JPH1139598A - Collision preventing device for vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To surely judge the possibility of collision with an obstacle or a preceding vehicle even in the conditions such as traveling on a road whose shape can not be recognized. SOLUTION: A three-dimensional(3D) distance distribution over an entire image is calculated by processing a pair of images picked up by a stereo optical system 10 through an image processing part 50, and the 3D position of the road shape or solid body (vehicle or obstacle) is detected from this distance distribution information. Then, the condition of the road, where the present vehicle travels, is estimated from the detected result of the road shape and the driving state of the present vehicle based on the input data from a car speed sensor 4 and a stirring angle sensor 6 by a collision judging part 60, thus the traveling course of the present vehicle from now is set corresponding to the road condition. Next, the solid body over the set area on this traveling course is extracted based on the position data and the object of collision discriminating is determined. When collision is anticipated, it is indicated on a display 9 and an alarm is issued to the driver.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a vehicle collision prevention apparatus for detecting a preceding vehicle or the like existing on a traveling path of a host vehicle to determine a collision.

[0002]

2. Description of the Related Art Recently, a TV camera, a laser radar, or the like is mounted on a vehicle to detect a vehicle or an obstacle in front of the vehicle, determine the degree of danger of colliding with the vehicle, and issue a warning to a driver, ASV (Advanced Safety Vehicle) that automatically activates and stops the brakes or automatically increases or decreases the running speed to keep the distance to the preceding vehicle safe
e; advanced safety vehicles) are being actively developed.

[0003] As a technique for preventing a collision between a preceding vehicle and a host vehicle, a white line on the left and right of a road detected by an onboard TV camera or the like is recognized as a host vehicle lane, and a three-dimensional object existing closest to the host vehicle lane. Detects the vehicle's running state such as vehicle speed, steering angle, yaw rate, etc., and estimates the running route of the vehicle, assuming that the current running state will continue in the future. Techniques and the like have been proposed in which a three-dimensional object on a traveling route is subjected to a collision warning.

[0004]

However, many of the conventional anti-collision devices are intended for a well-maintained situation such as a highway, and are difficult for other vehicles such as residential areas, pedestrians, telephone poles and the like. It is not intended for narrow roads where objects are dense. In such a narrow road, the road is often bent and there is no white line.

That is, on a narrow road having no white line, the conventional device cannot recognize the own lane, and the collision prevention function does not work. Also, on a narrow curved road, the steering wheel is operated large and frequently, so that the estimated traveling route is largely displaced left and right, and a three-dimensional object existing outside the actual traveling route is erroneously targeted as a collision warning target. There is a possibility that a wrong collision warning is frequently generated due to selection.

SUMMARY OF THE INVENTION The present invention has been made in view of the above circumstances, and can reliably determine the possibility of collision with an obstacle or a preceding vehicle even in a situation where the vehicle travels on a road whose road shape cannot be recognized. It is an object of the present invention to provide a collision prevention device.

[0007]

According to the first aspect of the present invention,
A means for detecting a plurality of three-dimensional objects existing in the traveling direction of the own vehicle, calculating information relating to the position of the detected three-dimensional object, and a basic traveling route assuming that the current traveling state of the own vehicle continues for a set time. Means for setting and setting a plurality of different traveling routes based on a preset traveling pattern ahead of the basic traveling route, and applying to the area on each traveling route based on information relating to the position of the three-dimensional object. Means for extracting a three-dimensional object, and when a three-dimensional object is extracted in an area on the basic traveling route, the three-dimensional object is subjected to collision determination,
If the three-dimensional object is not extracted in the region on the basic traveling route, a three-dimensional object to be subjected to collision determination is determined based on information related to the position of the three-dimensional object extracted in the region on another traveling route. Means, and means for judging the possibility of collision of the three-dimensional object determined as the object of collision judgment with the own vehicle.

According to a second aspect of the present invention, the shape of the road on which the host vehicle runs and a plurality of three-dimensional objects existing in the running direction of the host vehicle are detected based on information relating to the position of the object ahead of the host vehicle. Means, when the driving state of the own vehicle satisfies the set conditions, and when the shape of the road cannot be detected, the basic driving route is set assuming that the current running state of the own vehicle continues for the set time; Means for setting a plurality of different traveling routes based on a traveling pattern set in advance of the basic traveling route, and extracting a three-dimensional object covering an area on each traveling route based on information on the position of the three-dimensional object Means for extracting a three-dimensional object in a region on the basic travel route, and setting the three-dimensional object as a target for collision determination. If no three-dimensional object is extracted in the region on the basic travel route, Territory on the route Means for determining a three-dimensional object to be subjected to collision determination based on the information related to the position of the three-dimensional object extracted in step 2, and the possibility of collision with the own vehicle with respect to the three-dimensional object determined as the object of collision determination. Means for determining.

According to a third aspect of the present invention, in the first or the second aspect of the present invention, the first traveling route is such that the current traveling state of the plurality of different traveling routes continues after the set time. And a second traveling route that is assumed to travel straight in the direction of the host vehicle when the steering angle is returned to the neutral position after the set time, and the traveling direction of the host vehicle is changed to the current direction after the set time. A third travel route assumed to travel straight ahead, and a fourth travel route assumed to travel after maintaining the corrected steering angle by correcting the steering angle to the right in the traveling direction by the set angle after the set time, After the above set time,
The fifth steering route is characterized in that the steering angle is corrected to the left in the traveling direction by a set angle, and the fifth running route is assumed to run while maintaining the corrected steering angle.

According to a fourth aspect of the present invention, in the third aspect of the invention, even if a three-dimensional object is extracted in the area on the first travel route, the three-dimensional object is extracted in the area on the second travel route or the third travel route. If no three-dimensional object is detected in the area on the traveling route, the three-dimensional object extracted in the area on the first path is not subjected to collision determination.

According to a fifth aspect of the present invention, in the third aspect of the present invention, the three-dimensional object extracted in the area on the second travel route or the area on the third travel route is used in a previous process. It is a three-dimensional object extracted as a target for collision determination,
In addition, when the traveling speed is equal to or higher than the set speed, the traveling speed is set as a collision determination target.

According to a sixth aspect of the present invention, in the third aspect of the present invention, the three-dimensional object extracted in the area on the first travel route is located in the area on the fourth travel route or the fifth travel route. When the object is not located in the area on the traveling route, the object to be subjected to collision determination is postponed for a preset delay time.

That is, in the vehicle collision prevention device according to the present invention, it is assumed that the current traveling state of the own vehicle continues for the set time, the basic traveling route is set, and the basic traveling route is set before the basic traveling route. A plurality of different traveling routes are set based on the traveling pattern. Next, from the three-dimensional objects detected in the traveling direction of the own vehicle, an object that hangs over an area on each travel route is extracted based on information related to the position, and as a result of the extraction, the three-dimensional object Is extracted, this three-dimensional object is set as a target for collision determination,
When the three-dimensional object is not extracted in the area on the basic travel route, the three-dimensional object to be subjected to collision determination is determined based on information about the position of the three-dimensional object extracted in the area on another travel path. Then, the possibility of collision with the own vehicle is determined for the three-dimensional object determined as the target of the collision determination.

In this case, when the driving condition of the host vehicle satisfies the set condition and the road shape cannot be detected, a basic traveling route and a plurality of different traveling routes beyond the basic traveling route are set. It is also possible to determine a three-dimensional object to be subjected to a collision determination by extracting a three-dimensional object that hangs over the traveling area, and to determine a plurality of different traveling routes, and assume that the current traveling state continues after the set time. The first traveling route, the second traveling route assuming that the vehicle travels straight in the direction of the own vehicle when the steering angle is returned to the neutral position after the set time, and the traveling direction of the own vehicle after the set time is changed to the same direction as the current one A third travel route assumed to travel straight ahead and a fourth travel route assumed to correct the steering angle to the right in the traveling direction after the set time by the set angle and to maintain the corrected steering angle, and a set time Later, steer the steering angle to the left in the direction of travel. Correct fixed angle only, may be a fifth traveling path of the assumption that travels while holding a steering angle obtained by correcting.

If a three-dimensional object is extracted in the area on the first travel route but no three-dimensional object is detected in the area on the second travel path or the area on the third travel path, It is desirable that the three-dimensional object extracted in the area on one route is not subjected to collision determination, and the three-dimensional object extracted in the area on the second travel path or the area on the third travel path is determined by the previous processing. It is desirable that the three-dimensional object extracted as a target of the collision determination in the above and that the traveling speed is equal to or higher than the set speed be the target of the collision determination.

Further, when the three-dimensional object extracted in the area on the first travel route is not in the area on the fourth travel path or the area on the fifth travel path, the three-dimensional object is determined as a collision determination target. It is desirable to delay the execution by a predetermined grace time.

[0017]

Embodiments of the present invention will be described below with reference to the drawings. 1 to 10 relate to a first embodiment of the present invention, FIG. 1 is an overall configuration diagram of a collision prevention device, FIG. 2 is a circuit block diagram of the collision prevention device, and FIGS. , FIG. 5 is an explanatory diagram showing the shape of the traveling route, FIG. 6 is an explanatory diagram showing the relationship between the own vehicle speed and the warning inter-vehicle distance, FIG. 7 is an explanatory diagram showing the avoidance situation for pedestrians, and FIG. FIG. 9 is an explanatory diagram showing a running situation with respect to a preceding vehicle, and FIG. 10 is an explanatory diagram showing an avoiding situation with respect to a parked vehicle.

In FIG. 1, reference numeral 1 denotes a vehicle such as an automobile. The vehicle 1 recognizes an obstacle or a preceding vehicle or the like existing in the traveling direction and judges the danger of collision. In some cases, a collision prevention device 2 that issues a collision avoidance warning and ensures safety is mounted.

The collision prevention device 2 is a stereo optical system 10 for picking up an object outside the vehicle from different positions, and processes an image picked up by the stereo optical system 10 to recognize an obstacle or a preceding vehicle. The image processing unit 50 includes a processing unit 50 and a collision determination unit 60 that determines the possibility of a collision based on data of an obstacle or a preceding vehicle recognized by the image processing unit 50. , Sensors for detecting the current traveling state of the vehicle, such as a vehicle speed sensor 4, a yaw rate sensor 5, and a steering angle sensor 6, are connected to a display 9 installed in front of the driver.
A collision warning or the like output from 0 is displayed.

The stereo optical system 10 includes a pair of left and right cameras as an image pickup system for picking up an object outside the vehicle. The image processing unit 50 calculates a correlation between a pair of images picked up by the stereo optical system 10. Calculating the distance from the parallax of the same object based on the principle of triangulation, calculating a three-dimensional distance distribution over the entire image by a so-called stereo method,
From the distance distribution information, a three-dimensional position of a road shape or a three-dimensional object (vehicle, obstacle, etc.) is detected at high speed.

The collision judging section 60 includes the image processing section 5
Based on the road shape detected at 0, the input data from the vehicle speed sensor 4, the yaw rate sensor 5, and the steering angle sensor 6, the driving route of the own vehicle is set, and a plurality of detected vehicles and obstacles are set. From there, the preceding vehicle to be followed and the three-dimensional object at risk of collision are specified. Then, a collision warning is determined based on the data of these vehicles and obstacles, and when it is determined that there is a danger of a collision, a warning is displayed on the display 9 to warn the driver and the operation of a brake (not shown) Or an operation signal to an automatic brake device (not shown) or the like is output.

The image processing section 50 and the collision judging section 6
Reference numeral 0 specifically has the hardware configuration shown in FIG. 2, and the stereo optical system 10 connected to the image processing unit 50 uses a solid-state imaging device such as a charge-coupled device (CCD). One set of left and right CCD cameras 10a, 10
b.

The image processing unit 50 and the collision determination unit 60
Processes an image captured by the stereo optical system 10,
An image processor 20 that outputs distance distribution data (distance image) in the form of an image, and processes the distance image from the image processor 20 to detect a road shape and a plurality of three-dimensional objects, and to detect a preceding vehicle or an obstacle. And an image processing computer 30 for performing a collision warning determination process by specifying the above.

The image processor 20 searches the two stereo image pairs picked up by the stereo optical system 10 for a portion where the same object is shown for each minute area.
A distance detection circuit 20a for calculating a distance to an object by obtaining a corresponding position shift amount; and a distance image memory 20 for storing distance distribution data output from the distance detection circuit 20a.
b.

The image processing computer 30
Is a microprocessor 30a that mainly performs a process of detecting a road shape, a microprocessor 30b that mainly performs a process of detecting an individual three-dimensional object, and mainly performs a process of determining a preceding vehicle or an obstacle and determining a collision risk. The system has a multi-microprocessor system configuration in which a microprocessor 30c is connected in parallel via a system bus 31.

The system bus 31 includes an interface circuit 32 connected to the distance image memory 20b, a ROM 33 for storing a control program, and a RAM 34 for storing various parameters during calculation processing.
An output memory 35 for storing processing result parameters;
A display controller (DISP.CONT.) 36 for controlling the display (DISP) 9
And an I / O interface circuit 37 for inputting signals from the vehicle speed sensor 4, the yaw rate sensor 5, the steering angle sensor 6, and the like.

In the road detecting process by the microprocessor 30a, only the white line on the actual road is separated and extracted by using the three-dimensional position information based on the distance image stored in the distance image memory 20b. The road shape is recognized by modifying / changing the parameters of the road model to match the actual road shape.

In the above road model, the own lane of the road up to the recognition target range is divided into a plurality of sections according to the set distance, and the left and right white lines are approximated by a three-dimensional linear expression in each section to form a polygonal line. The parameters of the three-dimensional linear equation are obtained to obtain a linear equation that approximates the road shape.
Actually, the right and left white lines are approximated by a straight line formula, and the straight line parameters for the left white line in the traveling direction and the straight line parameters for the right white line in the traveling direction are calculated for each section.

In the three-dimensional object detection processing by the microprocessor 30b, the distance image is divided into grids at predetermined intervals, and only data of three-dimensional objects that may be obstacles to traveling are selected for each area. Then, the detection distance is calculated, and the difference between the detection distances to the three-dimensional object in the adjacent area is regarded as the same three-dimensional object when the difference is equal to or less than the set value. Then, a contour image of the detected three-dimensional object is extracted. The generation of the distance image by the image processor 20 and the process of detecting a road shape and an object from the distance image will be described in detail in Japanese Patent Application Laid-Open No. Hei 5-265546 previously submitted by the present applicant. ing.

Further, in the collision judging process by the microprocessor 30c, the microprocessor 30a
The state of the road on which the host vehicle is traveling is estimated from the detection result of the road shape by the vehicle and the driving state of the host vehicle based on the input data from the vehicle speed sensor 4 and the steering angle sensor 6, and the host vehicle is determined according to the road condition. Set the future travel route. Then, the three-dimensional object hanging on the area set on this travel route is
The extraction is performed based on the position data of the three-dimensional object detected by the microprocessor 30b, and the possibility of collision is determined.

Hereinafter, the collision judging process in the microprocessor 30c will be described with reference to the programs shown in FIGS.

In the program of the collision judging process, first, in step S101, the result of recognition of the road shape by the microprocessor 30a is examined, and the steering angle based on the signal from the steering angle sensor 6, the vehicle speed based on the signal from the vehicle speed sensor 4, and the like. To read the current driving state of the vehicle.

Next, the process proceeds to step S102, and the state of the road on which the own vehicle is traveling is estimated from the recognition result of the road shape and the driving state of the own vehicle. This estimation of the road condition is performed under the following conditions J1 to J3. If at least one of the conditions J1 to J3 does not hold, it is estimated that the vehicle is traveling on a general road. The process proceeds from step S102 to step S103 and thereafter to switch to the collision determination mode on a general road, and when all the conditions J1 to J3 are satisfied, the vehicle is running on a narrow road such as a residential area or a curved road. Then, the process proceeds from step S102 to step S105 and thereafter to switch to the collision determination mode for narrow roads.

Condition J1: The road shape cannot be recognized.

Condition J2: The vehicle speed is a set value (for example, 30 to
40 km / h) or less.

Condition J3: The frequency at which the operating angle of the steering wheel is greater than or equal to a set angle (for example, 20 °) is greater than or equal to a set number of times (for example, 5 times / min).

In the collision determination mode for ordinary roads after step S103, the traveling route of the own vehicle is estimated in step S103, and in step S104, a three-dimensional object that hangs on the traveling area set on this traveling route is extracted. . For example,
A traveling route that is assumed to hold the current steering angle and vehicle speed of the host vehicle is estimated, and a traveling route that extends along the road shape is set ahead of the traveling route. And stereo image processing (three-dimensional object by microprocessor 30b)
From the position data of a plurality of objects detected in the output memory 35, a three-dimensional object hanging in the traveling area set on the traveling route is extracted as an obstacle or a preceding vehicle, and the process proceeds to step S116. Proceeding to the subsequent steps, a collision determination process and an alarm output process based on the collision determination result are performed. The collision determination processing and the warning output processing will be described later.

On the other hand, in the collision determination mode on a narrow road or a curved road after step S105, first, in step S105, the zeroth travel route, which is the travel route from the present time to after the set time T0, is set as the basic travel route. Further, first to fifth traveling routes having different traveling patterns extending beyond the zeroth traveling route are set.
Note that the traveling route referred to here is a locus through which the center point of the own vehicle passes.

The zeroth travel route is a travel route assuming that the current turning radius R of the host vehicle calculated from the vehicle speed detected by the vehicle speed sensor 4 and the steering angle detected by the steering angle sensor 6 is maintained. And holding the turning radius R, from the present time to a set time T0 (for example, about 1 second,
However, the range in which the vehicle travels by the distance corresponding to the driver's characteristics (the optimum value differs depending on the characteristics of the driver) is defined as the zeroth travel route. The turning radius R
May be calculated based on the signal from the yaw rate sensor 5 and the signal from the vehicle speed sensor 4.

On the other hand, the first traveling route is based on the current turning radius R.
Is a traveling route assumed to be maintained after the set time T0, and the second traveling route has a steering angle of 0 ° after the set time T0.
(Neutral position), and thereafter, the traveling route is assumed to go straight in the traveling direction when the steering angle is returned to the neutral position.
To obtain the second travel route, first, the coordinates (Zp, Xp) of the end point P of the zeroth travel route are calculated by the following equations (1) and (2), and then the radius R at the end point P is calculated. Tangent direction θp of the arc
Is calculated by the following equation (3). Then, a straight line passing through the end point P and having the inclination θp is obtained, and this straight line is set as a second traveling route (see FIG. 5). Zp = R · sin (Ve · T0 / R) (1) Xp = R · (1-cos (Ve · T0 / R)) (2) θp = Ve · T0 / R (3) where Ve : Running speed of own vehicle

The third traveling route is a traveling route which assumes that after a set time T0, the traveling direction of the vehicle returns to the same direction as the current traveling direction and goes straight ahead.
Is a third traveling route.

Further, the fourth and fifth traveling routes are traveling routes when a slight steering correction is performed on the first traveling route. In other words, it is assumed that the fourth travel route corrects the steering angle to the right after the set time T0, and corrects the set angle by θ4 (approximately + 10 ° on the steering wheel in the range of correction steering performed unconsciously by the driver). The turning radius R4 in the state is calculated, and thereafter, the traveling route is assumed to travel while maintaining the turning radius R4.

Similarly, in the fifth traveling route, it is assumed that the steering angle is corrected to the left by the set angle θ5 (about -10 ° on the steering wheel in the range of the correction steering performed unconsciously by the driver). The turning radius R5 in the state is calculated, and thereafter, the traveling route is assumed to travel while maintaining the turning radius R5.

After setting the 0th to 5th driving routes,
Proceeding from step S105 to step S106, data of a plurality of three-dimensional objects detected by stereo image processing (three-dimensional object detection processing by the microprocessor 30b) and stored in the output memory 35, that is, the distance Zi from the own vehicle.
, The left end position XiL, the right end position XiR,
The traveling speed Vi and the like are read, and for each of the six traveling routes,
A three-dimensional object to be processed is extracted.

The extraction of the three-dimensional object is performed by setting a traveling region for each traveling route and extracting the three-dimensional object that is closest to the own vehicle among the three-dimensional objects hanging in the traveling region. . That is, first, the X coordinate Xni of the n-th travel route at the distance Zi is obtained (n is the number of the travel route: n = 0 to 0).
5) The traveling area is defined as a range obtained by adding 1/2 of the lateral width of the host vehicle and a small margin α / 2 (for example, 0.2 m to 0.8 m) to the left and right to the X coordinate Xni. Thereby, as shown in FIG. 5, the 0th to 5th travel regions are set for the 0th to 5th travel routes.

Next, the left end position XiL and the right end position XiR of the three-dimensional object at a distance Zi from the vehicle and the left end and the right end of the travel region at a distance Zi for each of the 0th to 5th traveling regions. Are compared, and those that hang in the running area are extracted as candidates. Then, among the three-dimensional objects that have become candidates, the one that is closest to the host vehicle is extracted as a target three-dimensional object in each traveling area, and the number Lin of the three-dimensional object is stored in the memory.

Thereafter, the flow advances to step S107 to check whether or not there is a three-dimensional object in the 0th travel area. If there is a three-dimensional object, the three-dimensional object is extracted as a target for collision determination. Jump to step S116.
On the other hand, when a three-dimensional object is not detected in step S107, the process proceeds from step S107 to step S108 and thereafter. In step S108 and subsequent steps, the presence or absence of a three-dimensional object, the position,
The traveling speed and the like are evaluated, and a three-dimensional object to be subjected to collision determination is extracted.

Therefore, first, in step S108, the first
3D objects in the third travel area are integrated. This integration of three-dimensional objects is first performed for the second and third travel areas, and then
The three-dimensional object in the first traveling area is integrated with the integration result of the second and third traveling areas.

The integration of the three-dimensional objects in the second and third travel areas is as follows:
Assuming that the number of the three-dimensional object in the second traveling area is Li2, the number of the three-dimensional object in the third traveling area is Li3, and the number of the three-dimensional object subjected to the collision determination in the previous processing is Liq, the following processing is performed. Do.

(1) When Li2 = Li3, that is, when the same three-dimensional object is extracted in the second traveling region and the third traveling region, they are integrated as a three-dimensional object Li23.

(2) In the case of Li2 ≠ Li3, integration is performed according to Table 1 below, and the three-dimensional object resulting from the integration is set to Li23.
In addition, according to the integration result according to Table 1, the second traveling region and the third traveling region
If there is no three-dimensional object in any of the traveling areas, the driver of the own vehicle can avoid a collision through a traveling route without the three-dimensional object, and therefore, the three-dimensional object as an integrated result is not detected.

[0052]

Next, the three-dimensional object in the first travel area is integrated with the result of integration of the second and third travel areas by the following processing.

(3) When Li1 = Li23, that is, when the same three-dimensional object is extracted, the three-dimensional objects are integrated, and the integrated three-dimensional object is set to Li123.

(4) In the case of Li1 ≠ Li23, integration is performed according to Table 2 below, and the three-dimensional object resulting from the integration is set to Li123.

[0056]

In this case, first, the three-dimensional object L in the first traveling area
If i1 is the same as the three-dimensional object Liq that was the target of the collision determination in the previous process, the three-dimensional object Li1 is set as the integration result. Next, if there is no three-dimensional object in any of the traveling areas, the driver of the own vehicle can avoid a collision through a traveling route having no three-dimensional object, and therefore, no detection is performed. In addition, the first and second traveling areas have the first
When there is a three-dimensional object different from the traveling area, the three-dimensional object Li1 in the first traveling area is set as the integration result.

Further, when the three-dimensional object Li23 integrated in the second and third traveling regions coincides with the three-dimensional object Liiq to be subjected to the collision determination in the previous processing, the traveling speed Vi23 of the three-dimensional object Li23 is checked, and the traveling speed Vi23 is determined. Set speed (running speed V of own vehicle)
When the three-dimensional object Li23 is larger than (e), it is determined that the three-dimensional object Li23 is a preceding vehicle. Since the driver of the own vehicle is supposed to run following the preceding vehicle, the three-dimensional object Li23
Is a three-dimensional object Li123 as an integrated result.

On the other hand, when the traveling speed Vi23 is lower than the set speed, the three-dimensional object Li23 is regarded as an obstacle such as a telephone pole or a pedestrian, and the driver operates the steering wheel after the set time T0 to operate the three-dimensional object Li23. Since it is presumed that the vehicle does not proceed in the direction, the extraction result of the three-dimensional object in the first traveling area is adopted to obtain a three-dimensional object Li123.

As described above, when the three-dimensional objects in the first to third travel regions are integrated, the process proceeds from step S108 to step S109, where it is determined whether or not the three-dimensional object Li123 as an integrated result has been detected. , It is concluded that there is no target three-dimensional object for collision determination, and the routine is skipped from step S109 to end the current processing. That is, if there is no three-dimensional object in any of the first to third traveling regions, the driver of the own vehicle can avoid a collision through a traveling route having no three-dimensional object, so that there is no three-dimensional object to be subjected to collision determination. .

On the other hand, in step S109, when the three-dimensional object Li123 is detected as a result of integrating the three-dimensional objects in the first to third traveling regions, the steps S109 to S110 are performed.
It is checked whether or not the three-dimensional object Li123 resulting from the integration is the target three-dimensional object Liq for the collision determination in the previous process, and Li123 = Liq.
In the case of, the process jumps to step S116 in order to continue to make the object of collision determination, and when Li123 ≠ Liq, the process proceeds to step S111.

In step S111, it is checked whether or not the three-dimensional object Li123 resulting from the integration of the first to third travel regions is the three-dimensional object Li1 of the first travel region. As a result, when Li123 ≠ Li1, the three-dimensional object is determined as a collision determination target, and the process jumps from step S111 to step S116. When Li123 = Li1, the process proceeds from step S111 to step S112 and thereafter to proceed to the fourth step. The three-dimensional objects in the fifth traveling area are integrated, and the fourth and fifth traveling areas are integrated.
The three-dimensional object Li123 is referred to by referring to the integration result of the three-dimensional object in the traveling area.
(= Li1) is evaluated.

That is, assuming that the number of the three-dimensional object in the fourth travel area is Li4, the distance is Zi4, the number of the three-dimensional object in the fifth travel area is Li5, and the distance is Zi5, in step S112, the following processing is performed. The three-dimensional objects in the fourth and fifth traveling areas are integrated.

(5) If any one of the three-dimensional objects Li4 and Li5 is not detected, it is determined that the three-dimensional object Li45 resulting from the integration is not detected.

(6) When both the three-dimensional objects Li4 and Li5 are detected, the distance Zi4 and the distance Zi5 are compared, and the three-dimensional object with the longer distance is set as the three-dimensional object Li45 as the integration result.

Next, in step S113, it is checked whether or not the three-dimensional object Li45 has been detected. If the three-dimensional object Li45 has not been detected, the process branches to step S115, and the grace time for not including the object of collision determination T1 (for example, 1se
c) It is checked whether or not the three-dimensional object Li123 is continuously detected. As a result, if the three-dimensional object Li123 is continuously detected for the grace time T1 or more, the process proceeds from the step S115 to step S116 to be a target of collision determination. If the detection is less than the grace time T1, the collision is detected. The routine exits as there is no three-dimensional object to be determined.

That is, when the three-dimensional object Li45 is not detected as the integration result of the fourth and fifth traveling regions (when no three-dimensional object is detected in any of the fourth and fifth traveling regions), The driver of the vehicle determines the angle θ4 or the angle θ5.
It is shown that the three-dimensional object Li123 (the three-dimensional object Li1 in the first traveling area) can be avoided by slightly correcting the steering angle. However, if there is no correction of the steering angle and the solid object Li123 is continuously detected for the grace period T1 or longer, the driver determines that the driver has not recognized the danger of collision with the three-dimensional object Li123, and makes the collision determination. carry out.

On the other hand, if the three-dimensional object Li45 resulting from the integration of the fourth and fifth traveling areas is detected, the above-described step S11 is performed.
Proceeding from step 3 to step S114, the distance Zi45 of the three-dimensional object Li45
And the distance between the three-dimensional object Li123 and the distance Zi123 are determined by a determination value (for example,
20 m) or more, it is checked whether or not the three-dimensional object Li45 is sufficiently farther than the three-dimensional object Li123.

As a result, if the difference between the distance between the three-dimensional object Li45 and the three-dimensional object Li123 is smaller than the determination value and the three-dimensional object Li45 is close to the three-dimensional object Li123, it is difficult to avoid the three-dimensional object Li123 by correcting the steering angle. Then, the three-dimensional object Li123 is immediately subjected to the above-described steps S114 to S1 so as to be subjected to the collision determination.
Proceed to 16.

When the difference between the distance between the three-dimensional object Li45 and the three-dimensional object Li123 is equal to or larger than the determination value and is sufficiently far, the driver of the own vehicle can correct the three-dimensional object Li123 (first traveling) by slightly correcting the steering angle. It is determined that the three-dimensional object Li1) in the area can be avoided, and the process proceeds from the step S114 to the above-described step S115. Similarly, the three-dimensional object Li123 is continuously performed for the grace period T1 (for example, 1 second).
c) It is checked whether or not the detection is continuously performed, and it is determined whether or not to be the target of the collision determination according to the correction of the steering angle based on the recognition of the collision danger of the driver of the own vehicle.

In the collision judgment and warning output processing after step S116, the running speed Ve of the own vehicle and the running speed Vit of the three-dimensional object Lit extracted as a collision judgment target in step S116.
Then, the relative speed Vr is calculated by the following equation (4),
For example, the warning inter-vehicle distance Dw is obtained according to the characteristics shown in FIG. Vr = Ve-Vit (4)

Next, the routine proceeds to step S117, where the warning inter-vehicle distance Dw is compared with the current inter-vehicle distance to determine whether or not there is a danger of collision. When the distance Zit of the target object is smaller than the warning inter-vehicle distance Dw, it is determined that there is a danger of collision, and the process proceeds from step S117 to step S119.
When a collision warning is displayed on the display 9 to urge the driver to perform a braking operation, and when the automatic braking device (not shown) is linked, the operation signal is output and the routine exits.

On the other hand, the distance Zit of the object is equal to the warning inter-vehicle distance D.
If the value is equal to or greater than w, it is determined that there is no danger of collision, and the process proceeds from step S117 to step S118. If a collision warning has already been issued and the danger of collision has disappeared in subsequent operations, the collision warning is released. If the automatic brake device is operating, the operation is released and the routine exits.

As described above, even in a situation where the vehicle travels on a narrow road or a curved road where there is no white line and the road shape cannot be recognized, it is possible to reliably determine the possibility of collision with an obstacle or a preceding vehicle. It is possible to accurately judge the danger of a collision without issuing a warning.

For example, as shown in FIG. 7, assuming a situation where the steering wheel is turned to the right in order to avoid a pedestrian in front of the own vehicle, normally, when the driver notices the pedestrian, Driver notices that the driver intends to pass between the pedestrian and the utility pole.

In this case, in the prior art in which only the first traveling area in the direction in which the steering wheel is turned is subjected to a collision warning,
If there is a three-dimensional object such as a utility pole in the first traveling area as shown in FIG.
On the other hand, a collision warning is issued, which is an excessive warning for the driver. However, in the present invention, the second and third travel regions are set for the first travel region (the second travel region is not shown in FIG. 7). If there is no three-dimensional object in any of the above, and the vehicle can pass, the utility pole in the first traveling area is excluded from the target of the collision warning, and an excessive warning is prevented.

If a three-dimensional object also exists on the second and third traveling areas and cannot pass through, the driver must operate the brake to stop. A collision warning is issued promptly to a power pole in one traveling area. Furthermore, if the driver is not aware of the utility pole and continues to travel toward the utility pole, a collision warning is issued immediately if the utility pole approaches the utility pole and enters the 0th travel area. Can be

Further, for example, as shown in FIG. 8, assuming a situation in which the vehicle runs on a road that is bent to the front right, the driver normally turns the steering wheel to the right and turns the steering wheel after turning the bending portion. Return and continue running along the runway,
In a conventional device in which only the direction in which the steering wheel is turned is a target of warning, a collision warning is issued to the right pole, etc., as shown in FIG. 8, resulting in an excessive warning for the driver. I will.

In such a case, according to the present invention,
A second traveling area is set for a power pole hanging on the first traveling area, and if there is no other three-dimensional object in the second traveling area and the vehicle can safely pass, the power pole in the first traveling area is subject to a collision warning. Go outside and prevent excessive alerts.

When there is a preceding vehicle, the driver usually follows the preceding vehicle. As shown in FIG. 9, according to the present invention, when the three-dimensional object in the second traveling area is a three-dimensional object that has been monitored as a target of a collision warning for a long time, and the speed is as large as that of the own vehicle, this three-dimensional object Since the object is determined to be the preceding vehicle and subjected to a collision warning, a warning according to the driver's intention can be issued.

Further, as shown in FIG. 10, it is often difficult for a driver to perform an avoidance operation with a margin in a situation where the driver avoids a left front parked vehicle on a narrow road.
Therefore, the driver of the own vehicle tends to perform rough steering operation when the distance to the avoidance target parked vehicle is large, and to finely correct the steering wheel to avoid the obstacle when the distance approaches.

In such a case, according to the conventional technique in which only the direction in which the steering wheel is turned is subjected to a collision warning, if a part of the parked vehicle is still in the traveling area, the driver of the own vehicle will be in the parked vehicle. A collision warning is issued to a parked vehicle despite noticing. However, in the present invention,
Since a fourth running area is set assuming that the steering wheel is turned to the right after the set time T0, and a parked vehicle in front of the left does not engage in the fourth running area, the occurrence of the collision warning is canceled. It is possible to prevent a warning against the driver's intention. In addition, if the driver of the own vehicle does not notice that the vehicle will come into contact with the parked vehicle if the vehicle is driven as it is, the parked vehicle will be subject to a collision warning after the grace time T1, and a collision warning will be issued. Is secured.

FIG. 11 is a view showing the overall arrangement of a collision prevention apparatus according to a second embodiment of the present invention.

The anticollision device 101 mounted on the vehicle 100 of the present embodiment uses a monocular CCD camera 102 and a laser beam at regular intervals in a predetermined scanning range instead of stereo image processing by two cameras. In combination with the scanning laser radar 103 that emits and receives light, an obstacle outside the vehicle, a preceding vehicle, and the like are recognized to determine collision.

For this reason, in the present embodiment, a monocular CC used in place of the stereo optical system 10 is different from the first embodiment described above.
The signal from the D camera 102 and the scanning laser
The signal from the radar 103 is processed by the image processing unit 110,
The collision judging unit 60 judges a collision with a preceding vehicle to be followed and a three-dimensional object at risk of collision.

That is, the image processing unit 110 projects a laser beam from the scanning laser radar 103, and measures the time from the time required for the projected laser beam to receive the light reflected by the object to the object. The two-dimensional distribution of a plurality of obstacles and vehicles ahead is obtained by repeating the process of measuring the distance in the left-right direction.
The image captured by the CD camera 102 is analyzed to detect the positions of the left and right white lines.

In the same manner as in the first embodiment, in the collision judging section 60, the own vehicle is running based on the information from the image processing section 110 and the input data from the vehicle speed sensor 4 and the steering angle sensor 6. The state of the road is estimated, the mode is switched to a collision determination mode suitable for the road state, and a collision with a three-dimensional object having a risk of collision is determined.

In this embodiment, as in the case of the first embodiment, the possibility of collision with an obstacle or a preceding vehicle can be reduced even on a narrow road or a curved road where there is no white line and the road shape cannot be recognized. It is possible to make a reliable determination and accurately determine the danger of a collision without issuing an unnecessary warning.

[0089]

As described above, according to the present invention, it is possible to reliably determine the possibility of collision with an obstacle or a preceding vehicle even in a situation where the vehicle travels on a road whose road shape cannot be recognized. An excellent effect is obtained such that the danger of a collision can be accurately determined without issuing an unnecessary warning.

[Brief description of the drawings]

FIG. 1 is an overall configuration diagram of a collision prevention device according to a first embodiment of the present invention.

FIG. 2 is a circuit block diagram of the collision prevention device;

FIG. 3 is a flowchart of a collision determination process (part 1);

FIG. 4 is a flowchart of a collision determination process (part 2);

FIG. 5 is an explanatory view showing the shape of a traveling route;

FIG. 6 is an explanatory diagram showing the relationship between the own vehicle speed and the warning inter-vehicle distance;

FIG. 7 is an explanatory diagram showing a situation of avoidance for pedestrians according to the embodiment;

FIG. 8 is an explanatory diagram showing a driving situation on a curved road;

FIG. 9 is an explanatory diagram showing an avoidance situation for a preceding vehicle;

FIG. 10 is an explanatory diagram showing an avoidance situation for a parked vehicle;

FIG. 11 is an overall configuration diagram of a collision prevention device according to a second embodiment of the present invention.

[Explanation of symbols]

 DESCRIPTION OF SYMBOLS 1 ... Own vehicle 2 ... Collision prevention device 10 ... Stereo optical system 50 ... Image processing part 60 ... Collision judgment part

Claims (6)

[Claims] 1. A means for detecting a plurality of three-dimensional objects existing in a traveling direction of a host vehicle and calculating information relating to a position of the detected three-dimensional object, and assuming that a current running state of the host vehicle continues for a set time. Means for setting a plurality of different traveling routes based on a traveling pattern set beforehand in addition to the basic traveling route, and each traveling route based on information relating to the position of the three-dimensional object. Means for extracting a three-dimensional object that hangs over the upper region, and when a three-dimensional object is extracted in the region on the basic traveling route,
If the three-dimensional object is set as a target for collision determination and the three-dimensional object is not extracted in the area on the basic traveling route, the collision is performed based on information related to the position of the three-dimensional object extracted in the area on another traveling path. Vehicle collision prevention characterized by comprising means for determining a three-dimensional object to be determined, and means for determining the possibility of collision with the own vehicle for the three-dimensional object determined as a collision determination target apparatus. 2. A means for detecting the shape of the road on which the host vehicle runs and a plurality of three-dimensional objects present in the running direction of the host vehicle based on information on the position of an object in front of the host vehicle. When the driving condition satisfies the set condition and the shape of the road cannot be detected, a basic driving route is assumed that the current driving condition of the own vehicle continues for a set time, and the basic driving route ahead of the basic driving route is set. Means for setting a plurality of different traveling routes based on a traveling pattern set in advance; means for extracting a three-dimensional object covering an area on each traveling route based on information on the position of the three-dimensional object; When a three-dimensional object is extracted in the area on the travel route,
If the three-dimensional object is set as a target for collision determination and the three-dimensional object is not extracted in the area on the basic traveling route, the collision is performed based on information related to the position of the three-dimensional object extracted in the area on another traveling path. Vehicle collision prevention characterized by comprising means for determining a three-dimensional object to be determined, and means for determining the possibility of collision with the own vehicle for the three-dimensional object determined as a collision determination target apparatus. 3. A method according to claim 1, further comprising: a first traveling path on which the current traveling state is assumed to continue even after the set time; and a self-recovery mechanism when the steering angle is returned to the neutral position after the set time. A second traveling route that is assumed to go straight in the direction of the vehicle, a third traveling route that is assumed to go straight after changing the traveling direction of the own vehicle to the same direction as the current time after the set time, A fourth travel path that is assumed to travel while maintaining the corrected steering angle by correcting the steering angle to the right in the traveling direction, and correcting the steering angle by the set angle to the left in the traveling direction after the set time. 3. The collision prevention device for a vehicle according to claim 1, wherein the fifth traveling route is assumed to travel while maintaining the corrected steering angle. 4. When a three-dimensional object is extracted in an area on the first travel route but no three-dimensional object is detected in an area on the second travel route or an area on the third travel route. 4. The vehicle collision prevention device according to claim 3, wherein the three-dimensional object extracted in the area on the first route is not set as a collision determination target. 5. The three-dimensional object extracted in the area on the second travel path or the area on the third travel path is the three-dimensional object extracted as a collision determination target in the previous processing, and 4. The collision preventing device for a vehicle according to claim 3, wherein when the traveling speed is equal to or higher than the set speed, the collision is determined. 6. When the three-dimensional object extracted in the area on the first travel path is not in the area on the fourth travel path or the area on the fifth travel path, the three-dimensional object collides. 4. The vehicle collision prevention device according to claim 3, wherein the determination target is postponed for a preset delay time.