JPH07105498A - Device discriminating drive state for automobile and safety device using it - Google Patents

Abstract

PURPOSE:To provide the drive state discrimination device for an automobile and the safety device using it in which a vehicle going to be deviated from a drive lane is predicted early. CONSTITUTION:A deviation of a vehicle from a drive lane 11 is predicted based on a distance L between a concerned vehicle 10 and a cross point P of an estimate progressing path 13 and a side ridge 12 of a drive lane 11 and an angle theta between the estimate progressing path 13 and the side ridge 12 with respect to the cross point P. Then steering is automatically controlled to prevent the deviation based on the prediction.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a vehicle running condition determination device for preventing a vehicle from departing from a predetermined driving lane by a driver's careless steering operation, and a safety device using the same.

[0002]

2. Description of the Related Art Conventionally, for example, JP-A-63-214900.
As disclosed in the official gazette, when the vehicle deviates from the predetermined driving lane without the driver's conscious steering such as looking aside or being inattentive, the driver is warned There is known a device for prompting.

An image pickup device for reading a guide line such as a white line indicating the side edge of a driving lane, an image processing device for processing a signal obtained from this image pickup device, and information obtained from this image processing device and others. There is known a travel control device that intervenes an automatic steering system to prevent the vehicle from departing from a travel lane.

[0004]

However, in the above-mentioned conventional configuration, it is possible to detect immediately before that the vehicle traveling on the traveling lane is about to deviate from one of the side edges of the traveling lane. However, since it is impossible to predict this deviation in advance, there is a problem that the correction steering cannot be performed in time and safety cannot be ensured.

Further, even if the correction steering is in time, the correction steering angle becomes large, so that a large lateral G is generated, which gives an occupant an uncomfortable feeling.

The present invention has been made in view of the above-mentioned circumstances, and uses a vehicle traveling state determination device and a vehicle state determination device capable of predicting that a vehicle is about to depart from the traveling lane at an early stage. The purpose is to provide a safety device.

[0007]

According to a first aspect of the present invention, there is provided a traveling state determination device for an automobile, which comprises a traveling route estimating means for estimating a traveling route of a moving vehicle and a side for detecting a side edge of the traveling lane. Departure for predicting a departure state of the host vehicle from the traveling lane based on the approaching condition between the edge detection unit, the traveling path of the host vehicle estimated by the traveling path estimation unit, and the side edge detected by the side edge detecting unit. It is characterized by comprising a state prediction means.

According to a second aspect of the present invention, there is provided a vehicle running state determining device according to the first aspect of the present invention, wherein the deviation state predicting means is located on the side of the estimated traveling path of the own vehicle and the running lane from the own vehicle. Based on the distance L to the intersection with the edge,
It is characterized in that the deviation state is predicted.

According to a third aspect of the present invention, there is provided the vehicle running state determination device according to the second aspect of the invention, wherein the departure state predicting means further predicts the departure state based on the vehicle speed v. It is what

According to a fourth aspect of the present invention, there is provided a vehicle running state determining apparatus according to the second aspect, wherein the departure state predicting means further comprises an estimated traveling path of the own vehicle and a side edge of the running lane. The departure state is predicted based on the angle θ formed by the estimated traveling path and the side edge of the traveling lane at the intersection of

According to a fifth aspect of the present invention, there is provided a vehicle running condition determination device according to the second aspect, wherein the distance L is at an intersection between an estimated traveling path of the vehicle and a side edge of the traveling lane. It is characterized in that a dangerous state is determined when a predetermined distance L ₁ determined by the vehicle speed v and an angle θ formed by the estimated traveling path and the side edge of the traveling lane is reduced.

According to a sixth aspect of the present invention, there is provided a vehicle running condition determining apparatus according to the first aspect of the present invention, wherein the estimated traveling path is estimated based on a steering direction of the vehicle. It is characterized by.

According to a seventh aspect of the present invention, there is provided the vehicle running condition determining apparatus according to the first aspect of the present invention, wherein the estimated traveling path is at least one of the steering angle and the yaw rate. It is characterized in that it is composed of an expected progress locus calculated based on.

According to an eighth aspect of the present invention, there is provided a vehicle running state determining device according to any one of the first to seventh aspects, wherein the deviation state predicting means is further provided on the side of the vehicle running lane. It is characterized in that the deviation state is predicted based on the distance d to the edge.

According to a ninth aspect of the present invention, there is provided a vehicle safety device for predicting a departure state of the departure state predicting means provided in the vehicle running state determination device according to any one of the first to eighth aspects. It is characterized by comprising an alarm means for issuing an alarm based on the above.

According to a tenth aspect of the present invention, there is provided a vehicle safety device for the departure state prediction of the departure state prediction means provided in the vehicle running state determination device according to any one of the first to eighth aspects. Based on the above, the steering means for automatically performing the corrective steering is provided to prevent deviation.

[0017]

According to the vehicle running condition determining apparatus of the first aspect of the present invention, the running lane of the own vehicle is determined based on the estimated traveling path of the own vehicle and the approaching condition of the side edge of the running lane. Therefore, it is possible to predict the departure state of the host vehicle from the traveling lane.

According to the vehicle running condition determining apparatus of the present invention, it is possible to improve the accuracy of predicting the departure condition of the host vehicle from the running lane.

Further, according to the vehicle running condition determining apparatus of the present invention, the relative position relationship between the host vehicle and the side edge of the driving lane at the present time is also taken into consideration, so that It is possible to further improve the prediction accuracy of the departure state with respect to the traveling lane.

According to the vehicle safety device of the ninth and tenth aspects of the present invention, the deviation state of the own vehicle from the traveling lane is predicted by the vehicle traveling state determination device of the first or eighth aspect of the invention. A warning is issued based on the warning, or corrective steering is automatically performed, so even if the driver makes an unintentional mistaken steering, it prevents the vehicle from departing from the driving lane to ensure safe driving. The state can be secured, and the correction steering can be performed without a large lateral G.

[0021]

Embodiments of the present invention will be described below with reference to the accompanying drawings.

FIG. 1 is a block diagram showing a configuration of a key plane system according to an embodiment of the present invention, which is a camera 1, a signal processing unit 2, an arithmetic unit 3, a control unit 4,
A steering actuator 5, an alarm buzzer 6, a vehicle speed sensor 7, a steering angle sensor 8 and a direction indicator 9 are provided.

As shown in FIG. 2, the camera 1 is provided on the front end surface of the host vehicle 10 and is indicated by a white line (guide line) or a guardrail or the like, which is a side edge 12 of the traveling lane 11 of the host vehicle 10. Is to be imaged. Camera 1
The video signal output from is processed by the signal processing unit 2 into a signal that can be processed by the arithmetic unit 3, and then supplied to the arithmetic unit 3.

The arithmetic unit 3 detects the side edge 12 of the traveling lane 11 of the host vehicle 10 on the basis of the input signal from the signal processing unit 2, and also receives the input signal representing the vehicle speed v from the vehicle speed sensor 7 and the steering angle. Based on an input signal representing the steering angle φ from the steering angle sensor 8 for detecting the traveling direction of the host vehicle 10, and a line 13 representing the estimated traveling path of the host vehicle 10 and a side edge of the traveling lane 11. The angle θ at which 12 intersects with 12 and the distance L to the intersection P are calculated.

Further, the arithmetic unit 3 is based on the angle θ and the vehicle speed v, and the first and the second regarding the distance L.
The threshold values L ₁ and L ₂ are calculated (L ₁ <L ₂ ).

The control unit 4 compares the distance L with the first and second threshold values L ₁ and L ₂ to predict the departure state of the vehicle 10 from the traveling lane 11, and the distance L is the second value.
When it becomes shorter than the threshold value L ₂ , the alarm buzzer 6 is activated to warn the driver, and when the distance L becomes shorter than the threshold value L ₁ , it is judged as a dangerous state and will be described later. A key plane system operating routine for controlling the steering actuator 5 is started.

The operation of the key plane system having the above configuration will be described with reference to the flowcharts of FIGS. 3 to 5. In addition, S represents each step.

FIG. 3 shows a basic flow chart of the key plane system. First, a key plane system intervention start determination routine is executed (S1), and then it is determined whether or not the key plane system intervention start condition is satisfied. (S
2). Then, until this condition is satisfied (S2: N
O) When returning to S1 and the above condition is satisfied (S2: Y
ES) and execute a key plane system operation routine (S3).

Next, a key plane system intervention end determination routine is executed (S4), and it is determined whether the key plane system intervention end condition is satisfied (S5).
Until this condition is satisfied (S5: NO), the key plane system operation routine is continued. Then, when the key plane system intervention end condition is satisfied (S5: Y
ES), return to S1.

4 and 5 are flowcharts showing the contents of the key plane system intervention start determination routine in S1 of FIG.

First, the side edge information of the traveling lane 11 (input signal from the signal processing unit 2) is input (S11), then the vehicle speed v and the steering angle φ are read, and the direction indicator signal is input (S12). ). Next, the steering angle φ is a predetermined value φ ₁
Is greater than or not, also, the steering speed phi 'is a predetermined value phi' ₂
It is determined whether or not it is larger (S13), and it is determined whether or not a turn signal is input (S14), and S
If at least one of the determinations in S13 and S14 is YES, it is determined that the driver intends to deviate from the current driving lane, and the process proceeds to S24 in FIG.
It is judged that the key plane system intervention start condition is not satisfied,
This determination routine ends.

On the other hand, when it is determined that the driver is not consciously steering (S13, S14: NO),
The traveling direction of the host vehicle 10 is estimated from the vehicle speed v and the steering angle φ (S15), and a line 1 representing the estimated traveling path of the host vehicle 10 is estimated.
3 and the side edge 12 of the traveling lane 11 are obtained, and the angle θ between the line 13 and the side edge 12 at the intersection P is obtained, and further the distance L from the vehicle 10 to the intersection P is calculated. Yes (S16).

In this embodiment, the threshold value L ₁ for the distance L is set here, and when L <L ₁ , the traveling lane 11
It is determined that there is a danger that the vehicle may deviate from That is, it is determined that the key plane system intervention start condition is satisfied (S2: YES in FIG. 3) and the key plane system operation routine is executed (S3 in FIG. 3). Based on the policy that the intervention of the key plane system should be minimized as an assisting means and the viewpoint of avoiding an excessive lateral G during the intervention of the key plane system, the above-mentioned threshold value is set. It has set the L _1.

That is, the threshold L ₁ is set as a function of the vehicle speed v, and the lower the vehicle speed v, the shorter the threshold L ₁ is set. Further, when the angle θ is equal to or greater than the predetermined value θ ₁ , it is determined that the host vehicle 10 is away from the target side edge 12 as shown in FIG. 6, and in that case, the steering during the intervention of the key plane system. It is determined that the amount is small and the lateral G is also small, and the larger the angle θ, the shorter the threshold L ₁ is set.

Therefore, it is determined whether the angle θ is smaller than a predetermined value θ ₁ (S17), and if θ <θ ₁ (S17).
17: YES), L ₁ = α ₁ v + β ₁ (S18),
If θ ≧ θ ₁ (S17: NO), L ₁ = α ₂ v / θ
It is set to + β ₂ (S19). Note that α ₁ , α ₂ ,
β ₁ and β ₂ are constants.

Next, the distance L is set to L which is a function of the set value L _1.
Compared with ₂ (S20, L ₂ > L ₁ ), while L ≧ L ₂ (S20: NO), it is determined that the key plane system intervention start condition is not satisfied (S24), but L <L ₂ is satisfied. At this time (S20: YES), the alarm buzzer 6 is activated (S21) to issue a warning to the driver. And L <L ₁
It is determined whether or not is satisfied, and when L ≧ L ₁ , (S2
2: NO), it is determined that the key plane system intervention start condition is not satisfied (S24), but if L <L ₁ (S22:
If YES, it is determined that the key plane system intervention start condition is satisfied (S23), and this determination routine ends.

Next, the traveling direction estimation method used in S15 of the flowchart of FIG. 4 will be described including the case where the traveling lane 11 draws a curve as shown in FIG.

This traveling direction estimation routine predicts the traveling path 13 of the host vehicle 10 based on the vehicle speed v and the steering angle φ. Specifically, the curvature radius R ₁ of the traveling path 13 is calculated by the following equation. It is performed by calculating according to (1).

[0039] ^{_{R 1 = (1 + Av 2}} ) L B N / φ (1) However, A: stability factor N: steering gear ratio L _B: wheelbase also a yaw rate sensor for detecting a yaw rate vehicle 10 occurs Based on the yaw rate ψ and the vehicle speed v detected by this yaw rate sensor, the vehicle 1
You may predict the traveling path of 0. Estimated route 1 in that case
The radius of curvature R ₂ of 3 is calculated by the following equation (2).

R ₂ = v / ψ (2) By the way, when there is a cant on a curved portion such as an expressway, the steering angle φ does not match the actual turning angle of the own vehicle 10,
The traveling path 1 of the vehicle 10 predicted based on the steering angle φ
The radius of curvature of 3 is larger than the radius of curvature of the actual traveling path.

Even when the host vehicle 10 is traveling straight ahead, the steering wheel is usually steered slightly to the left or right. Therefore, when the traveling path of the vehicle 10 is predicted by following the steering angle φ, The predicted traveling path 13 does not match the actual traveling path.

Therefore, when the steering angle φ is smaller than a predetermined value, the radius of curvature R ₂ calculated from the equation (2) is selected,
When the steering angle φ is greater than or equal to a predetermined value, equations (1) and (2)
It is preferable to select the smaller one of the radii of curvature R ₁ and R ₂ calculated from

That is, when the host vehicle 10 turns on a curved road having a cant, the host vehicle 10 makes a turning motion by the cant even if the steering wheel is not steered greatly, so that the yaw rate generated in the host vehicle 10 is generated. By determining the radius of curvature R ₂ based on ψ, the traveling path 13 of the host vehicle 10 can be accurately predicted.

When the host vehicle 10 makes a sharp turn, the radius of curvature R corresponding to the large steering angle φ
₁ is selected.

On the other hand, when the host vehicle 10 travels straight on a straight road, the steering wheel is slightly operated, but the yaw rate ψ does not occur. Therefore, based on this yaw rate ψ, the curvature predicted to be a straight road is obtained. The radius R ₂ will be selected.

Further, in addition to the above-mentioned judging means, a means for detecting the distance d from the vehicle 10 to the side edge 12 of the traveling lane 11 is provided, and the distance d detected by this detecting means is also taken into consideration. The above determination may be performed. In this way, the own vehicle 10 and the driving lane 11 at the present time
Since the relative positional relationship with the side edge 12 of is also taken into consideration, the determination accuracy is improved.

Further, instead of the above-described embodiment, as shown in FIG. 8, the first and second intervention start determination points P ₁ and P ₂ which are forwardly separated from the vehicle 10 by a predetermined distance L are estimated and advanced. The vehicle 10 is set symmetrically on both sides of the road 13 and
On both sides of the third and fourth intervention start determination points P ₃ , P
₄ is set, and at least one of these four determination points P _{1 to} P ₄ deviates from the side edge 12 or the determination line 14 set inside the side edge 12,
It may be determined that the key plane system intervention start condition is satisfied.

FIG. 9 is a flow chart showing a key plane system intervention start determination routine in this case. First, in the same procedure as S11 to S15 of FIG.
After estimating the traveling direction of (S31 to S33), it sets the intervention start determination point P ₁ ~P ₄ (S34). Then, it is determined whether or not at least one of the _four determination points P _{1 to} P ₄ deviates from the side edge 12 or the determination line 14 set inside the side edge 12 (S3).
5) If it deviates (S35: YES), it is determined that the key plane system intervention start condition is satisfied (S3).
6) If it does not deviate (S35: NO), it may be determined that the key plane system intervention start condition is not satisfied (S37).

[Brief description of drawings]

FIG. 1 is a block diagram showing a configuration of an embodiment of an automobile safety device (key plane system) according to the present invention.

FIG. 2 is a diagram for explaining the operation of the vehicle running state determination device according to the present invention.

FIG. 3 is a basic flowchart of the key plane system.

FIG. 4 is a first half of a flowchart showing the contents of a key plane system intervention start determination routine.

FIG. 5 is the second half of the flowchart showing the contents of the key plane system intervention start determination routine.

FIG. 6 is a diagram for explaining the operation of the vehicle running state determination device according to the present invention.

FIG. 7 is a diagram for explaining the operation of the vehicle running state determination device according to the present invention.

FIG. 8 is a diagram for explaining the operation of another embodiment of the vehicle running state determination device according to the present invention.

FIG. 9 is a flowchart showing the contents of a key plane system intervention start determination routine.

[Explanation of symbols]

 1 Camera 2 Signal Processing Unit 3 Calculation Unit 4 Control Unit 5 Steering Actuator Unit 6 Alarm Buzzer 7 Vehicle Speed Sensor 8 Steering Angle Sensor 9 Direction Indicator 10 Own Vehicle 11 Driving Lane 12 Side Edge of Driving Lane

─────────────────────────────────────────────────── ─── Continuation of the front page (51) Int.Cl. ⁶ Identification number Reference number within the agency FI Technical indication location // B62D 101: 00 113: 00 (72) Inventor Nobuhiro Tokichi 3 Shinchi, Fuchu-cho, Aki-gun, Hiroshima No. 1 Mazda Co., Ltd. (72) Inventor Tomohiko Adachi No. 3 Shinchi, Fuchu-cho, Aki-gun, Hiroshima Mazda Co.

Claims (10)

[Claims] 1. A traveling road estimating means for estimating a traveling road of a traveling vehicle, a side edge detecting means for detecting a side edge of a traveling lane, and a traveling road of the own vehicle estimated by the traveling road estimating means. And a deviation state predicting means for predicting a deviation state of the host vehicle from the traveling lane from the approaching state of the side edge detected by the side edge detecting means, and a traveling state determination of the vehicle. apparatus. 2. The departure state predicting means includes:
The vehicle running state determination device according to claim 1, wherein the departure state is predicted based on a distance L to an intersection between an estimated traveling path of the host vehicle and a side edge of the running lane. 3. The departure state predicting means further comprises a vehicle speed v.
The running state determination device for a vehicle according to claim 2, wherein the deviation state is predicted based on the above. 4. The deviation state predicting means is further based on an angle θ formed between the estimated traveling path and the side edge of the traveling lane at an intersection of the estimated traveling path of the own vehicle and the side edge of the traveling lane. The vehicle running state determination device according to claim 2, wherein the departure state is predicted. 5. The distance L is determined by a vehicle speed v and an angle θ formed by the estimated traveling path and the side edge of the traveling lane at an intersection between the estimated traveling path of the own vehicle and the side edge of the traveling lane. 3. The vehicle running state determination device according to claim 2, wherein when the predetermined distance L ₁ or less is determined, the vehicle is determined to be in a dangerous state. 6. The vehicle traveling state determination device according to claim 1, wherein the estimated traveling path is estimated from a steering direction of the vehicle. 7. The estimated travel path comprises an expected travel path calculated based on at least one of the steering angle and the yaw rate. Vehicle running condition determination device. 8. The departure state predicting means further predicts the departure state based on a distance d from the host vehicle to a side edge of the traveling lane.
The vehicle running state determination device described in one of the above. 9. An alarm means for issuing an alarm based on the departure state prediction of the departure state prediction means provided in the vehicle running state determination device according to claim 1. Description: An automobile safety device characterized in that 10. An automatic system for preventing deviation based on the deviation state prediction of the deviation state prediction means provided in the vehicle running state determination device according to claim 1. A safety device for an automobile, comprising: steering means for correcting steering.