US20010018641A1 - Safety running system for vehicle - Google Patents

Safety running system for vehicle Download PDF

Info

Publication number
US20010018641A1
US20010018641A1 US09842009 US84200901A US2001018641A1 US 20010018641 A1 US20010018641 A1 US 20010018641A1 US 09842009 US09842009 US 09842009 US 84200901 A US84200901 A US 84200901A US 2001018641 A1 US2001018641 A1 US 2001018641A1
Authority
US
Grant status
Application
Patent type
Prior art keywords
vehicle
unit
subject vehicle
subject
relative
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
US09842009
Other versions
US6317692B2 (en )
Inventor
Kenji Kodaka
Tomoyuki Shinmura
Yoichi Sugimoto
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Honda Motor Co Ltd
Original Assignee
Honda Motor Co Ltd
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date

Links

Images

Classifications

    • BPERFORMING OPERATIONS; TRANSPORTING
    • B62LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62DMOTOR VEHICLES; TRAILERS
    • B62D15/00Steering not otherwise provided for
    • B62D15/02Steering position indicators ; Steering position determination; Steering aids
    • B62D15/025Active steering aids, e.g. helping the driver by actively influencing the steering system after environment evaluation
    • B62D15/0265Automatic obstacle avoidance by steering
    • GPHYSICS
    • G01MEASURING; TESTING
    • G01SRADIO DIRECTION-FINDING; RADIO NAVIGATION; DETERMINING DISTANCE OR VELOCITY BY USE OF RADIO WAVES; LOCATING OR PRESENCE-DETECTING BY USE OF THE REFLECTION OR RERADIATION OF RADIO WAVES; ANALOGOUS ARRANGEMENTS USING OTHER WAVES
    • G01S13/00Systems using the reflection or reradiation of radio waves, e.g. radar systems; Analogous systems using reflection or reradiation of waves whose nature or wavelength is irrelevant or unspecified
    • G01S13/86Combinations of radar systems with non-radar systems, e.g. sonar, direction finder
    • G01S13/867Combination of radar systems with cameras
    • GPHYSICS
    • G01MEASURING; TESTING
    • G01SRADIO DIRECTION-FINDING; RADIO NAVIGATION; DETERMINING DISTANCE OR VELOCITY BY USE OF RADIO WAVES; LOCATING OR PRESENCE-DETECTING BY USE OF THE REFLECTION OR RERADIATION OF RADIO WAVES; ANALOGOUS ARRANGEMENTS USING OTHER WAVES
    • G01S13/00Systems using the reflection or reradiation of radio waves, e.g. radar systems; Analogous systems using reflection or reradiation of waves whose nature or wavelength is irrelevant or unspecified
    • G01S13/88Radar or analogous systems specially adapted for specific applications
    • G01S13/93Radar or analogous systems specially adapted for specific applications for anti-collision purposes
    • G01S13/931Radar or analogous systems specially adapted for specific applications for anti-collision purposes between land vehicles; between land vehicles and fixed obstacles
    • GPHYSICS
    • G01MEASURING; TESTING
    • G01SRADIO DIRECTION-FINDING; RADIO NAVIGATION; DETERMINING DISTANCE OR VELOCITY BY USE OF RADIO WAVES; LOCATING OR PRESENCE-DETECTING BY USE OF THE REFLECTION OR RERADIATION OF RADIO WAVES; ANALOGOUS ARRANGEMENTS USING OTHER WAVES
    • G01S13/00Systems using the reflection or reradiation of radio waves, e.g. radar systems; Analogous systems using reflection or reradiation of waves whose nature or wavelength is irrelevant or unspecified
    • G01S13/88Radar or analogous systems specially adapted for specific applications
    • G01S13/93Radar or analogous systems specially adapted for specific applications for anti-collision purposes
    • G01S13/931Radar or analogous systems specially adapted for specific applications for anti-collision purposes between land vehicles; between land vehicles and fixed obstacles
    • G01S2013/9342Radar or analogous systems specially adapted for specific applications for anti-collision purposes between land vehicles; between land vehicles and fixed obstacles controlling the steering
    • GPHYSICS
    • G01MEASURING; TESTING
    • G01SRADIO DIRECTION-FINDING; RADIO NAVIGATION; DETERMINING DISTANCE OR VELOCITY BY USE OF RADIO WAVES; LOCATING OR PRESENCE-DETECTING BY USE OF THE REFLECTION OR RERADIATION OF RADIO WAVES; ANALOGOUS ARRANGEMENTS USING OTHER WAVES
    • G01S13/00Systems using the reflection or reradiation of radio waves, e.g. radar systems; Analogous systems using reflection or reradiation of waves whose nature or wavelength is irrelevant or unspecified
    • G01S13/88Radar or analogous systems specially adapted for specific applications
    • G01S13/93Radar or analogous systems specially adapted for specific applications for anti-collision purposes
    • G01S13/931Radar or analogous systems specially adapted for specific applications for anti-collision purposes between land vehicles; between land vehicles and fixed obstacles
    • G01S2013/9353Radar or analogous systems specially adapted for specific applications for anti-collision purposes between land vehicles; between land vehicles and fixed obstacles using own vehicle data, e.g. ground speed, steering wheel direction
    • GPHYSICS
    • G01MEASURING; TESTING
    • G01SRADIO DIRECTION-FINDING; RADIO NAVIGATION; DETERMINING DISTANCE OR VELOCITY BY USE OF RADIO WAVES; LOCATING OR PRESENCE-DETECTING BY USE OF THE REFLECTION OR RERADIATION OF RADIO WAVES; ANALOGOUS ARRANGEMENTS USING OTHER WAVES
    • G01S13/00Systems using the reflection or reradiation of radio waves, e.g. radar systems; Analogous systems using reflection or reradiation of waves whose nature or wavelength is irrelevant or unspecified
    • G01S13/88Radar or analogous systems specially adapted for specific applications
    • G01S13/93Radar or analogous systems specially adapted for specific applications for anti-collision purposes
    • G01S13/931Radar or analogous systems specially adapted for specific applications for anti-collision purposes between land vehicles; between land vehicles and fixed obstacles
    • G01S2013/9357Radar or analogous systems specially adapted for specific applications for anti-collision purposes between land vehicles; between land vehicles and fixed obstacles using additional data, e.g. driver condition, road state, weather data
    • GPHYSICS
    • G01MEASURING; TESTING
    • G01SRADIO DIRECTION-FINDING; RADIO NAVIGATION; DETERMINING DISTANCE OR VELOCITY BY USE OF RADIO WAVES; LOCATING OR PRESENCE-DETECTING BY USE OF THE REFLECTION OR RERADIATION OF RADIO WAVES; ANALOGOUS ARRANGEMENTS USING OTHER WAVES
    • G01S13/00Systems using the reflection or reradiation of radio waves, e.g. radar systems; Analogous systems using reflection or reradiation of waves whose nature or wavelength is irrelevant or unspecified
    • G01S13/88Radar or analogous systems specially adapted for specific applications
    • G01S13/93Radar or analogous systems specially adapted for specific applications for anti-collision purposes
    • G01S13/931Radar or analogous systems specially adapted for specific applications for anti-collision purposes between land vehicles; between land vehicles and fixed obstacles
    • G01S2013/9371Sensor installation details
    • G01S2013/9375Sensor installation details in the front of the vehicle

Abstract

In a safety running system, a transverse travelling distance resulting when a subject vehicle travels to a current position of an oncoming vehicle is calculated based on the vehicle velocity and yaw rate of the subject vehicle, a relative transverse distance of the oncoming vehicle relative to a vehicle body axis of the subject vehicle is calculated based on a relative distance, relative velocity and relative angle between the subject vehicle and the oncoming vehicle detected by a radar information processor. When a relative transverse deviation obtained by subtracting the transverse travelling distance from the relative transverse distance resides within a range and that state continues to exist over a predetermined time period, it is judged that there is a collision possibility of the subject vehicle with the oncoming vehicle, and automatic steering is performed so as to avoid a collision.

Description

    BACKGROUND OF THE INVENTION
  • 1. Field of the Invention [0001]
  • The present invention relates to a safety running system for a vehicle for preventing a subject vehicle from coming into contact with an oncoming vehicle on an adjacent lane of the road for opposite traffic by using an object detection unit such as a radar device. [0002]
  • 2. Description of the Related Art [0003]
  • A safety running system for a vehicle as described above is well known in the official gazette of Japanese Patent Unexamined Publication (Kokai) No. HEI 7-14100. [0004]
  • The safety running system disclosed in the above official gazette is adapted to avoid a collision of a subject vehicle with an oncoming vehicle on an adjacent lane of the road for opposite traffic by generating an alarm to the driver of the subject vehicle to make the driver perform a voluntary collision avoidance operation or automatically applying the brakes of the subject vehicle in the event that the subject vehicle enters the adjacent lane for opposite traffic to thereby encounter a possible collision with the oncoming vehicle on the same lane. [0005]
  • As shown in FIG. 3, a transverse travelling distance Y[0006] 1 of the subject vehicle Ai from the vehicle body axis thereof is calculated from a future travelling locus of the subject vehicle Ai estimated based on the vehicle velocity Vi and yaw rate γi thereof. Further, a relative transverse distance Y2 from the vehicle body axis of the subject vehicle Ai to the oncoming vehicle Ao is calculated with a radar device. And, a collision possibility of the subject vehicle Ai with an oncoming vehicle Ao on an adjacent lane for opposite traffic is judged by comparing the transverse travelling distance Y1 with the relative transverse distance Y2.
  • As shown in FIG. 14, however, in a case where the driver of the subject vehicle Ai tries to overtake a preceding vehicle Af, the driver first steers the steering wheel rightward to change the path of movement of the vehicle to the right-hand side of the road (in the case of left-hand side traffic) and then steers it back leftward to return to the original path of movement of the vehicle or the left-hand side lane after the driver's vehicle Ai has over taken the preceding vehicle Af. Due to this, with the safety running system described in FIG. 3, there is caused a problem that a possible collision of the subject vehicle with an oncoming vehicle Ao is erroneously judged as occurring as soon as the steering wheel of the subject vehicle is steered rightward even when in reality there is no such collision possibility. [0007]
  • Further, as shown in FIG. 13, when a subject vehicle Ai approaches an end of a rightward curve in a left-hand side traffic road, since the driver steers the steering wheel leftward to enter a straight path from the curved path, an actual transverse travelling distance becomes shorter than an estimated transverse travelling distance Y[0008] 1. As a result of this, a judgement is made that there is a collision possibility when in reality there is no such collision possibility, this triggering the performance of an unnecessary collision avoidance control, thereby causing a risk of the driver feeling a physical disorder.
  • Moreover, the aforementioned conventional safety running system is adapted to judge a possible collision with an oncoming vehicle by estimating a deviation of a subject vehicle to an adjacent lane of the road for opposite traffic. Therefore, this deviation to an adjacent lane of the road for opposite traffic is determined in accordance mainly with the azimuth of the travelling subject vehicle (an angle formed by the vehicle body axis of the subject vehicle and the center line of the road) Due to this, for instance in a case where the subject vehicle is steered so as to avoid an obstacle on the road side, an erroneous judgement of a collision possibility is made only when the azimuth of the travelling subject vehicle is temporarily directed to the side of the adjacent lane for opposite traffic, and therefore there is caused a problem that every time such an erroneous judgement is made, an unnecessary collision avoidance control is performed to make the driver feel troublesome. [0009]
  • SUMMARY OF THE INVENTION
  • The present invention was made in view of the aforesaid circumstances and an object thereof is to prevent the performance of an unnecessary collision avoidance control by making a judgement of a possible collision with an oncoming vehicle in an accurate fashion, and further, to prevent the occurrence of a collision avoidance operation based on an erroneous judgement of a possible collision between the subject vehicle and an oncoming vehicle when the driver of the subject vehicle tries to overtake a preceding vehicle, or when the subject vehicle approaches an exit portion of a curve or bend. [0010]
  • To solve the above object, according to a first aspect of the invention, there is provided a safety running system for a vehicle including, object detection unit for detecting an object existing in a direction in which a subject vehicle travels, a travelling locus estimation unit for estimating a future travelling locus of the subject vehicle, a relative transverse deviation calculation unit for calculating a relative transverse deviation between the subject vehicle and an oncoming vehicle based on the results from the detection by the object detection unit and the future travelling locus of the subject vehicle, a contact possibility judgement unit for judging that there is a contact possibility of the subject vehicle with the oncoming vehicle when the relative transverse deviation calculated by the relative transverse deviation calculation unit falls within a predetermined range, a curve exit detection unit for detecting that the subject vehicle approaches an exit portion of a curve, and a correction unit for correcting the relative transverse deviation based on the results of the detection by the curve exit detection unit. [0011]
  • Further, according to the second aspect of the present invention, there is provided a safety running system including, an object detection unit for detecting an object present in a travelling direction of a subject vehicle, a travelling locus estimation unit for estimating a future travelling locus of the subject vehicle, a relative transverse deviation calculation unit for calculating a relative transverse deviation between the subject vehicle and an oncoming vehicle on an adjacent lane for opposite traffic based on the result of the detection of the object detection unit and a future travelling locus of the subject vehicle estimated by the travelling locus estimation unit, a contact possibility judgement unit for judging that there is a contact possibility of the subject vehicle with the oncoming vehicle when a relative transverse deviation calculated by the relative transverse deviation calculation unit falls within a predetermined range, a contact avoidance unit for automatically performing a contact avoidance operation when the contact possibility judgement unit judges that there is a contact possibility of the subject vehicle with the oncoming vehicle, and an overtaking judgement unit for judging whether or not the subject vehicle is in course of overtaking a preceding vehicle, wherein when the overtaking judgement unit judges that the subject vehicle is in course of overtaking a preceding vehicle, the contact avoidance unit restrains a contact avoidance operation or ceases a contact avoidance operation being performed. [0012]
  • In addition, according to a third aspect of the present invention, there is provided a safety running system comprising, an object detection unit for detecting an object present in a travelling direction of a subject vehicle, a travelling locus estimation unit for estimating a future travelling locus of the subject vehicle, a relative transverse deviation calculation unit for calculating a relative transverse deviation between the subject vehicle and an oncoming vehicle on an adjacent lane for opposite traffic based on the result of the detection of the object detection unit and a future travelling locus of the subject vehicle estimated by the travelling locus estimation unit, a contact possibility judgement unit for judging that there is a contact possibility of the subject vehicle with the oncoming vehicle when a state in which a relative transverse deviation calculated by the relative transverse deviation calculation unit remains within a predetermined range continues for a predetermined time period or longer, and a contact avoidance unit for performing contact avoidance steering when the contact possibility judgement unit judges that there is a contact possibility of the subject vehicle with the oncoming vehicle. [0013]
  • BRIEF DESCRIPTION OF THE DRAWINGS
  • FIG. 1 is an overall structural view of a vehicle equipped with a safety running system according to a first embodiment of the present invention; [0014]
  • FIG. 2 is a block diagram of the safety running system according to the first embodiment; [0015]
  • FIG. 3 is a drawing showing a relative relationship between a subject vehicle Ai and an oncoming vehicle Ao; [0016]
  • FIG. 4 is an explanatory drawing explaining a function of an electronic control unit; [0017]
  • FIG. 5 is a block diagram describing a circuit for a head-on collision avoidance control unit according to the first embodiment; [0018]
  • FIG. 6 is a flowchart of a collision avoidance control routine according to the first embodiment; [0019]
  • FIG. 7 is a map for retrieving a correction coefficient K[0020] 1 from a steering speed dΘ/dt and a turning radius R according to the first embodiment;
  • FIG. 8 is a drawing explaining a transverse travelling distance Y[0021] 1 and a corrected transverse travelling distance Y1′ at an exit of a curve;
  • FIG. 9 is an overall structural view of a vehicle provided with a safety running system according to a second embodiment of the present invention; [0022]
  • FIG. 10 is a block diagram of the safety running system according to the second embodiment; [0023]
  • FIG. 11 is a block diagram describing a circuit of a head-on collision avoidance control unit according to the second embodiment; [0024]
  • FIG. 12 is a flowchart of a head-on collision avoidance control routine according to the second embodiment; [0025]
  • FIG. 13 is a flowchart of flag setting routine according to the second embodiment; [0026]
  • FIG. 14 is a drawing explaining an operation of the safety running system when overtaking a preceding vehicle. [0027]
  • FIG. 15 is an overall structural view of a vehicle provided with a safety running system according to the third embodiment of the present invention; [0028]
  • FIG. 16 is a block diagram of the safety running system according to the third embodiment; [0029]
  • FIG. 17 is a drawing showing a relative relationship between the subject vehicle Ai and running lanes according to the third embodiment; [0030]
  • FIG. 18 is a block diagram describing a circuit of a head-on collision avoidance control unit according to the third embodiment; [0031]
  • FIG. 19 is a flowchart of a main routine according to the third embodiment; [0032]
  • FIG. 20 is a flowchart of flag setting according to the third embodiment; [0033]
  • FIG. 21 is an explanatory drawing explaining a procedure for judging a collision possibility; [0034]
  • FIGS. 22A and 22B are maps for retrieving correction coefficients K[0035] 1, K2 for the time period Ts for use for judging a collision possibility according to the third embodiment; and
  • FIG. 23 is a map for retrieving a threshold τ[0036] 0 for a target transverse avoidance magnitude S.
  • DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS First Embodiment
  • A first embodiment of the present invention, which prevents the occurrence of an erroneous judgement that is a collision possibility between the subject vehicle and an oncoming vehicle when the subject vehicle approaches an exit of a curve or bend will be described below with reference to the accompanying drawings. [0037]
  • FIGS. [0038] 1 to 8 show the first embodiment of the present invention. As shown in FIGS. 1 and 2, a vehicle fitted with front left and right wheels Wf, Wf and rear left and right wheels Wr, Wr includes a steering handle or wheel 1 for steering the front left and right wheels Wf, Wf and an electric power steering device 2 for generating a steering force for assisting the driver in operating the steering wheel 1 and avoiding a collision. An electronic control unit U for controlling the operation of the electronic power steering device 2 receives signals input from a radar information processor 4 connected to a radar 3, an image processor 6 connected to a camera 5, vehicle velocity sensors S1. . . for detecting the number of revolutions of the respective wheels Wf, Wf; Wr, Wr, a yaw rate sensor S2 for detecting a yaw rate of the vehicle, a steered angle sensor S3 for detecting an angle at which the steering wheel is steered, and a steering torque sensor S4 for detecting a steering torque applied by the driver to the steering wheel 1. The electronic control unit U controls the electronic power steering device 2 based on signals from the radar information processor 4, image processor 6 and respective sensors S1. . . , S2, S3, S4 and it also controls operations of an indicator 7 composing of a liquid crystal display and an alarm 8 such as a buzzer and lump.
  • The radar [0039] 3 transmits electromagnetic waves toward left and right predetermined ranges in front of the subject vehicle and receives reflected waves resulting when electromagnetic waves so transmitted are reflected off an object. The radar information processor 4 constituting an object detection unit of the present invention calculates based on signals from the radar 3 a relative position relationship between the subject vehicle Ai and the oncoming vehicle Ao. As shown in FIG. 3, the relative positional relationship between the subject vehicle Ai and the oncoming vehicle Ao is constituted by a relative distance ΔL between the subject vehicle Ai and the oncoming vehicle Ao, a relative velocity ΔV between the subject vehicle Ai and the oncoming vehicle Ao(in other words, a difference between the vehicle velocity Vi of the subject vehicle Ai and the vehicle velocity Vo of the oncoming vehicle Ao), and a relative transverse distance Y2 of the oncoming vehicle Ao relative to the vehicle axis of the subject vehicle Ai. The relative transverse distance Y2 can be calculated based on an angle β formed by the oncoming vehicle Ao relative to the vehicle body axis of the subject vehicle Ai and the relative distance ΔL between the subject vehicle Ai and the oncoming vehicle Ao. The radar 3 can detect a preceding vehicle and a stationary object on the road as well as the oncoming vehicle Ao, and moreover it can also identify the oncoming vehicle Ao from a preceding vehicle and a stationary object based on the magnitude of the relative velocity ΔV. In addition, in this embodiment, a millimetric wave is used which can detect the aforesaid relative relationships (ΔL, ΔV, β) between the subject vehicle Ai and the oncoming vehicle Ao through a single transmitting and receiving operation.
  • The image processor [0040] 6 detects a center line of the road based on an image in front of the subject vehicle imaged by the camera 5 constituting an imaging unit according to the present invention and judges on an exit portion (a transition portion from a curved path to a straight path) of a curve or bend from the degree of curvature of the center line so detected.
  • As shown in FIG. 4, the electronic control unit U includes an electric power steering control unit [0041] 11, a head-on collision avoidance control unit 12, a switching unit 13 and an output current determination unit 14. In normal times, the switching unit 13 is connected to the side of the electric power steering control unit 11, and the electric power steering device 2 performs a normal power steering function. In other words, the output current determination unit 14 determines an output current that is to be output to an actuator 15 in response to a steering torque input into the steering wheel 1 and the vehicle velocity, and outputs this output current so determined to the actuator 15 via a driving circuit 16 to thereby assist the driver in operating the steering wheel 1. On the other hand, in a case where there is a possible head-on collision of the subject vehicle Ai with the oncoming vehicle Ao, the switching unit 13 is then connected to the side of the head-on collision avoidance control unit 12 to thereby control the driving of the actuator 15 with the head-on collision avoidance control unit 12, thus effecting automatic steering for avoiding a head-on collision with the oncoming vehicle Ao. The details of this automatic steering will be described at a latter part.
  • As shown in FIG. 5, provided in the interior of the head-on collision avoidance control unit [0042] 12 of the electronic control unit U are a travelling locus estimation unit M1, a relative transverse deviation calculation unit M2, a contact possibility judgement unit M3, a curve exit detection unit M4, a correction unit MS, a contact avoidance unit M6 and a transverse travelling distance calculation unit M7.
  • The travelling locus estimation unit M[0043] 1 estimates a future travelling locus of the subject vehicle Ai based on the vehicle velocity Vi and yaw rate γi of the subject vehicle Ai. The transverse travelling distance calculation unit M7 calculates a future transverse travelling distance Y1 of the subject vehicle Ai based on the travelling locus estimated by the travelling locus estimation unit M1. The relative transverse deviation calculation unit M2 calculates a relative transverse deviation ΔY between the subject vehicle Ai and the oncoming vehicle Ao based on the future travelling locus (i.e., the transverse travelling distance Y1) of the subject vehicle Ai and the relative distance ΔL, relative velocity ΔV and angle β between the subject vehicle Ai and the oncoming vehicle Ao that are detected by the object detection unit 4 (radar information processor 4).
  • The contact possibility judgement unit M[0044] 3 judges that there is a possible collision of the subject vehicle Ai with the oncoming vehicle Ao when the relative transverse deviation ΔY resides in a state −ε≦Δ≦ε. At this moment, when the curve exit detection unit M4 judges that the subject vehicle Ai is at an exit of a rightward curve (in the case of left-hand side traffic) or an exit of a leftward curve (in the case of right-hand side traffic) based on outputs from the imaging unit 5 (camera 5) or the steered angle detection unit S3 (steered angle sensor S3), the correction unit M5 corrects the relative transverse deviation ΔY between the subject vehicle Ai and the oncoming vehicle Ao. Then, the contact avoidance unit M6 effects contact avoidance steering via the electric power steering device 2 so as to avoid a contact of the subject vehicle Ai with the oncoming vehicle Ao based on the relative transverse deviation ΔY after correction.
  • Next, referring to a flowchart shown in FIG. 6, an operation of the first embodiment of the present invention will be described. [0045]
  • First of all, at Step S[0046] 1 on the flowchart in FIG. 6, read in the electronic control unit U from the radar information processor 4 are the relative distance ΔL between the subject vehicle Ai and the oncoming vehicle Ao, the relative velocity ΔV between the subject vehicle Ai and the oncoming vehicle Ao, and the relative transverse distance Y2 of the oncoming vehicle Ao relative to the vehicle body axis of the subject vehicle Ai. At the following Step S2, a transverse travelling distance Y1 is calculated based on the vehicle velocity Vi of the subject vehicle Ai detected by the vehicle velocity sensors S1. . . and the yaw rate γi of the subject vehicle Ai detected by the yaw rate sensor S2. As shown in FIG. 3, the transverse travelling distance Y1 is a transverse distance produced when the subject vehicle Ai travels to the current position of the oncoming vehicle Ao and is calculated as follows. In other words, since a time t1 taken before the subject vehicle Ai reaches the current position of the oncoming vehicle Ao is given by dividing the relative distance ΔL by the vehicle velocity Vi of the subject vehicle Ai, ΔL/Vi, a transverse travelling distance Y1 of the subject vehicle Ai after the elapse of time t1=ΔL/Vi is obtained by using the vehicle velocity Vi and yaw rate γi of the subject vehicle Ai as follows;
  • Y1=(½)·Vi·γi·(ΔL/Vi)2   . . . (1)
  • At the following Step S[0047] 3, whether or not the subject vehicle Ai is approaching an exit of a rightward curve on a left-hand side traffic road is judged based on the degree of curvature of the center line detected by the image processor 6. If an answer to Step S3 is YES and it is judged once that the subject vehicle Ai is approaching the exit of the rightward curve of the left-hand side traffic road, at Step S4, whether or not there has been a steering wheel 1 steering back operation by the driver is judged based on a steered angle Θ detected by the steered angle sensor S3. In other words, let a steering velocity dΘ/dt when the steering wheel 1 is steered rightward a positive value, if the steering velocity dΘ/dt is a negative value, this confirms that the steering wheel 1 is steered back leftward by the driver at the exit portion of the rightward curve.
  • Thus, in a case where either of answers to Steps S[0048] 3 and S4 is NO, it is finally judged that the subject vehicle Ai has not approached yet the exit of the rightward curve, and then move to Step S7. At Step S7, a relative transverse deviation ΔY is calculated by subtracting the transverse travelling distance Y1 from the relative transverse travelling distance Y2.
  • ΔY=Y 2 −Y 1   . . . (2)
  • As is clear from FIG. 3, the relative transverse deviation ΔY corresponds to a transverse deviation resulting between the current position of the oncoming vehicle Ao and an estimated position of the subject vehicle Ai when the subject vehicle travels to the current position of the oncoming vehicle Ao. The relative transverse deviation ΔY has a positive or negative value, and in the case of the left-hand side traffic described in this embodiment, if the relative transverse deviation ΔY has a positive value because of Y[0049] 2>Y1, the estimated travelling locus of the subject vehicle Ai passes on the left-hand side of the current position of the oncoming vehicle Ao. On the other hand, if the relative transverse deviation ΔY has a negative value because of Y2<Y1, the estimated travelling locus of the subject vehicle Ai passes on the right-hand side of the current position of the oncoming vehicle Ao. In addition, as the absolute value of the relative transverse deviation becomes smaller, the possibility of a contact of the subject vehicle Ai with the oncoming vehicle Ao becomes higher.
  • At the following Step S[0050] 8, whether or not the relative transverse deviation ΔY resides within a preset range is judged. In other words, if the relative transverse deviation ΔY resides within a predetermined range based on a predetermined value ε preset in turn based on the width of the vehicle body of the vehicle (for instance,2 m), and
  • −ε≦Δ≦ε   . . . (3)
  • is obtained, it is judged that there is a possible collision of the subject vehicle Ai with the oncoming vehicle Ao. On the other hand, if the above equation is not obtained, it is judged that the subject vehicle Ai passes through on the left-hand side or right-hand side of the oncoming vehicle Ao, causing no collision, and return to Step S[0051] 1 without performing automatic steering for avoiding a collision.
  • At the following Step S[0052] 9, with a view to determining a timing when a collision avoidance control is initiated, a time to taken before the subject vehicle Ai reaches a collision predicted point is calculated, and the time to so calculated is then compared with a preset threshold value τ0. The time t0 taken before the subject vehicle Ai reaches a collision predicted point is calculated by dividing the relative distance ΔL by the relative velocity Δv of the subject vehicle Ai and the oncoming vehicle Ao.
  • t0=ΔL/ΔV   . . . (4)
  • In addition, the aforesaid threshold value τ[0053] 0 corresponds to a timing when the driver initiates a voluntary collision avoidance steering and can be obtained in an experimental fashion. Thus, when t0 becomes equal to or less than τ0 at Step S9, then at Step S10, the indicator 7 and the alarm 8 are activated so as to generate an alarm to the driver and automatic steering is performed for avoiding a collision.
  • On the other hand, where both answers to Steps S[0054] 3 and S4 are YES, it is finally judged that the subject vehicle Ai is approaching the exit of the rightward curve, and then at the following Step S5, what results by multiplying the transverse travelling distance Y1 by the correction coefficient K1 is designated as a corrected transverse travelling distance Y1′.
  • Y1′=Y1·K1   . . . (5)
  • A map shown in FIG. 7 is used to retrieve the correction coefficient K[0055] 1 based on a turning radius R of the subject vehicle Ai at the curve and the absolute value |dθ/dt| of the steering speed. The turning radius R is calculated from the configuration of the center line detected by the image processor 6. As is clear from this map, the correction coefficient K1 becomes smaller as the turning radius R becomes smaller or the absolute value |dθ/dt| of the steering speed becomes greater, and in response to this, the corrected transverse travelling distance Y1′ also becomes smaller.
  • FIG. 8 shows a state in which the subject vehicle Ai is approaching the exit of the rightward curve, and the transverse travelling distance Y[0056] 1 is one estimated based on the current vehicle velocity Vi and yaw rate γi. However, since the driver steers the steering wheel 1 leftward at a transition part of the road from a curved path to a straight path, the transverse travelling distance actually produced becomes smaller the aforesaid transverse travelling distance Y1. In other words, the corrected transverse distance Y1′ corrected so as to be reduced by multiplying the transverse travelling distance Y1 by the correction coefficient K1, which is equal to or less than 1 approximates an actual transverse travelling distance that is actually produced where the road transitions from a curved path to a straight path.
  • Thus, at Step S[0057] 6, a corrected transverse deviation ΔY is calculated by subtracting the corrected transverse travelling distance Y1′ from the relative transverse travelling distance Y2.
  • ΔY=Y 2 −Y 1′  . . . (6)
  • Then, at Step S[0058] 8, a judgement on a collision possibility is made based on the equation (3), whereby an accurate judgement can be made even at the exit of the curve.
  • Further, although the relative transverse deviation ΔY is corrected by correcting the transverse travelling distance Y[0059] 1 in the above embodiment, it is possible to correct relative transverse deviation ΔY by correcting the future travelling locus of the subject vehicle Δi by the radius R of the curve or the absolute value |dθ/dt| of the steering speed.
  • Second Embodiment
  • A second embodiment of the present invention, which prevents the occurrence of a collision avoidance operation based on an erroneous judgement of a possible collision between the subject vehicle and an oncoming vehicle when the driver of the subject vehicle tries to overtake a preceding vehicle will be described with reference to FIGS. 3, 4 and [0060] 9 - 14. Portions represented by the same reference numeral as the first embodiment are identical to those of the first embodiment, and the descriptions of them are omitted.
  • FIGS. 9 and 10 show an overall structural view of a vehicle provided with a safety running system of the second embodiment of the present invention, and a block diagram of the safety running, respectively. The vehicle shown in FIGS. 9 and 10 has the same equipment as that of the first embodiment except for the camera [0061] 5 and the image processor 6. Of course, the vehicle shown in FIGS. 1 and 2 can be applied to the second embodiment.
  • In addition, the electronic control unit U includes an electric power steering control unit [0062] 11, a head-on collision avoidance control unit 12, a switching unit 13 and an output current determination unit 14 as well as that of the first embodiment shown in FIG. 4. In normal times, the switching unit 13 is connected to the side of the electric power steering control unit 11, and the electric power steering device 2 performs a normal power steering function. In other words, the output current determination unit 14 determines an output current that is to be output to an actuator 15 in response to a steering torque input into the steering wheel 1 and the vehicle velocity, and outputs this output current so determined to the actuator 15 via a driving circuit 16 to thereby assist the driver in operating the steering wheel 1. On the other hand, in a case where there is a possible head-on collision of the subject vehicle Ai with the oncoming vehicle Ao, the switching unit 13 is then connected to the side of the head-on collision avoidance control unit 12 to thereby control the driving of the actuator 15 with the head-on collision avoidance control unit 12, thus effecting automatic steering for avoiding a head-on collision with the oncoming vehicle Ao. The details of this automatic steering will be described at a latter part.
  • As shown in FIG. 5, provided in the interior of the head-on collision avoidance control unit [0063] 12 of the electronic control unit U are a travelling locus estimation unit M1, a relative transverse deviation calculation unit M2, a contact possibility judgement unit M3, a contact avoidance unit M6, an overtaking judgement unit M8 and a preceding vehicle's velocity detection unit M9.
  • The travelling locus estimation unit M[0064] 1 estimates a future travelling locus of the subject vehicle Ai based on the vehicle velocity Vi and yaw rate γi of the subject vehicle Ai. The relative transverse deviation calculation unit M2 calculates a relative transverse deviation ΔY between the subject vehicle Ai and the oncoming vehicle Ao based on the future travelling locus (i.e., the transverse travelling distance Y1) of the subject vehicle Ai and the relative distance ΔL, relative velocity ΔV and angle β between the subject vehicle Ai and the oncoming vehicle Ao that are detected by the object detection unit 4 (radar information processor 4). The contact possibility judgement unit M3 judges that there is a possible collision of the subject vehicle Ai with the oncoming vehicle Ao when the relative transverse deviation ΔY resides in a state −ε≦Δ≦ε. A contact avoidance unit M6 performs a contact avoidance operation via an electric power steering device 2 in order to avoid a contact between the subject vehicle Ai and the oncoming vehicle Ao when the contact possibility judgement unit M3 judges that there is a contact possibility therebetween.
  • When this happens, if the overtaking judgement unit M[0065] 8 judges that the subject vehicle Ai is in course of overtaking a preceding vehicle Af, the contact avoidance unit M6 restrains a contact avoidance operation or ceases a contact avoidance operation being performed, thereby making it possible to avoid an unnecessary contact avoidance operation based on an erroneous judgement of a contact possibility during overtaking.
  • The judgement of the initiation of overtaking of a preceding vehicle by the overtaking judgement unit M[0066] 8 is performed based on the relative velocity ΔV′ of the preceding vehicle Af detected by an object detection unit 4, a relative distance ΔL′ to the preceding vehicle Af detected by the object detection unit 4 and a steered angle θ detected by a steered angle detection unit S3 (a steered angle sensor S3) . And, the judgement of the completion of overtaking of the preceding vehicle by the overtaking judgement unit M5 is performed based on a travel distance of the subject vehicle Ai, a travel distance of the preceding vehicle Af and the relative distance ΔL′ to the preceding vehicle Af. In this process, the travel distance of the subject vehicle Ai is calculated based on the vehicle velocity Vi of the subject vehicle Ai detected by vehicle velocity detection unit S1 (vehicle velocity sensors S1) . The travel distance of the preceding vehicle Af is calculated based on the vehicle velocity Vf of the preceding vehicle Af calculated by a preceding vehicle's vehicle velocity calculating unit M6 from the relative velocity ΔV′ of the preceding vehicle Af and the vehicle velocity Vi of the subject vehicle Ai.
  • Next, referring to a flowchart shown in FIGS. 12 and 13, an operation of the second embodiment of the present invention will be described. [0067]
  • First of all, at Step S[0068] 101 on the flowchart in FIG. 12, read in the electronic control unit U from the radar information processor 4 are the relative distance ΔL between the subject vehicle Ai and the oncoming vehicle Ao, the relative velocity ΔV between the subject vehicle Ai and the oncoming vehicle Ao, and the relative transverse distance Y2 of the oncoming vehicle Ao relative to the vehicle body axis of the subject vehicle Ai. At the following Step S102, a transverse travelling distance Y1 is calculated based on the vehicle velocity Vi of the subject vehicle Ai detected by the vehicle velocity sensors S1. . . and the yaw rate γi of the subject vehicle Ai detected by the yaw rate sensor S2. As shown in FIG. 3, the transverse travelling distance Y1 is a transverse distance produced when the subject vehicle Ai travels to the current position of the oncoming vehicle Ao and is calculated as follows. In other words, since a time t1 taken before the subject vehicle Ai reaches the current position of the oncoming vehicle Ao is given by dividing the relative distance ΔL by the vehicle velocity Vi of the subject vehicle Ai, ΔL/Vi, a transverse travelling distance Y1 of the subject vehicle Ai after the elapse of time t1=ΔL/Vi is obtained by using the vehicle velocity Vi and yaw rate γi of the subject vehicle Ai as follows;
  • Y1=(½)·Vi·γi·(ΔL/Vi)2   . . . (11)
  • At the following Step S[0069] 103, a relative transverse deviation ΔY is calculated by subtracting the transverse travelling distance Y1 from the relative transverse travelling distance Y2.
  • ΔY=Y 2 −Y 1   . . . (12)
  • As is clear from FIG. 3, the relative transverse deviation ΔY corresponds to a transverse deviation resulting between the current position of the oncoming vehicle Ao and an estimated position of the subject vehicle Ai when the subject vehicle travels to the current position of the oncoming vehicle Ao. The relative transverse deviation ΔY has a positive or negative value, and in the case of the left-hand side traffic described in this embodiment, if the relative transverse deviation ΔY has a positive value because of Y[0070] 2>Y1, the estimated travelling locus of the subject vehicle Ai passes on the left-hand side of the current position of the oncoming vehicle Ao. On the other hand, if the relative transverse deviation ΔY has a negative value because of Y2<Y1, the estimated travelling locus of the subject vehicle Ai passes on the right-hand side of the current position of the oncoming vehicle Ao. In addition, as the absolute value of the relative transverse deviation becomes smaller, the possibility of a contact of the subject vehicle Ai with the oncoming vehicle Ao becomes higher.
  • At the following Step S[0071] 104, whether or not the relative transverse deviation ΔY resides within a preset range is judged. In other words, if the relative transverse deviation ΔY resides within a predetermined range based on a predetermined value ε preset in turn based on the width of the vehicle body of the vehicle (for instance, 2 m), and
  • −ε≦Δ≦ε   . . . (13)
  • is obtained, it is judged that there is a possible collision of the subject vehicle Ai with the oncoming vehicle Ao, which is a first stage judgement. On the other hand, if the above equation is not obtained, it is judged that the subject vehicle Ai passes through on the left-hand side or right-hand side of the oncoming vehicle Ao, causing no collision, and return to Step S[0072] 101 without performing alarm or steering control for avoiding a collision.
  • Referred to at Step S[0073] 105 is the state of an overtaking judgement flag for identifying whether or not the subject vehicle Ai is in course of overtaking the preceding vehicle Af. This overtaking judgement flag is set to “1” when the subject vehicle Ai is overtaking the preceding vehicle Af, while it is set to “0” when no overtaking is judged as occurring. A description thereof will be made below based on the flowchart in FIG. 13.
  • First of all, at Step S[0074] 111, the relative distance ΔL′ between an object including the preceding vehicle Af and the subject vehicle Ai is read in from the radar information processor 4, and the relative velocity ΔV′ between the object including the preceding vehicle Af and the subject vehicle Ai is also read in. At the following Step S112, the vehicle velocity Vi of the subject vehicle Ai detected by the vehicle velocity sensors S1 . . . and the steered angle e of the subject vehicle Ai detected by the steered angle sensor S3 are read in. At the following Step S113, the preceding vehicle Af is identified from an oncoming vehicle Ao based on the relative velocity ΔV′. Since the oncoming vehicle Ao travels in a direction opposite to a travelling direction of the subject vehicle Ai, the absolute value of the relative velocity ΔV′ increases. On the other hand, since the preceding vehicle Af travels in the same direction as that in which the subject vehicle Ai travels, the absolute value of the relative velocity ΔV′ decreases. Thus, an object exhibiting the absolute value of the relative velocity ΔV′ which is equal to or less than a predetermined value can be judged as the preceding vehicle from the above fact. In addition, when the vehicle velocity Vi of the subject vehicle Ai is greater than the vehicle velocity Vf of the preceding vehicle Af, the relative velocity ΔV′ becomes a negative value, while when the vehicle velocity Vi of the subject vehicle Ai is smaller than the vehicle velocity Vf of the preceding vehicle Af, the relative velocity ΔV′ becomes a positive value.
  • At the following Step S[0075] 114, if the relative velocity A V′ between the subject vehicle Ai and the preceding vehicle Af is not a negative value, in other words, when the vehicle velocity Vi of the subject vehicle Ai is smaller than the vehicle velocity Vf of the preceding vehicle Af, the subject vehicle Ai is judged not to be in an overtaking state, and at Step S120, the overtaking judgement flag is reset to “0”. In addition, at Step S115, the change in relative distance ΔL′ between the subject vehicle Ai and the preceding vehicle Af is monitored, and if the relative distance ΔL′ is not reduced, the subject vehicle Ai is judged not to be in an overtaking state, and at Step 20, the overtaking judgement flag is reset to “0”. Furthermore, at Step S116, the steered angle sensor S3 compares the steered angle θ with a threshold value θ0. If θ≧θ0 is not obtained, the subject vehicle Ai is judged not to be in an overtaking state, and at Step1 20, the overtaking judgement flag is reset to “0”.
  • On the other hand, if ΔV′<O is obtained and the vehicle velocity Vi of the subject vehicle Ai is greater than the vehicle velocity Vf of the preceding vehicle Af at Step S[0076] 114, if the relative distance ΔL′ between the subject vehicle Ai and the preceding vehicle Af is reduced at Step S115 and if θ≧θ0 is obtained and a steering wheel 1 is largely steered at Step S116, the subject vehicle Ai is judged to have entered an overtaking state, and the overtaking judgement flag is set to “1” at Step 117.
  • At the following Step S[0077] 18, running positions Xi, Xf of the subject vehicle Ai and preceding vehicle Af respectively are calculated by referencing the position of the subject vehicle Ai when overtaking is initiated. The running position Xi of the subject vehicle Ai is calculated by integrating the vehicle velocity of the subject vehicle Ai by time and can be obtained with the following equation.
  • Xi=∫Vi dt   . . . (14)
  • In addition, the running position Xf of the preceding vehicle Af can be obtained with the following equation by using the relative distance ΔL′ and elapsed time t from the initiation of overtaking on the assumption that the preceding vehicle Af holds the vehicle velocity Vf when overtaking is initiated. [0078]
  • Xf=ΔL′+Vf·t  . . . (15)
  • At the following Step S[0079] 119, the running position Xi of the subject vehicle Ai and the running position Xf of the preceding vehicle Af are compared with each other, and if Xi ≦Xf, it is judged that the subject vehicle Ai is still located to the rear of the preceding vehicle Af and that it is still in course of overtaking the preceding vehicle Af, while Xi>Xf, it is judged that the subject vehicle Ai runs in front of the preceding vehicle Af and that the overtaking is completed. Then, when the overtaking is judged to have been completed, the overtaking judgement flag is reset to “0” at Step S120.
  • Returning to the flowchart in FIG. 12, in a case where the overtaking judgement flag is reset to “0” at Step S[0080] 105 with the subject vehicle Ai being not in course of overtaking the preceding vehicle Af, at Step S106, a time t0 needed until the subject vehicle Ai reaches a predicted collision point with a view to determining an initiation timing of collision avoidance control, and this time t0 is compared with a preset threshold value t0. The time t0 needed unitl the subject vehicle Ai reaches the predicted collision point can be calculated by dividing the relative distance ΔL between the subject vehicle Ai and the oncoming vehicle Ao by the relative velocity ΔV therebetween as follows.
  • t0=ΔL/ΔV   . . . (16)
  • Furthermore, the threshold value t[0081] 0 corresponds to a timing when the driver initiates a voluntary collision avoidance control and is obtained experimentally. Thus, when t0 becomes equal to or less than τ0 at Step S106, at Step S107 not only are an indicator 7 and a warning device 8 activated so as to generate an alarm to the driver but also automatic steering is performed so as to avoid a collision.
  • When a voluntary collision avoidance operation by the driver is detected at Step S[0082] 108 while automatic steering is being performed for avoidance of a collision, in other words, when it is detected through a steering torque sensor that the driver steers the steering wheel 1 or it is detected through a brake pedal step-down force sensor that the driver applies the vehicle brakes, the generation of an alarm and automatic steering for avoidance of a collision are ceased at Step S109. This prevents the voluntary collision avoidance operation by the driver from interfering with the automatic steering and priority is given to the collision avoidance operation by the driver, thereby making it possible to eliminate a feeling of physical disorder that would otherwise be felt by the driver.
  • On the other hand, in a case where the overtaking judgement flag is reset to “1” at Step S[0083] 105 with the subject vehicle Ai being in course of overtaking the preceding vehicle Af, the steering control for avoiding a collision is restrained at Step S110. The restraining of the steering control is attained for instance by reducing a target steering angle or delaying a timing when steering is initiated. In a case where the timing when steering is initiated is delayed, the value of a threshold value τ0 for determining a timing when collision avoidance control is initiated only has to be made smaller than a normal value. This prevents an automatic steering for avoiding a collision with an oncoming vehicle Ao from being effected indiscreetly while the driver is overtaking a preceding vehicle based on his/her own will, whereby a feeling of physical disorder can be eliminated which would be otherwise felt by the driver. In addition, in a case where there remains a possible collision with the oncoming vehicle, only an alarm is given to the driver so that the driver's attention to the oncoming vehicle Ao is not neglected.
  • As has been described heretofore, since the judgement of the initiation of overtaking is made based on the relative positional relationship between the subject vehicle Ai and the preceding vehicle Af and the steered angle θ of the subject vehicle Ai, it is possible to improve the judgement accuracy when compared with a case in which such a judgement is made based only on a steered angle θ. In addition, since the judgement of the completion of overtaking is made based on the running position Xi of the subject vehicle Ai and the running position Xf of the preceding vehicle Af, it is possible to make a judgement of the completion of overtaking without providing a side sensor for detecting the preceding vehicle Af from the side thereof. [0084]
  • For instance, although in the second embodiment the steering control for avoiding a collision is restrained during overtaking, the steering control may be ceased. In addition, although in the embodiment only the case is described in which the preceding vehicle is overtaken, the present invention may be applied similarly to a case in which a collision with a preceding vehicle Af stopped on the road or an obstacle dropped on the road is avoided by steering a subject vehicle clear of the side of the stopped preceding vehicle or the dropped obstacle. Therefore, the preceding vehicle Af of the present invention includes a stopped preceding vehicle or a stationary object on the road as well as a preceding vehicle on the move. In addition, the steered angle θ detected by the steered angle sensor S[0085] 3 may be substituted by a steered or turned angle of a wheel.
  • Third Embodiment
  • A third embodiment of the present invention, which prevents the performance of an unnecessary collision avoidance control by making a judgement of a possible collision with an oncoming vehicle in an accurate fashion will be described with reference of FIGS. 3, 4 and [0086] 15 - 23. Portions represented by the same reference numeral as the first embodiment are identical to those of the first embodiment, and the descriptions of them are omitted.
  • FIGS. 15 and 16 show an overall structural view of a vehicle provided with a safety running system of the second embodiment of the present invention, and a block diagram of the safety running, respectively. The vehicle shown in FIGS. 15 and 16 has the same equipment as that of the first embodiment except for the steered angle sensor S[0087] 3. Of course, the vehicle shown in FIGS. 1 and 2 can be applied to the third embodiment. In this embodiment, the image processor 6 calculates an angle θ formed by the center line of the road and the vehicle body axis of the subject vehicle Ai and a distance d between the subject vehicle Ai and the center line based on an image in front of the subject vehicle imaged by the camera 5, as shown in FIG. 17.
  • In addition, the electronic control unit U includes an electric power steering control unit [0088] 11, a head-on collision avoidance control unit 12, a switching unit 13 and an output current determination unit 14 as well as that of the first embodiment shown in FIG. 4. In normal times, the switching unit 13 is connected to the side of the electric power steering control unit 11, and the electric power steering device 2 performs a normal power steering function. In other words, the output current determination unit 14 determines an output current that is to be output to an actuator 15 in response to a steering torque input into the steering wheel 1 and the vehicle velocity, and outputs this output current so determined to the actuator 15 via a driving circuit 16 to thereby assist the driver in operating the steering wheel 1. On the other hand, in a case where there is a possible head-on collision of the subject vehicle Ai with the oncoming vehicle Ao, the switching unit 13 is then connected to the side of the head-on collision avoidance control unit 12 to thereby control the driving of the actuator 15 with the head-on collision avoidance control unit 12, thus effecting automatic steering for avoiding a head-on collision with the oncoming vehicle Ao. The details of this automatic steering will be described at a latter part.
  • As shown in FIG. 18, provided in the interior of the head-on collision avoidance control unit [0089] 12 of the electronic control unit U are a travelling locus estimation unit M1, a relative transverse deviation calculation unit M2, a contact possibility judgement unit M3, a contact avoidance unit M6, and a lane deviation calculation unit M10.
  • The travelling locus estimation unit M[0090] 1 estimates a future travelling locus of the subject vehicle Ai based on the vehicle velocity Vi and yaw rate γi of the subject vehicle Ai. The relative transverse deviation calculation unit M2 calculates a relative transverse deviation ΔY between the subject vehicle Ai and the oncoming vehicle Ao based on the future travelling locus (i.e., the transverse travelling distance Y1) of the subject vehicle Ai and the relative distance ΔL, relative velocity ΔV and angle β between the subject vehicle Ai and the oncoming vehicle Ao that are detected by the object detection unit 4 (radar information processor 4).
  • A contact possibility judgement unit M[0091] 3 once judges that there is a contact possibility of the subject vehicle Ai with the oncoming vehicle when the relative transverse deviation Δ Y continues to be in a state expressed by −ε≦ΔY≦ε over a predetermined time period Ts or longer. When this happens, a lane deviation calculating unit M10 calculates a deviation δ to a running lane for the oncoming vehicle when the subject vehicle Ai meets with the oncoming vehicle Ao and repeatedly judges that there is a contact possibility of the subject vehicle Ai with the oncoming vehicle Ao when the deviation δ is equal to or greater than a predetermined threshold value δ0 . As a result of this, a contact avoidance unit M4 performs contact avoidance steering in order to avoid a contact between the subject vehicle Ai and the oncoming vehicle Ao.
  • Next, referring to a flowchart shown in FIGS. 19 and 20, an operation of the third embodiment of the present invention will be described. [0092]
  • First of all, at Step S[0093] 201 on the flowchart in FIG. 19, read in the electronic control unit U from the radar information processor 4 are the relative distance ΔL between the subject vehicle Ai and the oncoming vehicle Ao, the relative velocity ΔV between the subject vehicle Ai and the oncoming vehicle Ao, and the relative transverse distance Y2 of the oncoming vehicle Ao relative to the vehicle body axis of the subject vehicle Ai. At the following Step S202, a transverse travelling distance Y1 is calculated based on the vehicle velocity Vi of the subject vehicle Ai detected by the vehicle velocity sensors S1 . . . and the yaw rate γi of the subject vehicle Ai detected by the yaw rate sensor S2. As shown in FIG. 21, the transverse travelling distance Y1 is a transverse distance produced when the subject vehicle Ai travels to the current position of the oncoming vehicle Ao and is calculated as follows. In other words, a transverse travelling distance Y1 of the subject vehicle Ai after the elapse of time t1=ΔL/Vi is obtained by using the vehicle velocity Vi and yaw rate γi of the subject vehicle Ai as follows;
  • Y1=(½)·Vi·γi·(ΔL/Vi)2  . . . (21)
  • At the following Step S[0094] 203, a relative transverse deviation ΔY is calculated by subtracting the transverse travelling distance Y1 from the relative transverse travelling distance Y2. As is clear from FIG. 21, the relative transverse deviation ΔY corresponds to a transverse deviation resulting between the current position of the oncoming vehicle Ao and an estimated position of the subject vehicle Ai when the subject vehicle travels to the current position of the oncoming vehicle Ao. The relative transverse deviation ΔY has a positive or negative value, and in the case of the left-hand side traffic described in this embodiment, if the relative transverse deviation ΔY has a positive value because of Y2>Y1, the estimated travelling locus of the subject vehicle Ai passes on the left-hand side of the current position of the oncoming vehicle Ao. On the other hand, if the relative transverse deviation ΔY has a negative value because of Y2<Y1 the estimated travelling locus of the subject vehicle Ai passes on the right-hand side of the current position of the oncoming vehicle Ao. In addition, as the absolute value of the relative transverse deviation becomes smaller, the possibility of a contact of the subject vehicle Ai with the oncoming vehicle Ao becomes higher.
  • At the following Step S[0095] 204, whether or not the relative transverse deviation ΔY resides within a preset range is judged. In other words, if the relative transverse deviation ΔY resides within a predetermined range based on a predetermined value ε preset in turn based on the width of the vehicle body of the vehicle (for instance, 2 m), and
  • −ε≦Δ≦ε   . . . (22)
  • is obtained, it is judged that there is a possible collision of the subject vehicle Ai with the oncoming vehicle Ao, which is a first stage judgement. On the other hand, if the above equation is not obtained, it is judged that the subject vehicle Ai passes through on the left-hand side or right-hand side of the oncoming vehicle Ao, causing no collision, and return to Step S[0096] 201 without performing alarm or steering control for avoiding a collision.
  • At the following Step S[0097] 5, if a state in which the aforesaid equation (22) is obtained continues over the predetermined time period Ts, a second stage judgement of a contact possibility of the subject vehicle Ai with the oncoming vehicle Ao is made. On the other hand, return to and remain at Step S204 until the state in which the aforesaid equation (22) is satisfied is maintained over the predetermined time period Ts. And, if the aforesaid equation (22) becomes untrue before the predetermined time period Ts elapses, an answer to Step S4 becomes No and return to Step S201. The predetermined time period Ts is variable. Assuming that Ts0 regards as a reference value, and K1 and K2 as correction coefficients, and then the following equation is obtained.
  • Ts=Ts0·K1·K2  . . . (23)
  • As shown in FIGS. 10A and 10B, the correction coefficients K[0098] 1, K2 are retrieved from a map with the relative distance Δ L or the relative velocity ΔV between the subject vehicle Ai and the oncoming vehicle Ao being designated as a parameter. Thus, the predetermined time Ts is corrected to as to reduce it when there is a high collision possibility because the relative distance ΔL is short or the relative velocity ΔV is high. This facilitates the performance of collision avoidance automatic steering when there is a high collision possibility, thereby making it possible to ensure that a collision with the oncoming vehicle is avoided.
  • At the following Step S[0099] 206, the state of a deviation judgement flag is judged which represents the magnitude of future deviation of the subject vehicle Ai to the running lane of the oncoming vehicle Ao across the center line. The deviation judgement flag is set to “1” when the magnitude of deviation to the running lane of the oncoming vehicle is large to thereby cause a high collision possibility, and on the contrary, it is reset to “0” when the magnitude of deviation to the running lane of the oncoming vehicle is small to thereby cause only a low collision possibility. Setting or resetting of the deviation judgement flag will be described below based on a flowchart shown in FIG. 20.
  • First, at Step S[0100] 221, an angle θ formed by the vehicle body axis of the subject vehicle Ai relative to the center line of the road and a distance d between the subject vehicle Ai and the center line are read in from the image processor 6. At Step S222, a deviation δ of the subject vehicle Ai to the running lane of the oncoming vehicle Ao at a point where a collision between the subject vehicle Ai and the oncoming vehicle Ao is predicted is calculated.
  • As is clear from FIG. 21, the deviation δ is given by the following equation. [0101]
  • δ=Vi·t0θ+Y1″−d   . . . (24)
  • where t[0102] 0 is a time required until the subject vehicle Ai reaches the collision predicted point and is obtained by dividing the relative distance ΔL between the subject vehicle Ai and the oncoming vehicle Ao by the relative velocity ΔV between the subject vehicle Ai and the oncoming vehicle Ao.
  • t0=ΔL/ΔV   . . . (25)
  • The first term on the right-hand side of the equation ([0103] 24), Vi·t0·θ, is obtained by multiplying the distance Vi·t0 between the subject vehicle Ai and the collision predicted point by the angle θ formed by the vehicle body axis of the subject vehicle Ai relative to the center line. In addition, the second term on the right-hand side of the equation, Y1″, is the transverse deviation resulting until the subject vehicle Ai reaches the collision predicted point and is obtained with the following equation by using the vehicle velocity Vi and yaw rate γi of the subject vehicle Ai and the time t0 taken until the subject vehicle Ai reaches the collision predicted point.
  • Y1″=(½)·Vi ·γi·t0 2   . . . (26)
  • Consequently, the equation ([0104] 24) is rewritten by using the equation (26) as follows.
  • δ=Vi·t0·θ+(½)·Vi·γi·t0 2−d  . . . (27)
  • Thus, the deviation δ is calculated in this way at Step S[0105] 222, and then at Step S223 following thereto, the deviation δ is compared with a predetermined threshold value δ0. If the deviation δ is equal to or greater than the threshold value δ0, a third stage judgement is made that there is a possible collision of the subject vehicle Ai with the oncoming vehicle Ao, and at Step S224, the deviation judgement flag is set to “1”. On the other hand, if the deviation δ is less than the threshold value δ0, it is judged that there is no possible collision of the subject vehicle Ai with the oncoming vehicle Ao, and at Step S225 the deviation judgement flag is set to “0”.
  • Returning to the flowchart shown in FIG. 19, in a case where at the aforesaid Step S[0106] 206, the deviation judgement flag is set to “1” and there is a possible collision of the subject vehicle Ai with the oncoming vehicle Ao, at Step S207, a target transverse avoidance magnitude S for avoiding the collision is calculated. This target transverse avoidance magnitude S results from addition of the relative transverse deviation Δ Y calculated at the aforesaid Step S3 and a predetermined value α, which is set in advance.
  • S+ΔY=α  . . . (28)
  • At the following Step S[0107] 208, with a view to determining a timing when a collision avoidance control is initiated, the threshold τ0 is retrieved from the target transverse avoidance magnitude S based on the map shown in FIG. 23. In order to restrain the occurrence of an excessive transverse acceleration due to automatic steering for avoiding a collision, as the target transverse avoidance magnitude S increases, the threshold τ0 also increases. Then, when the time t0 taken until the subject vehicle Ai reaches the collision predicted point becomes equal to or less than the threshold τ0, at Step S209, an indicator 7 and an alarm 8 are activated so as to generate an alarm to the driver and automatic steering is effected so as to avoid a collision.
  • During the performance of automatic steering in order to avoid a collision, when a voluntary collision avoidance operation by the driver is detected at Step S[0108] 210, in other words, when it is detected through a steering torque sensor that the driver steers the steering wheel 1 or it is detected through a brake pedal step-down force sensor that the driver applies the vehicle brakes, the generation of an alarm and automatic steering for avoiding a collision are ceased at Step S211. This prevents the interference of the voluntary collision avoidance operation by the driver with the automatic steering, and the collision avoidance operation by the driver overrides the automatic steering, thereby making it possible to eliminate a feeling of physical disorder that would otherwise be felt by the driver.
  • As has been described heretofore, since the judgement of a possible collision of the subject vehicle Ai with the oncoming vehicle is carried out in separate three stages; first, at the aforesaid Step S[0109] 204, it is confirmed that the relative transverse deviation ΔY resides within a preset range, at Step S205, it is confirmed that the above confirmed state continues for the predetermined time period Ts, and further at Step S206, it is confirmed that the deviation δ of the subject vehicle Ai to the adjacent lane for opposite traffic is equal to or greater than the threshold value δ0, the judgement of a possible collision that is finally made becomes highly accurate. In particular, since it is confirmed that the state in which the relative transverse deviation ΔY resides within the preset range continues for the predetermined time period Ts, it is prevented that an erroneous judgement of a possible collision is made in response to a temporary yaw movement of the subject vehicle Ai.
  • Thus, while the embodiments of the present invention has been described in detail heretofore, it should be understood that various modifications and alterations in design may be possible without departing from the sprit and scope of the present invention. In addition, the present invention can be performed by the combination of the above three embodiments. [0110]
  • As described the above, according to the first aspect of the invention, there is provided a safety running system for a vehicle including, an object detection unit for detecting an object existing in a direction in which a subject vehicle travels, a travelling locus estimation unit for estimating a future travelling locus of the subject vehicle, a relative transverse deviation calculation unit for calculating a relative transverse deviation between the subject vehicle and an oncoming vehicle based on the results from the detection by the object detection unit and the future travelling locus of the subject vehicle, a contact possibility judgement unit for judging that there is a contact possibility of the subject vehicle with the oncoming vehicle when the relative transverse deviation calculated by the relative transverse deviation calculation unit falls within a predetermined range, a curve exit detection unit for detecting that the subject vehicle approaches an exit portion of a curve, and a correction unit for correcting the relative transverse deviation based on the results of the detection by the curve exit detection unit. [0111]
  • According to the above construction, the relative transverse calculation unit calculates a relative transverse deviation between the subject vehicle and the oncoming vehicle based on the state of the oncoming vehicle detected by the object detection unit and the future travelling locus of the subject vehicle estimated by the travelling locus estimation unit, and the contact possibility judgement unit judges that there is a contact possibility of the subject vehicle with the oncoming vehicle when the relative transverse deviation resides within the predetermined range. When the curve exit detection unit detects that the subject vehicle approaches the exit portion of the curve, since the correction unit corrects the relative transverse deviation, it is possible to ensure that an erroneous judgement is prevented from being made with high probability at the exit portion of the curve that there is a collision possibility between the subject vehicle and the oncoming vehicle. [0112]
  • In addition, the above safety running system may further includes a contact avoidance unit for performing contact avoidance steering when the contact possibility judgement unit judges that there is a collision possibility between the subject vehicle and the oncoming vehicle. [0113]
  • According to this construction, since the contact avoidance unit performs contact avoidance steering when there is a collision possibility between the subject vehicle and the oncoming vehicle, it is possible to prevent a contact between the subject vehicle and the oncoming vehicle. [0114]
  • Furthermore, the curve exit detection unit may detect that the subject vehicle approaches an exit portion of a curve based on the road conditions in the travelling direction of the subject vehicle imaged by an imaging unit. [0115]
  • According to this construction, since the detection is carried out based on the road conditions in the travelling direction of the subject vehicle imaged by the imaging unit, it is possible to ensure a proper detection. [0116]
  • Moreover, wherein the curve exit detection unit may detect that the subject vehicle approaches an exit portion of a curve based on a steering wheel turning back operation by the driver from a turned condition to a straight travelling condition detected by a steered angle detection unit. [0117]
  • According to this construction, since an exit portion of a curve is detected based on the steering wheel turning back operation by the driver from a turned condition to a straight travelling condition, it is possible to ensure a proper detection. [0118]
  • In addition, the above safety running system may further includes a transverse travelling distance calculation unit for calculating a future transverse travelling distance of the subject vehicle based on the travelling locus estimated by the travelling locus estimation unit and wherein the correction unit corrects the transverse travelling distance such that it is reduced. [0119]
  • According to this construction, since the correction unit corrects the transverse travelling distance such that it is reduced, it is possible to prevent the transverse travelling distance from being calculated at a greater value than an actual one at an exit portion of a curve. [0120]
  • Further, the correction unit may correct the transverse travelling distance such that it becomes shorter as the speed of the steering wheel turning back operation by the driver increases. [0121]
  • According to this construction, since the correction is made such that the transverse travelling distance becomes shorter as the speed of steering wheel turning back operation by the driver becomes higher, it is possible to accurately correct an error in transverse travelling distance at an exit portion of a curve. [0122]
  • In addition, the correction unit may correct the transverse travelling distance such that it becomes shorter as the turning radius at the curve becomes smaller. [0123]
  • According to this construction, since the correction unit corrects the transverse travelling distance such that it becomes shorter as the turning radius at the curve becomes smaller, it is possible to accurately correct an error in transverse travelling distance at an exit portion of a curve. [0124]
  • Further, according to the second aspect of the present invention, there is provided a safety running system including, an object detection unit for detecting an object present in a travelling direction of a subject vehicle, a travelling locus estimation unit for estimating a future travelling locus of the subject vehicle, a relative transverse deviation calculation unit for calculating a relative transverse deviation between the subject vehicle and an oncoming vehicle on an adjacent lane for opposite traffic based on the result of the detection of the object detection unit and a future travelling locus of the subject vehicle estimated by the travelling locus estimation unit, a contact possibility judgement unit for judging that there is a contact possibility of the subject vehicle with the oncoming vehicle when a relative transverse deviation calculated by the relative transverse deviation calculation unit falls within a predetermined range, a contact avoidance unit for automatically performing a contact avoidance operation when the contact possibility judgement unit judges that there is a contact possibility of the subject vehicle with the oncoming vehicle, and an overtaking judgement unit for judging whether or not the subject vehicle is in course of overtaking a preceding vehicle, wherein when the overtaking judgement unit judges that the subject vehicle is in course of overtaking a preceding vehicle, the contact avoidance unit restrains a contact avoidance operation or ceases a contact avoidance operation being performed. [0125]
  • According to the above construction, when the relative transverse deviation calculation unit calculates a relative transverse deviation based on the state of the oncoming vehicle detected by the object detection unit and a future travelling locus of the subject vehicle estimated by the travelling locus estimation unit, and the contact possibility judgement unit judges that the relative transverse deviation so calculated falls within a predetermined range and therefore that there is a contact possibility of the subject vehicle with the oncoming vehicle, the contact avoidance unit automatically performs a contact avoidance operation in order to avoid a contact with the oncoming vehicle, while when the overtaking judgement unit judges that the subject vehicle is in course of overtaking a preceding vehicle, the contact avoidance unit restrains a contact avoidance operation or ceases a contact avoidance operation being performed. Thus, since it is prevented that an unnecessary contact avoidance operation is performed while the driver of the subject vehicle is overtaking a preceding vehicle to thereby interfere with the driver's overtaking operation, it is possible to eliminate a risk of the driver feeling a physical disorder while overtaking the preceding vehicle. [0126]
  • In addition, the contact avoidance operation performed by the contact avoidance unit may steer the steering device of the subject vehicle in a direction opposite to a direction toward the oncoming vehicle which exists in a direction in which the subject vehicle is travelling. [0127]
  • According to this construction, since the contact avoidance unit avoids a contact by steering the steering device in the direction opposite to the direction toward the oncoming vehicle which exists in the direction in which the subject vehicle is travelling, it is possible to ensure that a contact of the subject vehicle with the oncoming vehicle is avoided. [0128]
  • Furthermore, the above safety running system may further includes a steered angle detection unit for detecting a steered angle, and the overtaking judgement unit may judge the initiation of overtaking of a preceding vehicle based on the relative vehicle velocity of the preceding vehicle detected by the object detection unit, the relative distance to the preceding vehicle detected by the object detection unit and a steered angle detected by the steered angle detection unit. [0129]
  • According to this construction, since the overtaking judgement unit judges the initiation of overtaking of the preceding vehicle based on the vehicle velocity of and relative distance to the preceding vehicle and the steered angle of the subject vehicle, it is possible to make a judgement more accurately than a case where a judgement of the initiation of overtaking of a preceding vehicle is made based only on a steered angle. [0130]
  • In addition, the above system may further includes a vehicle velocity detection unit for detecting the vehicle velocity of the subject vehicle and a preceding vehicle's vehicle velocity calculating unit for calculating the vehicle velocity of the preceding vehicle based on the relative vehicle velocity of the preceding vehicle and the vehicle velocity of the subject vehicle detected by the vehicle velocity detection unit, and the overtaking judgement unit may judge the completion of overtaking of the preceding vehicle based on a travel distance of the subject vehicle calculated from the vehicle velocity of the subject vehicle and a travel distance of the preceding vehicle calculated from the vehicle velocity of the preceding vehicle and a relative distance to the preceding vehicle when an overtaking is initiated. [0131]
  • According to this construction, since the overtaking judgement unit judges the completion of overtaking of the preceding vehicle based on the travel distance of the subject vehicle, the travel distance of the preceding vehicle and the relative distance to the preceding vehicle when the overtaking is initiated, it is possible to make an accurate judgement of a completion of overtaking without using a side sensor for detecting a preceding vehicle from the side thereof. [0132]
  • In addition, wherein the ceasing of a contact avoidance operation by the contact avoidance unit may be performed by a delay in timing when the steering device is operated or reduction in amount in which the steering device is steered. [0133]
  • According to this construction, since the contact avoidance unit delays the timing when the steering device is operated or reduces the amount in which the steering device is steered, it is possible to accurately cease a contact avoidance operation while a preceding vehicle is being overtaken. [0134]
  • Further, according to the third aspect of the present invention, there is provided a safety running system comprising, an object detection unit for detecting an object present in a travelling direction of a subject vehicle, a travelling locus estimation unit for estimating a future travelling locus of the subject vehicle, a relative transverse deviation calculation unit for calculating a relative transverse deviation between the subject vehicle and an oncoming vehicle on an adjacent lane for opposite traffic based on the result of the detection of the object detection unit and a future travelling locus of the subject vehicle estimated by the travelling locus estimation unit, a contact possibility judgement unit for judging that there is a contact possibility of the subject vehicle with the oncoming vehicle when a state in which a relative transverse deviation calculated by the relative transverse deviation calculation unit remains within a predetermined range continues for a predetermined time period or longer, and a contact avoidance unit for performing contact avoidance steering when the contact possibility judgement unit judges that there is a contact possibility of the subject vehicle with the oncoming vehicle. [0135]
  • According to the above construction, when the relative transverse deviation calculation unit calculates a relative transverse deviation based on the state of the oncoming vehicle detected by the object detection unit and the future travelling locus of the subject vehicle estimated by the travelling locus estimation unit. When the state in which the relative transverse deviation remains within the predetermined range continues for the predetermined time period or longer, the contact possibility judgement unit judges that there is a contact possibility of the subject vehicle with the oncoming vehicle, and the contact avoidance unit performs contact avoidance steering in order to avoid a contact of the subject vehicle with the oncoming vehicle. Thus, since the contact avoidance steering is performed on condition that the state in which the relative transverse deviation remains within the predetermined range continues for the predetermined time period or longer, it is possible to ensure that a risk is avoided in which an erroneous judgement of a collision possibility is made in response to a temporary yaw movement of the subject vehicle when in reality there is no risk of collision with the oncoming vehicle, thereby making it possible to prevent the driver from feeling a physical disorder that would be caused when unnecessary contact avoidance steering is performed. [0136]
  • In addition, the above safety running system may further includes a lane deviation calculation unit for calculating a deviation of the subject vehicle from its running lane to a running lane for the oncoming vehicle when the subject vehicle meets with the oncoming vehicle, and the contact possibility judgement unit may judge that there is a collision possibility of the subject vehicle with the oncoming vehicle when a deviation calculated by the lane deviation calculation unit is equal to or greater than a predetermined threshold value. [0137]
  • According to this construction, since the deviation of the subject vehicle from its running lane to the running lane for the oncoming vehicle when the subject vehicle meets with the oncoming vehicle is calculated by the lane deviation calculation unit and it is judged that there is a collision possibility of the subject vehicle with the oncoming vehicle when the deviation is equal to or greater than the predetermined threshold value, it is possible to improve the judgement accuracy when compared with a case where whether or not there is a contact possibility is judged only on the relative relationship between the subject vehicle and the oncoming vehicle. [0138]
  • Furthermore, the predetermined time period may be set shorter as the relative distance between the subject vehicle and the oncoming vehicle becomes shorter or the relative velocity between the subject vehicle and the oncoming vehicle becomes greater. [0139]
  • According to this construction, since the predetermined time period for use for judgement of the continuity of the state in which the relative transverse deviation remains within the predetermined range is set shorter as the relative distance between the subject vehicle and the oncoming vehicle becomes shorter or the relative velocity between the subject vehicle and the oncoming vehicle becomes greater, the higher the contact possibility becomes, the easier the contact avoidance steering is performed, thereby making it possible to ensure that a contact with the oncoming vehicle is avoided. [0140]
  • In addition, the contact avoidance unit may initiate the contact avoidance steering when the time taken until the subject vehicle meets with the oncoming vehicle becomes equal to or less than a predetermined threshold value. [0141]
  • According to this construction, since the contact avoidance steering is initiated when the time taken until the subject vehicle meets with the oncoming vehicle becomes equal to or less than a predetermined threshold value, it is possible to avoid a risk in which the contact avoidance steering is initiated earlier than required so as to interfere with a voluntary contact avoidance operation by the driver. [0142]
  • Furthermore, a target avoidance magnitude may be set based on the relative transverse deviation calculated by the relative transverse deviation calculating unit. [0143]
  • According to this construction, since the target avoidance magnitude for the contact avoidance unit is set based on the relative transverse deviation between the subject vehicle and the oncoming vehicle, the target avoidance magnitude can be set accurately neither too much nor too less. [0144]
  • Moreover, the contact avoidance steering by the contact avoidance unit may be ceased when a voluntary contact avoidance operation by the driver is detected. [0145]
  • According to this construction, since the contact avoidance steering by the contact avoidance unit is ceased when a contact avoidance operation is performed by the driver, it is possible to securely prevent the interference of the voluntary operation by the driver with the contact avoidance steering. [0146]
  • The present disclosure relates to the subject matter contained in Japanese patent application Nos. Hei.10-233733 filed on Aug. 20, 1998, Hei.10-238543 filed on Aug. 25, 1998 and Hei.10-238545 filed on Aug. 25, 1998, which are expressly incorporated herein by reference in its entirety. [0147]

Claims (20)

    What is claimed is:
  1. 1. A safety running system for a vehicle, comprising:
    a detection unit detecting an object existing in a direction in which a subject vehicle travels;
    a travelling locus estimation unit estimating a future travelling locus of the subject vehicle;
    a relative transverse deviation calculation unit calculating a relative transverse deviation between the subject vehicle and an oncoming vehicle based on the results of the detection by said object detection unit and said future travelling locus of the subject vehicle;
    a contact possibility judgement unit judging that there is a contact possibility of the subject vehicle with the oncoming vehicle when said relative transverse deviation calculated by said relative transverse deviation calculation unit is within a predetermined range;
    a curve exit detection unit detecting that the subject vehicle approaches an exit portion of a curve; and
    a correction unit for correcting said relative transverse deviation based on the results of the detection by said curve exit detection unit.
  2. 2. A safety running system for a vehicle according to
    claim 1
    , further comprising:
    a contact avoidance unit performing contact avoidance steering when said contact possibility judgement unit judges that there is a collision possibility between the subject vehicle and the oncoming vehicle.
  3. 3. A safety running system for a vehicle according to
    claim 1
    , wherein said curve exit detection unit detects that the subject vehicle approaches the exit portion of the curve based on the road conditions in the travelling direction of the subject vehicle imaged by an imaging unit.
  4. 4. A safety running system for a vehicle according to
    claim 1
    , wherein said curve exit detection unit detects that the subject vehicle approaches the exit portion of the curve based on a steering wheel turning back operation by the driver from a turned condition to a straight travelling condition detected by a steered angle detection unit.
  5. 5. A safety running system for a vehicle according to
    claim 1
    , further comprising:
    a transverse travelling distance calculation unit calculating a future transverse travelling distance of the subject vehicle based on the travelling locus estimated by said travelling locus estimation unit,
    wherein said correction unit corrects the transverse travelling distance such that it is reduced.
  6. 6. A safety running system for a vehicle according to
    claim 5
    , wherein said correction unit corrects the transverse travelling distance such that it becomes shorter as the speed of the steering wheel turning back operation by the driver increases.
  7. 7. A safety running system for a vehicle according to
    claim 5
    , wherein said correction unit corrects the transverse travelling distance such that it becomes shorter as the turning radius at the curve becomes smaller.
  8. 8. A safety running system for a vehicle, comprising:
    a detection unit detecting an object existing in a direction in which a subject vehicle travels;
    a travelling locus estimation unit estimating a future travelling locus of the subject vehicle;
    a relative transverse deviation calculation unit calculating a relative transverse deviation between the subject vehicle and an oncoming vehicle based on the results of the detection by said object detection unit and said future travelling locus of the subject vehicle;
    a contact possibility judgement unit judging that there is a contact possibility of the subject vehicle with the oncoming vehicle when said relative transverse deviation calculated by said relative transverse deviation calculation unit is within a predetermined range;
    a contact avoidance unit automatically performing a contact avoidance operation when said contact possibility judgement unit judges that there is a contact possibility of the subject vehicle with the oncoming vehicle; and
    an overtaking judgement unit for judging whether or not the subject vehicle is in course of overtaking a preceding vehicle,
    wherein when said overtaking judgement unit judges that the subject vehicle is in course of overtaking a preceding vehicle, said contact avoidance unit restrains a contact avoidance operation or ceases a contact avoidance operation being performed.
  9. 9. A safety running system for a vehicle according to
    claim 8
    , wherein the contact avoidance operation performed by said contact avoidance unit is performed so that a steering device of the subject vehicle is steered in a direction opposite to a direction toward the oncoming vehicle which exists in a direction in which the subject vehicle is travelling.
  10. 10. A safety running system for a vehicle according to
    claim 8
    , further comprising:
    a steered angle detection unit detecting a steered angle,
    wherein the overtaking judgement unit judges the initiation of overtaking of a preceding vehicle based on the relative vehicle velocity of the preceding vehicle detected by said object detection unit, the relative distance to the preceding vehicle detected by said object detection unit and a steered angle detected by said steered angle detection unit.
  11. 11. A safety running system for a vehicle according to
    claim 10
    , further comprising:
    a vehicle velocity detection unit detecting the vehicle velocity of the subject vehicle; and
    a preceding vehicle velocity calculating unit calculating the vehicle velocity of the preceding vehicle based on the relative vehicle velocity of the preceding vehicle and the vehicle velocity of the subject vehicle detected by said vehicle velocity detection unit,
    wherein said overtaking judgement unit judges the completion of overtaking of the preceding vehicle based on a travel distance of the subject vehicle calculated from the vehicle velocity of the subject vehicle and a travel distance of the preceding vehicle calculated from the vehicle velocity of the preceding vehicle and a relative distance to the preceding vehicle when the overtaking is initiated.
  12. 12. A safety running system for a vehicle according to
    claim 9
    , wherein the restraint of the contact avoidance operation by said contact avoidance unit is performed by a delay in timing when the steering device is operated.
  13. 13. A safety running system for a vehicle according to
    claim 9
    , wherein the restraint of the contact avoidance operation by said contact avoidance unit is performed by reduction in amount in which the steering device is steered.
  14. 14. A safety running system for a vehicle comprising:
    a detection unit detecting an object existing in a direction in which a subject vehicle travels;
    a travelling locus estimation unit estimating a future travelling locus of the subject vehicle;
    a relative transverse deviation calculation unit calculating a relative transverse deviation between the subject vehicle and an oncoming vehicle based on the results of the detection by said object detection unit and said future travelling locus of the subject vehicle;
    a contact possibility judgement unit judging that there is a contact possibility of the subject vehicle with the oncoming vehicle when a state in which a relative transverse deviation calculated by said relative transverse deviation calculation unit is within a predetermined range continues for a predetermined time period or longer; and
    a contact avoidance unit performing contact avoidance steering when said contact possibility judgement unit judges that there is a contact possibility of the subject vehicle with the oncoming vehicle.
  15. 15. A safety running system for a vehicle according to
    claim 14
    , further comprising:
    a lane deviation calculation unit calculating a deviation of the subject vehicle from its running lane to a running lane for the oncoming vehicle when the subject vehicle meets with the oncoming vehicle,
    wherein said contact possibility judgement unit judges that there is a collision possibility of the subject vehicle with the oncoming vehicle when the deviation calculated by said lane deviation calculation unit is equal to or greater than a predetermined threshold value.
  16. 16. A safety running system for a vehicle according to
    claim 14
    , wherein the predetermined time period is set shorter as the relative distance between the subject vehicle and the oncoming vehicle becomes shorter.
  17. 17. A safety running system for a vehicle according to
    claim 14
    , wherein the predetermined time period is set shorter as the relative velocity between the subject vehicle and the oncoming vehicle becomes greater.
  18. 18. A safety running system for a vehicle according to
    claim 14
    , wherein said contact avoidance unit initiates the contact avoidance steering when a time taken until the subject vehicle meets with the oncoming vehicle becomes equal to or less than a predetermined threshold value.
  19. 19. A safety running system for a vehicle according to
    claim 14
    , wherein a target avoidance magnitude of said contact avoidance unit is set based on the relative transverse deviation calculated by said relative transverse deviation calculating unit.
  20. 20. A safety running system for a vehicle according to
    claim 14
    , wherein the contact avoidance steering by said contact avoidance unit is ceased when a voluntary contact avoidance operation by the driver is detected.
US09842009 1998-08-20 2001-04-26 Safety running system for vehicle Expired - Fee Related US6317692B2 (en)

Priority Applications (9)

Application Number Priority Date Filing Date Title
JPP.HEI.10-233733 1998-08-20
JP10-233733 1998-08-20
JP23373398A JP2000062555A (en) 1998-08-20 1998-08-20 Running safety device for vehicle
JP10-238543 1998-08-25
JP23854598A JP3975009B2 (en) 1998-08-25 1998-08-25 Traveling safety device for a vehicle
JP23854398A JP3986682B2 (en) 1998-08-25 1998-08-25 Traveling safety device for a vehicle
JP10-238545 1998-08-25
US09377105 US6269308B1 (en) 1998-08-20 1999-08-19 Safety running system for vehicle
US09842009 US6317692B2 (en) 1998-08-20 2001-04-26 Safety running system for vehicle

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
US09842009 US6317692B2 (en) 1998-08-20 2001-04-26 Safety running system for vehicle

Related Parent Applications (1)

Application Number Title Priority Date Filing Date
US09377105 Division US6269308B1 (en) 1998-08-20 1999-08-19 Safety running system for vehicle

Publications (2)

Publication Number Publication Date
US20010018641A1 true true US20010018641A1 (en) 2001-08-30
US6317692B2 US6317692B2 (en) 2001-11-13

Family

ID=27332035

Family Applications (3)

Application Number Title Priority Date Filing Date
US09377105 Expired - Fee Related US6269308B1 (en) 1998-08-20 1999-08-19 Safety running system for vehicle
US09842009 Expired - Fee Related US6317692B2 (en) 1998-08-20 2001-04-26 Safety running system for vehicle
US09842018 Expired - Fee Related US6317693B2 (en) 1998-08-20 2001-04-26 Safety running system for vehicle

Family Applications Before (1)

Application Number Title Priority Date Filing Date
US09377105 Expired - Fee Related US6269308B1 (en) 1998-08-20 1999-08-19 Safety running system for vehicle

Family Applications After (1)

Application Number Title Priority Date Filing Date
US09842018 Expired - Fee Related US6317693B2 (en) 1998-08-20 2001-04-26 Safety running system for vehicle

Country Status (1)

Country Link
US (3) US6269308B1 (en)

Cited By (32)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US6607255B2 (en) * 2002-01-17 2003-08-19 Ford Global Technologies, Llc Collision mitigation by braking system
WO2003076249A1 (en) * 2002-03-12 2003-09-18 Robert Bosch Gmbh Lane-change assistant for motor vehicles
US6721659B2 (en) * 2002-02-01 2004-04-13 Ford Global Technologies, Llc Collision warning and safety countermeasure system
US6732021B2 (en) * 2001-11-20 2004-05-04 Nissan Motor Co., Ltd. Lane-keep control system for vehicle
WO2005014370A1 (en) * 2003-08-12 2005-02-17 Daimlerchrysler Ag Method for the prevention of collisions of a vehicle
US20050092542A1 (en) * 2003-10-30 2005-05-05 Deere & Company, A Delaware Corporation Electrical steering system for manned or unmanned operation
EP1538068A2 (en) * 2003-12-05 2005-06-08 Fuji Jukogyo Kabushiki Kaisha Collision avoidance control for vehicles
US20050228588A1 (en) * 2002-04-23 2005-10-13 Goetz Braeuchle Lateral guidance assistance for motor vehicles
US20050263356A1 (en) * 2004-05-28 2005-12-01 Marzano Domenic P Selectively incrementally actuated linear eddy current braking system
US20050285778A1 (en) * 2004-06-28 2005-12-29 Fujitsu Ten Limited Axial deviation determining method for on-vehicle radar
US20060041381A1 (en) * 2002-05-07 2006-02-23 Stephan Simon Method for determing an accident risk between a first object with at least one second object
US20060149462A1 (en) * 2004-09-17 2006-07-06 Honda Motor Co., Ltd. Vehicular control object determination system and vehicular travel locus estimation system
US20070008211A1 (en) * 2005-03-31 2007-01-11 Denso It Laboratory, Inc. Vehicle mounted radar apparatus
US20080091318A1 (en) * 2006-10-11 2008-04-17 Gm Global Technology Operations, Inc. Method and system for lane centering control
US20080167885A1 (en) * 2007-01-10 2008-07-10 Honeywell International Inc. Method and system to automatically generate a clearance request to deivate from a flight plan
US20090177360A1 (en) * 2003-07-25 2009-07-09 Mario Kustosch Method for operating a vehicle
US20090192687A1 (en) * 2008-01-30 2009-07-30 Gm Global Technology Operations, Inc. Vehicle Path Control for Autonomous Braking System
US20090319113A1 (en) * 2008-06-20 2009-12-24 Gm Global Technology Operations, Inc. Path generation algorithm for automated lane centering and lane changing control system
US20100030426A1 (en) * 2007-03-27 2010-02-04 Toyota Jidosha Kabushiki Kaisha Collision avoidance device
US20100106374A1 (en) * 2008-10-28 2010-04-29 Aisin Aw Co., Ltd. Vehicle stabilization control device
US20110040468A1 (en) * 2002-04-23 2011-02-17 Thilo Leineweber Method and apparatus for lane recognition for a vehicle
US20140163859A1 (en) * 2012-12-11 2014-06-12 Denso Corporation Apparatus for judging probability of collision between vehicle and object surrounding the vehicle
US20140229073A1 (en) * 2013-02-14 2014-08-14 Honda Motor Co., Ltd Vehicle steering controller
US8958978B2 (en) * 2012-07-31 2015-02-17 Robert Bosch Gmbh Method and device for monitoring a vehicle occupant
CN105228864A (en) * 2013-06-06 2016-01-06 本田技研工业株式会社 Contact avoidance assist device
CN105216794A (en) * 2014-06-23 2016-01-06 富士重工业株式会社 Driving support apparatus for vehicle
CN105523082A (en) * 2015-12-18 2016-04-27 中联重科股份有限公司 The steering control apparatus and steering control method
WO2016074155A1 (en) * 2014-11-11 2016-05-19 Harman International Industries, Incorporated Trajectory detection
US20160167648A1 (en) * 2014-12-11 2016-06-16 Toyota Motor Engineering & Manufacturing North America, Inc. Autonomous vehicle interaction with external environment
US9852633B2 (en) 2011-02-28 2017-12-26 Toyota Jidosha Kabushiki Kaisha Travel assist apparatus and travel assist method
US10026324B2 (en) 2014-11-04 2018-07-17 Honeywell International Inc. Systems and methods for enhanced adoptive validation of ATC clearance requests
US10124802B2 (en) * 2016-08-20 2018-11-13 Toyota Motor Engineering & Manufacturing North America, Inc. Controlled vehicle deceleration based on a selected vehicle driving mode

Families Citing this family (128)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US5910854A (en) 1993-02-26 1999-06-08 Donnelly Corporation Electrochromic polymeric solid films, manufacturing electrochromic devices using such solid films, and processes for making such solid films and devices
US6891563B2 (en) 1996-05-22 2005-05-10 Donnelly Corporation Vehicular vision system
US8294975B2 (en) 1997-08-25 2012-10-23 Donnelly Corporation Automotive rearview mirror assembly
US5668663A (en) 1994-05-05 1997-09-16 Donnelly Corporation Electrochromic mirrors and devices
US6124886A (en) 1997-08-25 2000-09-26 Donnelly Corporation Modular rearview mirror assembly
US7370983B2 (en) 2000-03-02 2008-05-13 Donnelly Corporation Interior mirror assembly with display
US6326613B1 (en) 1998-01-07 2001-12-04 Donnelly Corporation Vehicle interior mirror assembly adapted for containing a rain sensor
US8288711B2 (en) 1998-01-07 2012-10-16 Donnelly Corporation Interior rearview mirror system with forwardly-viewing camera and a control
US6172613B1 (en) 1998-02-18 2001-01-09 Donnelly Corporation Rearview mirror assembly incorporating vehicle information display
US6445287B1 (en) 2000-02-28 2002-09-03 Donnelly Corporation Tire inflation assistance monitoring system
US6329925B1 (en) 1999-11-24 2001-12-11 Donnelly Corporation Rearview mirror assembly with added feature modular display
US7167796B2 (en) 2000-03-09 2007-01-23 Donnelly Corporation Vehicle navigation system for use with a telematics system
JP2001195699A (en) * 2000-01-14 2001-07-19 Yazaki Corp Vehicle circumference monitor device and recording medium for stored with vehicle collision danger judgement processing program
JP2001233150A (en) * 2000-02-22 2001-08-28 Yazaki Corp Danger judging device for vehicle and periphery monitoring device for vehicle
ES2287266T3 (en) 2001-01-23 2007-12-16 Donnelly Corporation Improved lighting system vehicles.
JP4647055B2 (en) * 2000-03-03 2011-03-09 富士重工業株式会社 Vehicle motion control device
US6477464B2 (en) 2000-03-09 2002-11-05 Donnelly Corporation Complete mirror-based global-positioning system (GPS) navigation solution
DE10018556A1 (en) * 2000-04-14 2001-10-18 Bosch Gmbh Robert Regulating vehicle speed involves determining course offsets of preceding vehicle in cycles, delaying by defined time, deriving historical course offset from curvature of vehicle trajectory
US6693517B2 (en) 2000-04-21 2004-02-17 Donnelly Corporation Vehicle mirror assembly communicating wirelessly with vehicle accessories and occupants
JP3859939B2 (en) * 2000-06-21 2006-12-20 本田技研工業株式会社 Traveling safety device for a vehicle
JP3800007B2 (en) * 2001-01-09 2006-07-19 日産自動車株式会社 Braking control device
DE10107215A1 (en) * 2001-02-16 2002-09-12 Bosch Gmbh Robert A method for control and evaluation of a sensor device shared by multiple applications
US6804607B1 (en) * 2001-04-17 2004-10-12 Derek Wood Collision avoidance system and method utilizing variable surveillance envelope
GB0111979D0 (en) * 2001-05-17 2001-07-04 Lucas Industries Ltd Sensing apparatus for vehicles
JP2002352399A (en) * 2001-05-23 2002-12-06 Mitsubishi Electric Corp Vehicle surroundings monitor
JP3690311B2 (en) * 2001-06-14 2005-08-31 日産自動車株式会社 The front and rear wheel steering angle control device for a vehicle
JP4480299B2 (en) * 2001-06-21 2010-06-16 富士通マイクロエレクトロニクス株式会社 Processing method and apparatus of an image including the moving object
JP2003072416A (en) * 2001-08-31 2003-03-12 Denso Corp Vehicular travel control device
JP3820984B2 (en) * 2001-12-26 2006-09-13 日産自動車株式会社 Lane departure prevention apparatus
US6498972B1 (en) * 2002-02-13 2002-12-24 Ford Global Technologies, Inc. Method for operating a pre-crash sensing system in a vehicle having a countermeasure system
JP4019736B2 (en) * 2002-02-26 2007-12-12 トヨタ自動車株式会社 Vehicle obstacle detecting device
US6918674B2 (en) 2002-05-03 2005-07-19 Donnelly Corporation Vehicle rearview mirror system
US7038577B2 (en) * 2002-05-03 2006-05-02 Donnelly Corporation Object detection system for vehicle
US6801843B2 (en) 2002-05-24 2004-10-05 Ford Global Technologies, Llc Vehicle pre-crash sensing based conic target threat assessment system
EP1514246A4 (en) 2002-06-06 2008-04-16 Donnelly Corp Interior rearview mirror system with compass
US7329013B2 (en) 2002-06-06 2008-02-12 Donnelly Corporation Interior rearview mirror system with compass
FR2840558B1 (en) * 2002-06-07 2004-10-01 Rapidex Sm sheet processing machine with cutouts or transverseaux folds to their advancement direction
JP4216006B2 (en) * 2002-06-14 2009-01-28 株式会社日立製作所 Control method of a storage device
EP1543358A2 (en) 2002-09-20 2005-06-22 Donnelly Corporation Mirror reflective element assembly
US7255451B2 (en) 2002-09-20 2007-08-14 Donnelly Corporation Electro-optic mirror cell
US7310177B2 (en) 2002-09-20 2007-12-18 Donnelly Corporation Electro-optic reflective element assembly
US7289037B2 (en) 2003-05-19 2007-10-30 Donnelly Corporation Mirror assembly for vehicle
JP4013825B2 (en) * 2003-05-22 2007-11-28 日産自動車株式会社 Vehicle control system
DE10323707A1 (en) * 2003-05-22 2004-12-30 Daimlerchrysler Ag System for object detection for vehicles
JP3896993B2 (en) * 2003-06-04 2007-03-22 日産自動車株式会社 Vehicle equipped with a driving assist device and a vehicle driving assist system for a vehicle
JP4309184B2 (en) * 2003-06-20 2009-08-05 富士重工業株式会社 A vehicle driving support device
EP1772322A3 (en) * 2003-07-11 2007-05-16 Toyota Jidosha Kabushiki Kaisha Crash-safe vehicle control system
DE10341366A1 (en) * 2003-09-08 2005-04-07 Scania Cv Ab Surveying of incidental lane departures
US7446924B2 (en) 2003-10-02 2008-11-04 Donnelly Corporation Mirror reflective element assembly including electronic component
US7308341B2 (en) 2003-10-14 2007-12-11 Donnelly Corporation Vehicle communication system
JP4532181B2 (en) 2004-06-24 2010-08-25 日産自動車株式会社 Vehicle equipped with a driving assist system and a vehicle driving assist system for a vehicle
DE502005002364D1 (en) * 2004-10-20 2008-02-07 Adc Automotive Dist Control A method of determining relevant objects
JP4421450B2 (en) * 2004-11-22 2010-02-24 本田技研工業株式会社 Deviation determination apparatus for a vehicle
US7720580B2 (en) * 2004-12-23 2010-05-18 Donnelly Corporation Object detection system for vehicle
US7626749B2 (en) 2005-05-16 2009-12-01 Donnelly Corporation Vehicle mirror assembly with indicia at reflective element
JP2006348830A (en) * 2005-06-15 2006-12-28 Toyota Motor Corp Travel control device
US7734418B2 (en) * 2005-06-28 2010-06-08 Honda Motor Co., Ltd. Vehicle operation assisting system
EP1754621B1 (en) * 2005-08-18 2009-10-14 Honda Research Institute Europe GmbH Driver assistance system
US7581859B2 (en) 2005-09-14 2009-09-01 Donnelly Corp. Display device for exterior rearview mirror
CN101535087B (en) 2005-11-01 2013-05-15 唐纳利公司 Interior rearview mirror with display
US20100238066A1 (en) * 2005-12-30 2010-09-23 Valeo Raytheon Systems, Inc. Method and system for generating a target alert
JP4426535B2 (en) * 2006-01-17 2010-03-03 本田技研工業株式会社 Surroundings monitoring apparatus of the vehicle
CN101044980B (en) * 2006-03-31 2011-07-06 东芝医疗系统株式会社 Device for preventing magnetic field suction
JP5055812B2 (en) * 2006-04-07 2012-10-24 マツダ株式会社 Vehicle of the obstacle detection device
JP4632093B2 (en) * 2006-06-07 2011-02-23 株式会社ジェイテクト Motor vehicle steering system
JP4587050B2 (en) * 2006-06-13 2010-11-24 株式会社ジェイテクト Motor vehicle steering system
JP4432941B2 (en) * 2006-08-07 2010-03-17 トヨタ自動車株式会社 Steering assist system
JP5016889B2 (en) * 2006-10-11 2012-09-05 日立オートモティブシステムズ株式会社 Prevention safety device
JP2008242544A (en) * 2007-03-26 2008-10-09 Hitachi Ltd Collision avoidance device and method
JP4743159B2 (en) * 2007-05-14 2011-08-10 株式会社デンソー Vehicle control device
JP5249525B2 (en) * 2007-05-28 2013-07-31 本田技研工業株式会社 Vehicle operation support device
EP2212160A4 (en) * 2007-11-26 2012-07-04 Autoliv Dev A system for classifying objects in the vicinity of a vehicle
US8140263B2 (en) * 2008-01-31 2012-03-20 Victor Company Of Japan, Limited Method for deriving conversion coefficient used for specifying position from value detected by various sensors, and navigation apparatus
US8154418B2 (en) 2008-03-31 2012-04-10 Magna Mirrors Of America, Inc. Interior rearview mirror system
JP5200732B2 (en) * 2008-07-29 2013-06-05 日産自動車株式会社 Travel control device, and a travel control method
US9487144B2 (en) 2008-10-16 2016-11-08 Magna Mirrors Of America, Inc. Interior mirror assembly with display
DE102009050368A1 (en) 2008-10-24 2010-05-27 Magna Electronics Europe Gmbh & Co.Kg A method for automatically calibrating a virtual camera
WO2010073300A1 (en) * 2008-12-26 2010-07-01 トヨタ自動車株式会社 Travel route estimation device and travel route estimation method used in the device
US8964032B2 (en) 2009-01-30 2015-02-24 Magna Electronics Inc. Rear illumination system
US20110313665A1 (en) * 2009-03-04 2011-12-22 Adc Automotive Distance Control Systems Gmbh Method for Automatically Detecting a Driving Maneuver of a Motor Vehicle and a Driver Assistance System Comprising Said Method
US8244408B2 (en) * 2009-03-09 2012-08-14 GM Global Technology Operations LLC Method to assess risk associated with operating an autonomic vehicle control system
JP5453048B2 (en) * 2009-10-22 2014-03-26 富士重工業株式会社 Driving support control apparatus for a vehicle
KR101102144B1 (en) * 2009-11-17 2012-01-02 주식회사 만도 Method and system for controlling lane keeping
WO2011085489A1 (en) 2010-01-13 2011-07-21 Magna Electronics Inc. Vehicular camera and method for periodic calibration of vehicular camera
WO2011125193A1 (en) * 2010-04-07 2011-10-13 トヨタ自動車株式会社 Vehicle driving-support apparatus
US8897948B2 (en) * 2010-09-27 2014-11-25 Toyota Systems and methods for estimating local traffic flow
US8527172B2 (en) 2010-10-20 2013-09-03 GM Global Technology Operations LLC Vehicle collision avoidance and warning system
DE102010063420A1 (en) * 2010-12-17 2012-06-21 Bayerische Motoren Werke Aktiengesellschaft Driver assistance system having a sensor arrangement for detecting the distance of the own vehicle to a foreign object
DE102011109569A1 (en) 2011-08-05 2013-02-07 Conti Temic Microelectronic Gmbh A process for the lane recognition means of a camera
US8965633B2 (en) * 2011-09-02 2015-02-24 GM Global Technology Operations LLC System and method for speed adaptive steering override detection during automated lane centering
US8879139B2 (en) 2012-04-24 2014-11-04 Gentex Corporation Display mirror assembly
DE102012103669A1 (en) 2012-04-26 2013-10-31 Continental Teves Ag & Co. Ohg A method for representing a vehicle environment
KR101380888B1 (en) * 2012-07-24 2014-04-02 현대모비스 주식회사 Apparatus and Method for Calculating Vehicle-Distance
DE102012106932A1 (en) 2012-07-30 2014-05-15 Continental Teves Ag & Co. Ohg A method for representing a vehicle environment position points
US9098086B2 (en) * 2012-08-07 2015-08-04 Caterpillar Inc. Method and system for planning a turn path for a machine
DE102012107885A1 (en) * 2012-08-27 2014-02-27 Continental Teves Ag & Co. Ohg A method for determining a lane course for a vehicle
JP5527382B2 (en) * 2012-10-12 2014-06-18 トヨタ自動車株式会社 Driving support system and a control device
US9779379B2 (en) 2012-11-05 2017-10-03 Spireon, Inc. Container verification through an electrical receptacle and plug associated with a container and a transport vehicle of an intermodal freight transport system
US8933802B2 (en) 2012-11-05 2015-01-13 Spireon, Inc. Switch and actuator coupling in a chassis of a container associated with an intermodal freight transport system
CN104798123B (en) * 2012-11-21 2016-11-02 丰田自动车株式会社 Driving support apparatus and driving support method
US9052393B2 (en) * 2013-01-18 2015-06-09 Caterpillar Inc. Object recognition system having radar and camera input
US9045112B2 (en) * 2013-03-15 2015-06-02 Honda Motor Co., Ltd. Adjustable rain sensor setting based on proximity vehicle detection
CN105074544A (en) 2013-03-15 2015-11-18 金泰克斯公司 Display mirror assembly
DE102013005248A1 (en) 2013-03-27 2014-10-02 Conti Temic Microelectronic Gmbh Method and apparatus for an overtaking
DE102013208727A1 (en) * 2013-05-13 2014-11-13 Robert Bosch Gmbh Avoidance assistant for motor vehicles
EP2808217A1 (en) * 2013-05-27 2014-12-03 Volvo Car Corporation Vehicle safety arrangement and method
US9779449B2 (en) 2013-08-30 2017-10-03 Spireon, Inc. Veracity determination through comparison of a geospatial location of a vehicle with a provided data
US9511715B2 (en) 2014-01-31 2016-12-06 Gentex Corporation Backlighting assembly for display for reducing cross-hatching
CN106163873A (en) 2014-04-01 2016-11-23 金泰克斯公司 Automatic display mirror assembly
JP5952862B2 (en) * 2014-06-27 2016-07-13 富士重工業株式会社 Driving support apparatus for a vehicle
US9694751B2 (en) 2014-09-19 2017-07-04 Gentex Corporation Rearview assembly
CN107000642A (en) 2014-11-07 2017-08-01 金泰克斯公司 Full display mirror actuator
CN107000649A (en) 2014-11-13 2017-08-01 金泰克斯公司 Rearview mirror system with display
USD746744S1 (en) 2014-12-05 2016-01-05 Gentex Corporation Rearview device
US9744907B2 (en) 2014-12-29 2017-08-29 Gentex Corporation Vehicle vision system having adjustable displayed field of view
US9720278B2 (en) 2015-01-22 2017-08-01 Gentex Corporation Low cost optical film stack
US9551788B2 (en) 2015-03-24 2017-01-24 Jim Epler Fleet pan to provide measurement and location of a stored transport item while maximizing space in an interior cavity of a trailer
EP3286038A4 (en) 2015-04-20 2018-04-25 Gentex Corporation Rearview assembly with applique
KR20180008659A (en) 2015-05-18 2018-01-24 젠텍스 코포레이션 Front display rear mirror device
US9994156B2 (en) 2015-10-30 2018-06-12 Gentex Corporation Rearview device
USD797627S1 (en) 2015-10-30 2017-09-19 Gentex Corporation Rearview mirror device
USD798207S1 (en) 2015-10-30 2017-09-26 Gentex Corporation Rearview mirror assembly
USD800618S1 (en) 2015-11-02 2017-10-24 Gentex Corporation Toggle paddle for a rear view device
CA3013785A1 (en) * 2016-02-09 2017-08-17 Shux Enterprise, Inc. Detachable foldable hood
US9701307B1 (en) 2016-04-11 2017-07-11 David E. Newman Systems and methods for hazard mitigation
USD817238S1 (en) 2016-04-29 2018-05-08 Gentex Corporation Rearview device
US10025138B2 (en) 2016-06-06 2018-07-17 Gentex Corporation Illuminating display with light gathering structure
USD809984S1 (en) 2016-12-07 2018-02-13 Gentex Corporation Rearview assembly

Family Cites Families (13)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2952796B2 (en) * 1991-12-27 1999-09-27 本田技研工業株式会社 Vehicle collision judging device
US5680097A (en) * 1992-12-10 1997-10-21 Mazda Motor Corporation Vehicle run safety apparatus
JP3031119B2 (en) 1993-06-22 2000-04-10 トヨタ自動車株式会社 Vehicle anti-collision device
JP2799375B2 (en) * 1993-09-30 1998-09-17 本田技研工業株式会社 Collision Avoidance System
US5754099A (en) * 1994-03-25 1998-05-19 Nippondenso Co., Ltd. Obstacle warning system for a vehicle
US5745870A (en) * 1994-09-14 1998-04-28 Mazda Motor Corporation Traveling-path prediction apparatus and method for vehicles
US5642093A (en) * 1995-01-27 1997-06-24 Fuji Jukogyo Kabushiki Kaisha Warning system for vehicle
JP3044524B2 (en) * 1995-05-23 2000-05-22 本田技研工業株式会社 Contrast object detection method in the vehicle
JP2869888B2 (en) * 1995-11-21 1999-03-10 本田技研工業株式会社 The collision-avoidance apparatus for a vehicle
JP3656301B2 (en) * 1995-12-28 2005-06-08 株式会社デンソー The vehicle obstacle warning device
JPH10141102A (en) * 1996-11-12 1998-05-26 Honda Motor Co Ltd Vehicle control device
DE19833065B4 (en) * 1997-07-22 2010-04-15 DENSO CORPORATION, Kariya-shi Angular displacement determination means for determining the angular displacement of the radar central axis for use in a detection system for self-moving obstacles
JP4011711B2 (en) * 1998-01-13 2007-11-21 本田技研工業株式会社 Vehicle traveling safety device

Cited By (62)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US6732021B2 (en) * 2001-11-20 2004-05-04 Nissan Motor Co., Ltd. Lane-keep control system for vehicle
US6607255B2 (en) * 2002-01-17 2003-08-19 Ford Global Technologies, Llc Collision mitigation by braking system
US6721659B2 (en) * 2002-02-01 2004-04-13 Ford Global Technologies, Llc Collision warning and safety countermeasure system
WO2003076249A1 (en) * 2002-03-12 2003-09-18 Robert Bosch Gmbh Lane-change assistant for motor vehicles
KR100897646B1 (en) 2002-03-12 2009-05-14 로베르트 보쉬 게엠베하 Lane-change assistant for motor vehicles
US20050155808A1 (en) * 2002-03-12 2005-07-21 Goetz Braeuchle Lane-change assistant for motor vehicles
US7233848B2 (en) 2002-03-12 2007-06-19 Robert Bosch Gmbh Lane-change assistant for motor vehicles
US7765066B2 (en) * 2002-04-23 2010-07-27 Robert Bosch Gmbh Method and device for lane keeping support in motor vehicles
US20050228588A1 (en) * 2002-04-23 2005-10-13 Goetz Braeuchle Lateral guidance assistance for motor vehicles
US8718919B2 (en) 2002-04-23 2014-05-06 Robert Bosch Gmbh Method and apparatus for lane recognition for a vehicle
US20110040468A1 (en) * 2002-04-23 2011-02-17 Thilo Leineweber Method and apparatus for lane recognition for a vehicle
US7617048B2 (en) * 2002-05-07 2009-11-10 Robert Bosch Gmbh Method for determining an accident risk between a first object with at least one second object
US20060041381A1 (en) * 2002-05-07 2006-02-23 Stephan Simon Method for determing an accident risk between a first object with at least one second object
US20090177360A1 (en) * 2003-07-25 2009-07-09 Mario Kustosch Method for operating a vehicle
WO2005014370A1 (en) * 2003-08-12 2005-02-17 Daimlerchrysler Ag Method for the prevention of collisions of a vehicle
US20050247513A1 (en) * 2003-10-30 2005-11-10 Turner Christopher D G Electrical steering system for manned or unmanned operation
US7073623B2 (en) 2003-10-30 2006-07-11 Deere & Company Electrical steering system for manned or unmanned operation
US20050092542A1 (en) * 2003-10-30 2005-05-05 Deere & Company, A Delaware Corporation Electrical steering system for manned or unmanned operation
US6988583B2 (en) * 2003-10-30 2006-01-24 Deere & Company Electrical steering system for manned or unmanned operation
US7243026B2 (en) 2003-12-05 2007-07-10 Fuji Jukogyo Kabushiki Kaisha Vehicle traveling control device
EP1538068A2 (en) * 2003-12-05 2005-06-08 Fuji Jukogyo Kabushiki Kaisha Collision avoidance control for vehicles
EP1538068A3 (en) * 2003-12-05 2006-06-07 Fuji Jukogyo Kabushiki Kaisha Collision avoidance control for vehicles
US9415693B2 (en) * 2004-05-28 2016-08-16 Velocity Magnetics, Inc. Selectively incrementally actuated linear eddy current braking system
US8727078B2 (en) * 2004-05-28 2014-05-20 Velocity Magnetics, Inc. Selectively incrementally actuated linear eddy current braking system
US20050263356A1 (en) * 2004-05-28 2005-12-01 Marzano Domenic P Selectively incrementally actuated linear eddy current braking system
US20140231193A1 (en) * 2004-05-28 2014-08-21 Velocity Magnetics, Inc. Selectively incrementally actuated linear eddy current braking system
US20050285778A1 (en) * 2004-06-28 2005-12-29 Fujitsu Ten Limited Axial deviation determining method for on-vehicle radar
US7304602B2 (en) * 2004-06-28 2007-12-04 Fujitsu Ten Limited Axial deviation determining method for on-vehicle radar
US20060149462A1 (en) * 2004-09-17 2006-07-06 Honda Motor Co., Ltd. Vehicular control object determination system and vehicular travel locus estimation system
US20110224862A1 (en) * 2004-09-17 2011-09-15 Honda Motor Co., Ltd. Vehicular control object determination system and vehicular travel locus estimation system
US7974778B2 (en) * 2004-09-17 2011-07-05 Honda Motor Co., Ltd. Vehicular control object determination system and vehicular travel locus estimation system
US8165797B2 (en) * 2004-09-17 2012-04-24 Honda Motor Co., Ltd. Vehicular control object determination system and vehicular travel locus estimation system
US20070008211A1 (en) * 2005-03-31 2007-01-11 Denso It Laboratory, Inc. Vehicle mounted radar apparatus
US20080091318A1 (en) * 2006-10-11 2008-04-17 Gm Global Technology Operations, Inc. Method and system for lane centering control
US8983765B2 (en) * 2006-10-11 2015-03-17 GM Global Technology Operations LLC Method and system for lane centering control
US20080167885A1 (en) * 2007-01-10 2008-07-10 Honeywell International Inc. Method and system to automatically generate a clearance request to deivate from a flight plan
US7979199B2 (en) * 2007-01-10 2011-07-12 Honeywell International Inc. Method and system to automatically generate a clearance request to deviate from a flight plan
US8423272B2 (en) 2007-01-10 2013-04-16 Honeywell International Inc. Method and system to automatically generate a clearance request to deviate from a flight plan
US8229659B2 (en) 2007-01-10 2012-07-24 Honeywell International Inc. Method and system to automatically generate a clearance request to deviate from a flight plan
US20100030426A1 (en) * 2007-03-27 2010-02-04 Toyota Jidosha Kabushiki Kaisha Collision avoidance device
US9031743B2 (en) * 2007-03-27 2015-05-12 Toyota Jidosha Kabushiki Kaisha Collision avoidance device
US20090192687A1 (en) * 2008-01-30 2009-07-30 Gm Global Technology Operations, Inc. Vehicle Path Control for Autonomous Braking System
US8126626B2 (en) * 2008-01-30 2012-02-28 GM Global Technology Operations LLC Vehicle path control for autonomous braking system
US20090319113A1 (en) * 2008-06-20 2009-12-24 Gm Global Technology Operations, Inc. Path generation algorithm for automated lane centering and lane changing control system
US8170739B2 (en) * 2008-06-20 2012-05-01 GM Global Technology Operations LLC Path generation algorithm for automated lane centering and lane changing control system
US20100106374A1 (en) * 2008-10-28 2010-04-29 Aisin Aw Co., Ltd. Vehicle stabilization control device
US8224526B2 (en) * 2008-10-28 2012-07-17 Aisin Aw Co., Ltd. Vehicle stabilization control device
US9852633B2 (en) 2011-02-28 2017-12-26 Toyota Jidosha Kabushiki Kaisha Travel assist apparatus and travel assist method
US8958978B2 (en) * 2012-07-31 2015-02-17 Robert Bosch Gmbh Method and device for monitoring a vehicle occupant
US20140163859A1 (en) * 2012-12-11 2014-06-12 Denso Corporation Apparatus for judging probability of collision between vehicle and object surrounding the vehicle
US8862383B2 (en) * 2012-12-11 2014-10-14 Denso Corporation Apparatus for judging probability of collision between vehicle and object surrounding the vehicle
CN103863321A (en) * 2012-12-11 2014-06-18 株式会社电装 Apparatus for judging probability of collision between vehicle and object surrounding the vehicle
US8874322B2 (en) * 2013-02-14 2014-10-28 Honda Motor Co., Ltd Vehicle steering controller
US20140229073A1 (en) * 2013-02-14 2014-08-14 Honda Motor Co., Ltd Vehicle steering controller
CN105228864A (en) * 2013-06-06 2016-01-06 本田技研工业株式会社 Contact avoidance assist device
CN105216794A (en) * 2014-06-23 2016-01-06 富士重工业株式会社 Driving support apparatus for vehicle
US10026324B2 (en) 2014-11-04 2018-07-17 Honeywell International Inc. Systems and methods for enhanced adoptive validation of ATC clearance requests
WO2016074155A1 (en) * 2014-11-11 2016-05-19 Harman International Industries, Incorporated Trajectory detection
US20160167648A1 (en) * 2014-12-11 2016-06-16 Toyota Motor Engineering & Manufacturing North America, Inc. Autonomous vehicle interaction with external environment
US9855890B2 (en) * 2014-12-11 2018-01-02 Toyota Motor Engineering & Manufacturing North America, Inc. Autonomous vehicle interaction with external environment
CN105523082A (en) * 2015-12-18 2016-04-27 中联重科股份有限公司 The steering control apparatus and steering control method
US10124802B2 (en) * 2016-08-20 2018-11-13 Toyota Motor Engineering & Manufacturing North America, Inc. Controlled vehicle deceleration based on a selected vehicle driving mode

Also Published As

Publication number Publication date Type
US6317692B2 (en) 2001-11-13 grant
US6317693B2 (en) 2001-11-13 grant
US20010016798A1 (en) 2001-08-23 application
US6269308B1 (en) 2001-07-31 grant

Similar Documents

Publication Publication Date Title
US5585798A (en) Obstacle detection system for automotive vehicle
US6259992B1 (en) Vehicle safety running control system
US5757949A (en) Warning system for vehicle
US20010014846A1 (en) Vehicle control system
US7069146B2 (en) Driving assist system
US6470257B1 (en) Adaptive cruise control system for automotive vehicles
US6487501B1 (en) System for preventing lane deviation of vehicle and control method thereof
US20100030430A1 (en) Vehicle driving control apparatus and vehicle driving control method
US20070129891A1 (en) Automatic vehicle braking device
US20100211235A1 (en) Travel control device
US20100283632A1 (en) Parking assist apparatus and method
US20070191997A1 (en) Vehicle control system
US20070146164A1 (en) Parking assistance system and parking assistance method
US20060282218A1 (en) Vehicle travel safety apparatus
US6832157B2 (en) Driving assist system
US20110313665A1 (en) Method for Automatically Detecting a Driving Maneuver of a Motor Vehicle and a Driver Assistance System Comprising Said Method
US20110022317A1 (en) Travel supporting control system
US20050004761A1 (en) Obstacle detection apparatus and method for automotive vehicle
US20090125204A1 (en) Vehicle drive assist system
US20100082195A1 (en) Method to adaptively control vehicle operation using an autonomic vehicle control system
US20050273261A1 (en) Apparatus for estimating of deviation from lane, and apparatus for warning of same and method for same
JP2003063430A (en) Driving operation assist device for vehicle
US6571176B1 (en) Vehicle travel safety device
US20100030426A1 (en) Collision avoidance device
US20090192710A1 (en) Method and system for collision course prediction and collision avoidance and mitigation

Legal Events

Date Code Title Description
FPAY Fee payment

Year of fee payment: 4

FPAY Fee payment

Year of fee payment: 8

REMI Maintenance fee reminder mailed
LAPS Lapse for failure to pay maintenance fees
FP Expired due to failure to pay maintenance fee

Effective date: 20131113