that the own vehicle movement locus correction unit 24 is in the dead zone region of the steering angle sensor 13 when the steering torque detected by the steering torque sensor 14 is greater than or equal to a predetermined value, or when the steering torque is greater than or equal to the predetermined value. May continue to be detected from the direction of the steering torque when the duration continues for a predetermined time or longer.
Further, the host vehicle movement locus correction unit 24 may detect the steering direction and the turning direction from the direction of the steering torque by the steering suspension detected by the steering torque sensor 14.
The own vehicle movement trajectory correction unit 24 corrects using the steering torque when the direction of the steering torque detected by the steering torque sensor 14 matches the direction of the steering angle detected by the steering angle sensor 13. May be performed.
The own vehicle movement trajectory correction unit 24 determines that it is a dead zone region of the steering angle sensor 13 when the sensor output value of the steering angle output from the steering angle sensor 13 after the start of the own vehicle is less than the predetermined value Sb. May be.

The parking lot determination unit 25 determines whether the own vehicle is a parking lot based on information on the current position of the own vehicle acquired from the navigation device 16 or information on a parking area around the own vehicle captured by the camera of the external sensor 11. It is determined whether or not it exists in the parking area.
In addition, the parking lot determination part 25 may determine with the own vehicle existing in a parking area in the period until predetermined time passes after the start of the own vehicle.
Moreover, the parking lot determination part 25 may determine with the own vehicle existing in a parking area in the period until it reaches | attains a predetermined vehicle speed after the start of the own vehicle.

The contact possibility determination unit 26, for example, predicts an object predicted movement trajectory and an own vehicle predicted movement trajectory as well as an object moving along each predicted movement trajectory as the possibility of contact between the object detected by the external sensor 11 and the own vehicle. TTC (collision margin time = relative distance / relative speed) is calculated using the relative distance and relative speed between the vehicle and the host vehicle. Then, the TTC (collision margin time) is compared with a predetermined determination threshold value, and a signal indicating the comparison result is output.
The vehicle control unit 27 controls the notification operation of the notification device 17 and the braking by the brake actuator 18 according to the comparison result signal output from the contact possibility determination unit 26.

The contact avoidance control device 10 according to the present embodiment has the above-described configuration. Next, an operation of the contact avoidance control device 10, that is, a contact avoidance control method will be described.
In addition, the contact avoidance control apparatus 10 repeatedly performs the processing after step S01 shown below at an appropriate timing such as a predetermined cycle.

First, in step S01 shown in FIG. 4, the processing device 19 acquires information such as the position and speed of an object outside the host vehicle using at least one of the detection signal and the image data output from the external sensor 11. To do.
Next, in step S02, the object movement trajectory prediction unit 21 predicts an object movement trajectory (object predicted movement trajectory).
Next, in step S03, the processing device 19 uses the vehicle speed sensor 12, the steering angle sensor 13, the steering torque sensor 14, the direction indicator 15, the navigation device 16, and the like (for example, vehicle speed, steering angle, Steering torque, direction indication signal, and current position).

Next, in step S04, the host vehicle movement trajectory prediction unit 22 determines whether or not information on the steering state (for example, at least steering torque or steering angle) of the host vehicle has been acquired.
If this determination is “NO”, the flow proceeds to step S 05.
On the other hand, if this determination is “YES”, the flow proceeds to step S 07 described later.
In step S05, the host vehicle movement trajectory predicting unit 22 determines whether or not the host vehicle travel direction is grasped when the host vehicle starts under a predetermined condition.
If the determination result of step S05 is “NO”, the process proceeds to the end.
On the other hand, if the determination result of step S05 is “YES”, the process proceeds to step S 06.
In step S <b> 06, the host vehicle movement trajectory prediction unit 22 predicts the host vehicle predicted movement trajectory using information on the traveling direction of the host vehicle and model data of the movement trajectory stored in advance. And it progresses to step S09 mentioned later.

In step S07, the own vehicle movement trajectory prediction unit 22 calculates the own vehicle predicted movement trajectory using information on the steering state (for example, at least the steering torque or the steering angle) of the own vehicle.
Next, in step S08, the host vehicle movement trajectory prediction unit 22 executes a correction process according to a steering torque described later.

Next, in step S09, the contact possibility determination unit 26 uses the object predicted movement trajectory and the own vehicle predicted movement trajectory, and the relative distance and the relative speed between the object moving along each predicted movement trajectory and the own vehicle. Then, TTC (collision margin time = relative distance / relative speed) is calculated.
Next, in step S10, the contact possibility determination unit 26 determines whether or not TTC (collision margin time) is shorter than a predetermined alarm activation threshold (for example, 2 seconds).
If this determination is “NO”, the flow proceeds to the end.
On the other hand, if this determination is “YES”, the flow proceeds to step S11.
In step S <b> 11, the vehicle control unit 27 outputs a collision warning by the notification device 17.
Next, in step S12, the contact possibility determination unit 26 determines whether or not TTC (collision margin time) is shorter than a predetermined brake operation threshold (for example, 1.5 seconds).
If this determination is “NO”, the flow proceeds to the end.
On the other hand, if the determination is “YES”, the flow proceeds to step S13.
In step S13, the vehicle control unit 27 drives the brake of the host vehicle by the brake actuator 18, generates a braking force, and proceeds to the end.

Hereinafter, the correction process according to the steering torque in step S08 will be described.
First, in step S21 shown in FIG. 5, the own vehicle movement trajectory correction unit 24 determines whether or not the own vehicle has started by reversing straight ahead.
If this determination is “YES”, the flow proceeds to step S22, and in this step S22, the flow proceeds to return without performing correction according to the steering torque.
On the other hand, if this determination is “NO”, the flow proceeds to step S23.
And in step S23, the own vehicle movement locus | trajectory correction | amendment part 24 determines whether the own vehicle started from the parking area of a parking lot.
If the determination result of step S23 is “NO”, the process proceeds to step S22.
On the other hand, if the determination result of step S23 is “YES”, the process proceeds to step S24.

In step S24, the own vehicle movement trajectory correction unit 24 acquires the contact area between the object and the own vehicle based on the object predicted movement trajectory and the own vehicle predicted movement trajectory.
Next, in step S25, the own vehicle movement trajectory correction unit 24 determines whether or not the own vehicle reaches the contact region before the object.
If this determination is “NO”, the flow proceeds to step S22.
On the other hand, if the determination is “YES”, the flow proceeds to step S26.

In step S <b> 26, the host vehicle movement locus correction unit 24 determines whether the sensor output value of the steering angle output from the steering angle sensor 13 is a dead zone region.
If this determination is “NO”, the flow proceeds to step S22.
On the other hand, if this determination is “YES”, the flow proceeds to step S27.
In step S <b> 27, the own vehicle movement locus correction unit 24 corrects the sensor output value of the steering angle output from the steering angle sensor 13 in accordance with the sensor output value of the steering torque output from the steering torque sensor 14. Then, the corrected steering angle information is output to the contact possibility determination unit 26.
In step S <b> 28, the contact possibility determination unit 26 calculates the predicted travel path of the host vehicle using the corrected steering angle information, and proceeds to return.

As described above, according to the contact avoidance control device 10 of the present embodiment, the steering state is established under the condition that it is easy to predict the movement trajectory of the own vehicle, such as when the own vehicle starts moving backward from the parking area. It is possible to quickly acquire a highly accurate predicted vehicle trajectory by correction according to the above or prediction based on the traveling direction. Thereby, the possibility of contact between the host vehicle and the object can be determined quickly and accurately, and contact avoidance can be started at an early stage.
More specifically, for example, even when an error increases due to an offset due to a play of the gear of the steering mechanism and a dead zone region with respect to detection of the steering angle at the initial stage of steering, the steering angle is set using the steering torque. By correcting, the accuracy of the own vehicle predicted movement trajectory can be improved. Even if the steering state based on the steering angle and steering torque is unknown, there is a possibility that if the vehicle starts from the parking area, it may turn at a turning angle of about 90 ° after starting even if the vehicle is going straight. Since it is high, it is possible to quickly obtain an accurate vehicle predicted movement trajectory using such model data of the movement trajectory and the traveling direction of the host vehicle.
Furthermore, when the host vehicle reaches the contact area before an object (such as another vehicle), it is possible to greatly increase the possibility of occurrence of contact and the degree of reduction of impact when the contact occurs.
Furthermore, the traveling locus when the host vehicle enters the parking area and stops, the signal output from the direction indicator 15, the destination and waypoint of the navigation device 16, and objects present around the parking area of the host vehicle Depending on the position of the vehicle, information on the traveling direction of the host vehicle can be obtained with high accuracy.

  The above-described embodiments are presented as examples, and are not intended to limit the scope of the invention. The above-described novel embodiments can be implemented in various other forms, and various omissions, replacements, and changes can be made without departing from the spirit of the invention. The above-described embodiments and modifications thereof are included in the scope and gist of the invention, and are included in the invention described in the claims and the equivalents thereof.

  For example, in the above-described embodiment, the own vehicle movement trajectory correction unit 24 increases the steering angle in the dead zone region of the steering angle sensor 13 in proportion to the passage of time by a constant proportional coefficient corresponding to the sensor output value of the steering torque. However, the present invention is not limited to this. For example, in the dead zone region of the steering angle sensor 13, the correction amount may change according to the change speed of the sensor output value of the steering torque.

For example, in the above-described embodiment, the host vehicle movement trajectory predicting unit 22 stores information on the traveling direction of the host vehicle and the movement trajectory stored in advance when the information on the steering state of the host vehicle cannot be properly acquired. However, the present invention is not limited to this. For example, the host vehicle movement trajectory prediction unit 22 immediately determines the traveling direction of the host vehicle without determining the acquisition state of the steering state information of the host vehicle when the host vehicle starts under the predetermined condition. The host vehicle predicted movement trajectory may be predicted using this information and the model data of the movement trajectory stored in advance.
In this case, the possibility of contact between the vehicle and the object can be quickly determined without requiring time for acquiring information on the steering state of the host vehicle, and contact avoidance can be started early. it can.
In this case, based on the information on the steering state of the host vehicle, the host vehicle predicted movement track and the contact possibility are quickly acquired based on the information on the traveling direction of the host vehicle and the model data of the moving track. A highly accurate predicted vehicle trajectory and contact possibility may be acquired. As a result, first, contact avoidance is started with flexible operation content giving priority to quickness based on model data, and then contact avoidance is executed with detailed and strict operation content based on information on the steering state of the host vehicle. Also good.

  For example, in the above-described embodiment, the host vehicle movement locus correction unit 24 corrects the own vehicle predicted movement locus indirectly by correcting the steering state. You may correct | amend the own vehicle estimated movement locus | trajectory acquired by the estimation part 22 directly. In this case, the own vehicle movement trajectory correction unit 24 corrects the degree of bending of the own vehicle predicted movement trajectory acquired by the own vehicle movement trajectory prediction unit 22 to the increase side, and newly calculates the corrected own vehicle predicted movement trajectory. Let it be the own vehicle predicted movement trajectory.

For example, in the above-described embodiment, the start time of the host vehicle under the predetermined condition is set to the reverse time, but the invention is not limited to this, and may be the forward time.
In the above-described embodiment, the start of the host vehicle under a predetermined condition is the case where the host vehicle reaches the contact area earlier than the object (such as another vehicle). However, the present invention is not limited to this. It may be a case where an object (such as another vehicle) arrives earlier than the own vehicle.

10 Contact Avoidance Control Device 11 External Sensor (Object Detection Unit)
13 Steering angle sensor (steering angle acquisition means)
14 Steering torque sensor (steering torque acquisition means)
15 Direction indicator 16 Navigation device 19 Processing device (processing means)
22 Own vehicle movement trajectory prediction unit (vehicle predicted movement trajectory acquisition means)
24 Vehicle trajectory correction unit (correction means, contact area acquisition means, determination means)
26 Contact possibility determination unit (contact possibility determination means)
27 Vehicle control unit (contact avoidance support means)

Claims (10)

An object detection means for detecting information of an object mounted on a vehicle and existing around the vehicle;
Steering angle acquisition means capable of acquiring the steering angle of the vehicle;
Steering torque acquisition means capable of acquiring the steering torque of the vehicle;
Wherein based on the steering angle by the steering angle acquisition unit has acquired, and the vehicle movement locus prediction unit that performs prediction of the predicted vehicle movement trajectory,
When the vehicle departs from the parking area by starting, the degree of bending of the vehicle predicted movement trajectory changes to an increase side compared to before correction using the steering torque acquired by the steering torque acquisition means. Correction means for correcting the steering angle;
The vehicle predicted movement trajectory is acquired based on the corrected steering angle corrected by the correction unit, and the acquired vehicle predicted movement trajectory and the information on the object detected by the object detection unit are used. , Obtaining a determination value for determining the possibility of contact between the vehicle and the object, comparing the determined determination value with a first determination threshold, and comparing the determination value with a second determination threshold Sex determination means;
As a result of the comparison by the contact possibility determination means, when the determination value is less than or equal to the first determination threshold value, an alarm is notified by the notification device, and when the determination value is less than or equal to the second determination threshold value, braking of the vehicle Contact avoidance support means for controlling
Comprising
The contact avoidance control apparatus characterized by the above-mentioned. The judgment value is a collision margin time,
The contact possibility determining means uses said object moving along the object predicted movement trajectories obtained from information of the object, the relative distance and the relative speed between the vehicle moving along the predicted vehicle movement locus , Ru asked the collision margin time,
Contact avoidance control device according to claim 1, wherein the this. When the steering angle acquisition unit cannot properly acquire the steering angle, the correction unit uses the model data of the movement locus stored in advance, so that the vehicle predicted movement locus is the parking area in the parking area. Correction is made so that the trajectory goes in a direction perpendicular to the longitudinal direction of the vehicle.
The contact avoidance control device according to claim 1, wherein the contact avoidance control device is provided. The contact possibility determining means includes the object moving along the object predicted movement locus obtained from the information of the object, and a relative distance and a relative speed between the vehicle you move along the predicted vehicle movement trajectories And calculating the collision margin time, comparing the collision margin time and the second determination threshold,
The contact avoidance assistance means, when the prior SL collision tolerable time follows the second determination threshold value, to control the braking by the brake actuator,
The contact avoidance control device according to any one of claims 1 to 3, wherein the contact avoidance control device is provided. The vehicle movement locus prediction unit, the steering angle and said vehicle predicted movement trajectory by using the model data of the moving track steering torque is previously stored to the traveling direction of the vehicle when it is not known of the vehicle To get the
The contact avoidance control device according to claim 1, wherein the contact avoidance control device is provided. The own vehicle movement trajectory predicting means
Stores the travel locus until the vehicle enters the parking area and stops at the previous vehicle stop,
Obtaining the traveling direction according to the traveling locus;
The contact avoidance control apparatus according to claim 5. The own vehicle movement trajectory predicting means
Obtaining the traveling direction according to a signal output from the direction indicator of the vehicle;
The contact avoidance control apparatus according to claim 5. The own vehicle movement trajectory predicting means
Obtaining the traveling direction according to the destination set in the navigation device of the vehicle;
The contact avoidance control apparatus according to claim 5. The own vehicle movement trajectory predicting means
Obtaining the traveling direction according to the position of an object existing around the parking area;
The contact avoidance control apparatus according to claim 5. An object detection step of detecting information of an object existing around the vehicles,
And the steering angle acquiring the steering angle before Symbol vehicle,
And the steering torque acquiring the steering torque of the previous Symbol vehicle,
Based on the steering angle acquired by the steering angle acquisition step, and the vehicle movement locus prediction step of predicting a predicted vehicle movement locus of the vehicle,
If the previous SL vehicle leaves by starting from a parking area, using said steering torque obtaining the steering torque obtained by the step, so that the degree of bend of the vehicle predicted movement locus is changed to the increasing side as compared with that before the correction A correction step for correcting the steering angle;
Before SL obtains the predicted vehicle movement locus based on the steering angle after the correction corrected by the correcting step, using said predicted vehicle movement locus obtained; and information of the object detected by the object detecting step Contact for determining a determination value for determining the possibility of contact between the vehicle and the object, comparing the determined determination value with a first determination threshold value, and comparing the determination value with a second determination threshold value A possibility determination step;
The results were compared with pre-Symbol contact possibility determination step, the determination value notified alarm by notifying device in the following cases: the first determination threshold value, the judgment value of said vehicle if: the second determination threshold value A contact avoidance support step for controlling braking;
including,
The contact avoidance control method characterized by the above-mentioned.

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