US20090088966A1 - Driving support system - Google Patents

Driving support system Download PDF

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Publication number
US20090088966A1
US20090088966A1 US12/195,032 US19503208A US2009088966A1 US 20090088966 A1 US20090088966 A1 US 20090088966A1 US 19503208 A US19503208 A US 19503208A US 2009088966 A1 US2009088966 A1 US 2009088966A1
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United States
Prior art keywords
vehicle
route
lane
line
lines
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.)
Abandoned
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US12/195,032
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English (en)
Inventor
Atsushi Yokoyama
Shinjiro SAITO
Masatsugu Arai
Tatsuya Yoshida
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Hitachi Ltd
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Hitachi Ltd
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Application filed by Hitachi Ltd filed Critical Hitachi Ltd
Assigned to HITACHI, LTD. reassignment HITACHI, LTD. ASSIGNMENT OF ASSIGNORS INTEREST (SEE DOCUMENT FOR DETAILS). Assignors: YOSHIDA, TATSUYA, ARAI, MASATSUGU, SAITO, SHINJIRO, YOKOYAMA, ATSUSHI
Publication of US20090088966A1 publication Critical patent/US20090088966A1/en
Priority to US13/239,073 priority Critical patent/US8346436B2/en
Abandoned legal-status Critical Current

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D15/00—Steering not otherwise provided for
    • B62D15/02—Steering position indicators ; Steering position determination; Steering aids
    • B62D15/025—Active steering aids, e.g. helping the driver by actively influencing the steering system after environment evaluation
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D15/00—Steering not otherwise provided for
    • B62D15/02—Steering position indicators ; Steering position determination; Steering aids
    • B62D15/025—Active steering aids, e.g. helping the driver by actively influencing the steering system after environment evaluation
    • B62D15/0265—Automatic obstacle avoidance by steering
    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G1/00—Traffic control systems for road vehicles
    • G08G1/16—Anti-collision systems
    • G08G1/165—Anti-collision systems for passive traffic, e.g. including static obstacles, trees
    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G1/00—Traffic control systems for road vehicles
    • G08G1/16—Anti-collision systems
    • G08G1/166—Anti-collision systems for active traffic, e.g. moving vehicles, pedestrians, bikes
    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G1/00—Traffic control systems for road vehicles
    • G08G1/16—Anti-collision systems
    • G08G1/167—Driving aids for lane monitoring, lane changing, e.g. blind spot detection

Definitions

  • the present invention relates to a driving support system for supporting driving operations for making a vehicle travel along a proper route on a road.
  • a technique disclosed in JP-A-2005-324782 applies a yawing moment to a vehicle when the vehicle tends to deviate from a desired lane by controlling braking forces acting on the wheels of the vehicle to prevent the vehicle from deviating from a desired lane and to notify the driver that there is the possibility that the vehicle deviates from the lane.
  • the technique changes the value of controlled variable, such as a threshold for off-lane avoidance control, taking into consideration obstacles beside the lane to achieve optimum off-lane avoidance control.
  • Patent Document 1 JP-A-2005-324782
  • JP-A-2005-324782 executes an obstacle avoidance operation after the vehicle has completed changing the lanes. Therefore, it is possible that the start of the obstacle avoidance operation cannot be properly timed. Only either of the threshold for off-lane avoidance control and the threshold for obstacle avoidance control is used for driving support control at some point of time and at some position. Therefore, it is possible that driving support control is not executed for avoiding an obstacle after the vehicle has deviated from the lane when the obstacle is outside the threshold for deviation avoidance control.
  • a driving support system in one aspect of the present invention includes: a lane detecting unit for detecting lanes around a vehicle; a route correcting unit for correcting a route along which the vehicle is expected to travel taking into consideration an obstacle on the route after the route has been recognized by lanes detected by the lane detecting unit; and a control unit for controlling the vehicle on the basis of the positional relation between the corrected route determined by the route correcting unit and the vehicle.
  • the present invention provides the safe driving support system capable of making driving support control for guiding the vehicle along the route and driving support control for avoiding obstacles compatible and of scarcely giving a feeling of discomfort to the driver.
  • FIG. 1 is a schematic plan view of a vehicle provided with a driving support system in a preferred embodiment according to the present invention
  • FIG. 2 is a flow chart of a driving support control procedure
  • FIG. 3 is a view of assistance in explaining the driving support control procedure when the vehicle is traveling on a straight road;
  • FIG. 4 is a diagrammatic view of a position X p in FIG. 3 ;
  • FIG. 5 is a view of assistance in explaining operations when an obstacle exists on a straight road
  • FIG. 6 is a view of assistance in explaining operations to be executed when a route is changed for a vehicle to move into a branch road;
  • FIG. 7 is a view of assistance in explaining an obstacle avoidance support operation to be executed when an obstacle is detected after a route has been changed;
  • FIG. 8 is a view of assistance in explaining operations to be executed when the route is changed for movement into an adjacent lane.
  • FIG. 9 is a view of assistance in explaining another driving support operation to be executed when the route is changed for movement into an adjacent lane.
  • FIG. 1 is a schematic plan view of a vehicle provided with a driving support system in a preferred embodiment according to the present invention.
  • the vehicle is provided with a manipulated variable measuring unit for measuring values of manipulated variables altered by the driver, including a steering angle measuring device 2 , a turn signal control lever 3 , an accelerator pedal position measuring device 4 , a brake pedal position measuring device 5 , and a controller 1 .
  • Signals representing values of operated variables altered by the driver and provided by the steering angle measuring device 2 , the turn signal control lever 3 , the accelerator pedal position measuring device 4 , and the brake pedal position measuring device 5 are sent to the controller 1 .
  • the driver's intention to change the route can be known from a signal provided by a turn signal controller 3 when the turn signal control lever is operated.
  • the controller 1 is connected to a navigation system 6 to receive signals from the navigation system 6 .
  • Those signals represent a set route, map data, the position of the vehicle on a map, the direction of the vehicle, lane information, such as the number of lanes, speed limit, types of roads, i.e., highways and general motorways, and branch roads.
  • the route is set by the driver.
  • the navigation system 6 may set or change a route automatically on the basis of past data on traveling routes and traffic information.
  • the vehicle is provided with an operation parameter measuring unit for measuring values of parameters indicating the operating condition of the vehicle, including wheel speed measuring devices 7 f L, 7 f R, 7 r L and 7 r R, and vehicle behavior measuring device 8 . Signals provided by those devices are sent to the controller 1 .
  • the vehicle behavior measuring device measures longitudinal acceleration, lateral acceleration and yaw rate.
  • the vehicle is provided with environmental condition measuring devices for measuring conditions of the environment around the vehicle, including a front camera 10 f, a front radar 11 f, a rear camera 10 r, a rear radar 11 r, a left front camera 12 L, a right front camera 12 R, a left rear camera 13 L and a right rear camera 13 R.
  • environmental condition measuring devices for measuring conditions of the environment around the vehicle, including a front camera 10 f, a front radar 11 f, a rear camera 10 r, a rear radar 11 r, a left front camera 12 L, a right front camera 12 R, a left rear camera 13 L and a right rear camera 13 R.
  • Those environmental condition measuring devices send information about lane markings and obstacles around the vehicle to the controller 1 .
  • the front camera 10 f is provided with an image pickup unit for obtaining an image of a scenery around the vehicle, a lane identifying unit for identifying lanes on the basis of lane markings or road boundaries shown in an image obtained by the image pickup unit, and an output unit that provides signals representing the positional relation between the vehicle and objects of recognition, such as obstacles including other vehicles and pedestrians, types of lane markings, and types of road boundaries.
  • the lane markings are marks indicating running areas according to traffic rules, including lines, cat's eyes, botts' dots, colors of lines, and types of lines, such as continuous lines, broken lines, dotted lines and shaded lines.
  • Road boundaries include edges of road shoulders, side ditches, curbs, embankments, guard rails and walls. The lane markings indicate boundaries between areas for vehicles and those not for vehicles.
  • the front radar 11 f detects and locates other vehicles and pedestrians and provides signals representing positional relation between the vehicle and those objects.
  • the front radar 11 f can detect remote obstacles more accurately than the front camera 10 f.
  • the front camera 10 f has a detection field angle greater than that of the front radar 11 f and can recognize the type of obstacles.
  • the rear camera 10 r, the left front camera 12 L, the right front camera 12 R, the left rear camera 13 L and the right rear camera 13 R are similar in functions, advantages and disadvantages to the front camera 10 f, and the front radar 11 f and the rear radar 11 r are similar in functions, advantages and disadvantages.
  • the vehicle is provided with an engine 21 , an electronically controlled brake system 22 , an electronically controlled differential mechanism 23 , and an electronically controlled steering system 24 .
  • the controller 1 gives drive signals to actuators included in those systems 22 , 23 and 24 on the basis of values of manipulated variables given by the driver and environmental conditions.
  • the controller 1 gives an acceleration signal to the engine 21 .
  • the controller gives a deceleration signal to the electronically controlled brake system 22 .
  • the controller 1 gives a turn signal to at least one of the electronically controlled brake system 22 , the electronically controlled differential mechanism 23 and the electronically controlled steering system 24 .
  • the electronically controlled brake system 22 is a hydraulic brake system capable of controlling individual braking forces respectively applied to the wheels.
  • the electronically controlled brake system applies braking forces to either the right wheels or the left wheels in response to a turning request to apply a yawing moment to the vehicle.
  • the electronically controlled differential mechanism 23 drives an electric motor or a clutch to generate a torque difference between the right and the left axle in response to a turning request to apply a yawing moment to the vehicle.
  • the electronically controlled steering system 24 is, for example, a steer-by-wire steering system capable of correcting the steering angle independently of the turning angle of the steering wheel in response to a turning request to apply a yawing moment to the vehicle.
  • the vehicle is provided with an information output unit 26 .
  • the information output unit 26 displays images, generates sounds and turns on warning lights representing information about supporting operations according to the type of the driving support operation.
  • the information output unit 26 is, for example, a monitor provided with a built-in loud speaker. Plural information output units may be installed in the vehicle.
  • FIG. 2 is a flow chart of a driving support control procedure
  • FIG. 3 is a view of assistance in explaining a driving support operation when the vehicle is traveling on a straight road.
  • the manipulated variable measuring unit receives values of manipulated variables altered by the driver in step s 1 . That is, the manipulated variable measuring unit receives signals representing a steering angle, the condition of the direction indicator, a movement of the accelerator pedal, a movement of the brake pedal and a set route. The manipulated variable measuring unit receives information about running speed, yaw rate, lateral acceleration and longitudinal acceleration from the measuring devices.
  • a position at a distance proportional to running speed V x ahead of the vehicle is selected as a watch point P for control, and the distance is used as a front watch distance X p .
  • a lateral moving distance Y p by which the vehicle will move is estimated on an assumption that the vehicle arrives at the front watch point P in t p s.
  • the front watch point P is at a forward distance X p ahead of the vehicle and a lateral distance Y p in a lateral direction.
  • the vehicle travels a distance equal to V x ⁇ t p forward and the lateral distance Y p is zero.
  • the lateral acceleration of the vehicle is a y
  • the lateral distance Y p is equal to a y ⁇ t 2 /2.
  • the function can be obtained through analysis using a motion model of a vehicle.
  • the lateral acceleration may be determined by using an accurate analytical expression instead of using the foregoing expressions.
  • step s 2 the controller 1 determines a right lane marking LR and a left lane marking LL, respectively on the right and on the left side of a straight line (x-axis) passing the center of gravity of the vehicle on the basis of an image formed by the front camera 10 f. Since lane markings are formed inmost cases on flat roads on which vehicles can travel, the vehicle can continue traveling even if the wheels move on the outer side of a lane marking. The respective distances from the x-axis of left lane markings LL 1 to LL 5 respectively at distances X 1 to X 5 ahead of the vehicle are calculated and stored.
  • step s 3 the controller 1 determines the respective positions of a right road boundary BR and a left road boundary BL on the right and the left side, respectively, of the x-axis on the basis of an image formed by the front camera 10 f. It is comparatively difficult for the vehicle to continue running if the wheel crosses and moves beyond the road boundary. Distances from the x-axis of the positions of right road boundary marks BR 1 to BR 5 and those of left road boundary marks BL 1 to BL 5 respectively at distances X 1 to X 5 ahead of the vehicle are calculated and stored.
  • roadside areas 42 R and 42 L are recognized, and information about the type of the roadside areas 42 R and 42 L, such as edges of road shoulders, side ditches, curbs, embankments or guard rails, is stored to determine the degree of danger of crossing the road boundary and degree of allowance.
  • the lane is recognized on the basis of the image formed by the front camera 10 f. Therefore, the driving support system can determine the position of the lane properly and ensures safe, comfortable driving without depending on road information and route information provided by a navigation system or the like.
  • the lane may be recognized on the basis of images formed by the other cameras 10 r, 12 L, 12 R, 13 L and 13 R.
  • the rear camera 10 r is a wide-angle camera disposed with its optical axis inclined downward. Therefore, the type of the lane can be more accurately recognized when the rear camera 10 r is used for recognizing the lane markings and road boundary marks defining the lane.
  • step s 4 the controller 1 determines a desired path or a desired running area to guide the vehicle into a route in the vicinity of the center of the lane or into a route that will scarcely give the driver a feeling of discomfort.
  • the desired route or the desired running area is defined by guide lines, namely, first guide lines, NR and NL, namely, right and left thresholds for the driving support control. While the vehicle is in an area between the first lines NR and NL, preference is given to the operations of the driver and is a dead zone for control.
  • a lane is a running area demarcated by lane markings or road boundary marks.
  • an area between the lane markings LR and LL is a running area.
  • an area between the right road boundary BR and a left road boundary BL is a running area.
  • lane markings LR and LL are not marked intermittently and imaginary lane markings LR and LL can be supposed in intervals between the lane markings LR and LL through interpolation using the adjacent lane markings, and area between the imaginary lane markings are assumed to be a lane.
  • the positions of left guide lines. NL 1 to NL 5 respectively at distances X 1 to X 5 ahead of the vehicle can be determined by subtracting a predetermined value ⁇ LL from or adding the same to the respective positions of the left lane markings LL 1 to LL 5 .
  • the positions of right guide lines NR 1 to NR 5 can be determined by subtracting a predetermined value ⁇ LR from or adding the same to the respective positions of the right lane markings LR 1 to LR 5 .
  • step s 5 the controller 1 determines right and left contact avoidance lines AR and AL, namely, second lines, to avoid contact by moving the vehicle away from the road boundary.
  • the positions of left contact avoidance lines AL 1 to AL 5 respectively at distances X 1 to X 5 ahead of the vehicle are determined by subtracting an avoidance allowance ⁇ AL from the positions of the left road boundary marks BL 1 to BL 5 .
  • the positions of right contact avoidance lines AR 1 to AR 5 respectively are determined by adding an avoidance allowance ⁇ AR to the positions of the right road boundary marks BR 1 to BR 5 .
  • the avoidance allowances ⁇ AL and ⁇ AR are determined taking into consideration the avoidance ability of the vehicle and taking into consideration at least one of factors including the longitudinal speed V x of the vehicle, the lateral speed V y of the vehicle, avoidance line approach speed V ya , longitudinal acceleration a x , lateral acceleration a y , overall width v w , overall length v 1 , tread d, wheelbase L, a maximum yawing moment M max that can be applied to the vehicle, a maximum deceleration a xmax that can be achieved by the vehicle, a maximum lateral acceleration a ymax that can be achieved by the vehicle, friction coefficient ⁇ indicating the frictional property of the road surface, the slope ⁇ of the road, the radius R of the curve, a distance and an angle that permit lane detection, and a distance and an angle that permit obstacle detection.
  • a ymax G ⁇ M max .
  • the maximum yawing moment M max is reduced and corrected according to the values of controlled variables representing motions of the vehicle with respect to the guide lines NR and NL, because a yawing moment is generated by guiding control at the start of a control operation for controlling the motion of the vehicle for contact avoidance and a limited additional yawing moment is available for contact avoidance. Therefore, a desired yawing moment at the start of the contact avoidance control is subtracted for correction from the maximum yawing moment M max that can be applied to the vehicle. Since the reduction of the contact avoiding ability of the vehicle by driving support by the first line can be thus taken into consideration and hence the safety of the driving support system can be enhanced.
  • step s 6 lane change is predicted from route information provided by the navigation system 6 and a signal provided when the driver operates the turn signal control lever 3 .
  • the running vehicle is expected to change the route from the lane in which the vehicle is traveling at present to another lane
  • positions of the lane markings on a path along which the vehicle runs to change the route and the road boundary are determined, and then a decision is made as to whether or not the guide lines NL and NR need to be corrected.
  • the driving support control procedure goes to step s 8 when the vehicle is traveling on a single-lane road and lane change is not expected.
  • step s 7 a guide line correction process is executed in step s 7 to correct the guide lines NL and NR on the basis of the route information.
  • the guide line correcting process will be described later with reference to FIG. 6 .
  • step s 8 Obstacles on the route are detected in step s 8 . If an obstacle is detected, a decision is made in step s 9 as to whether or not the right contact avoidance line AR and the left contact avoidance line AL need to be corrected. If any obstacle is not detected, the procedure goes to step s 10 .
  • a contact avoidance line correction process is executed to correct the contact avoidance lines AR and AL on the basis of information about obstacles. The contact line correction process will be described later with reference to FIG. 5 .
  • Positions of guide lines NR p and NL p at a front watch distance X p are determined by interpolation using five right guide lines NR 1 to NR 5 and five left guide lines NL 1 to NL 5 .
  • Positions of contact avoidance lines AR p and AL p at a front watch distance X p are determined by interpolation using five right contact avoidance lines AR 1 to AR 5 and left contact avoidance lines AL 1 to AL 5 .
  • a decision is made in step s 10 as to whether or not the driving support operation needs to be executed on the basis of the guide lines NR p and NL p and the contact avoidance lines AR p and AL p .
  • the driving support operation is not executed and the driving support control procedure is ended. If the front watch point P is on the outer side of the guide line NR p or NL p or on the outer side of the contact avoidance line AR p or AL p , it is decided that the driving support control operations need to be executed and step s 11 is executed. In FIG. 3 , the front watch point P is on the outer side of the left guide line NL p , i.e., on the left side of the left guide line NL p , and hence the driving support control procedure is executed.
  • a desired yawing moment for guiding to a position on the inner side of the guide line NL p or NR p is calculated in step s 11 .
  • the driving support operation with reference to the guide line provides actuator selection information for selecting actuators to generate a yawing moment by the agency of the electronically controlled differential mechanism 23 and the electronically controlled steering system 24 instead of by the agency of the electronically controlled brake system 22 that decelerates the vehicle.
  • a desired yawing moment and a desired deceleration for moving the vehicle into an area between the contact avoidance line AR p and AL p are calculated.
  • a yawing moment and a deceleration are generated by the agency of the electronically controlled brake system 22 in addition to a yawing moment generated by the agency of the electronically controlled differential mechanism 23 and the electronically controlled steering system 24 . If the right and the left contact avoidance line intersect each other, it is decided that contact cannot be avoided by a turning motion and a desired deceleration necessary for stopping the vehicle is calculated.
  • FIG. 4 is a view of a position X p in FIG. 3 .
  • FIG. 4 shows the positional relation of the lane markings LL, LR and LR 2 , the road boundaries BL and BR, the guide lines NL p and NR p , and the contact avoidance lines AL p and AR p , and the relation of the absolute value of the desired yawing moment.
  • a driving support operation makes the vehicle yaw smoothly and gives the driver a light feeling of discomfort when the gradient Gl l (control gain) of a yawing moment increasing from the guide line NL p toward the contact avoidance line AL p and the gradient Gl r (control gain) of a yawing moment increasing from the guide line NR p toward the contact avoidance line AR p are small.
  • the distance between the right contact avoidance line AR and the left contact avoidance line AL can be increased when an area in which a limit ability of motions of the vehicle (the maximum yawing moment M max ) is generated is increased by increasing the gradients Ga r or Ga l of yawing moment increasing after the vehicle has crossed the contact avoidance line outward.
  • the sharp change of the motion of the vehicle during the contact avoidance control operation can call drivers attention.
  • the car can be controlled so as to perform desired motions by using the control gains Gl l and Gl r dependent on the positional relation between the vehicle and the guide lines NR and NL, and the control gains Ga r and Ga l dependent on the positional relation between the contact avoidance lines AR and AL. Therefore, the driver can readily understand objects of driving support operations and an effect on mitigating a feeling of discomfort can be expected. Since the control variables can be selectively set according to objects, control operations can be easily tuned in designing the driving support system.
  • the gradient of a yawing moment increasing from the guide line toward the contact avoidance line is determined selectively according to the type of the lane marking. For example, a yawing moment increasing at a comparatively low gradient is used when the lane marking LR indicating the boundary between the adjacent lanes is a broken line, and a yawing moment increasing at a comparatively high gradient is used when the lane marking LR indicating the boundary between the adjacent lanes is a continuous line. Since the effect of a driving support operation using a yawing moment having such a gradient agrees with the degree of driver's consciousness when the driver is trying to keep the vehicle in the lane, the driving support system can still more effectively mitigate a feeling of discomfort.
  • the lane marking LL on the side of the road boundary on most roads is a continuous line. Therefore, when a comparatively high gradient is used for indicating the slop of a yawing moment increasing toward a continuous line, the driving support system can still more effectively mitigate a feeling of discomfort because the effect of a driving support operation using a yawing moment having such a comparatively high gradient agrees with the degree of driver's consciousness when the driver is trying to move the vehicle away from the road boundary. It is highly possible that the vehicle is traveling on a road having three lanes on each of its sides when both the lane markings on the opposite sides of the lane are broken lines.
  • a driving support operation agrees with the degree of driver's consciousness when the driver is trying to avoid contacting with a vehicle approaching the driver's vehicle from behind when the driving support operation uses a yawing moment increasing toward the passing lane and having a comparatively high gradient.
  • the driving support system can still more safely support driving operations and can still more effectively mitigate a feeling of discomfort.
  • the controller 1 executes a driving support control operation in step s 12 .
  • the controller 1 uses at least one of the electronically controlled differential mechanism 23 , the electronically controlled steering system 24 and the electronically controlled brake system 22 for controlling the motion of the vehicle to apply a desired yawing moment to the vehicle and to decelerate the vehicle at a desired deceleration or the controller 1 prompts the driver to correct driving operations by driving the information output unit 26 so as to display a warning, to generate a warning or to turn on a warning light. Then, the driving support control procedure is ended.
  • FIG. 5 is a view of assistance in explaining contact avoidance operations when an obstacle exists on a straight road.
  • the contact avoidance line AR or AL is shifted inward in step s 9 .
  • the left contact avoidance line AL is shifted to the right to determine a corrected left contact avoidance line.
  • the corrected contact avoidance line is determined taking the contact avoidance ability of the vehicle into consideration.
  • the position of the corrected left contact avoidance line is determined taking into consideration at least one of factors including the longitudinal speed V x of the vehicle, the lateral speed V y of the vehicle, avoidance line approach speed V ya , longitudinal acceleration a x , lateral acceleration a y , overall width v w , overall length v 1 , tread d, wheelbase L, a maximum yawing moment M max that can be applied to the vehicle, a maximum deceleration a xmax that can be achieved by the vehicle, a maximum lateral acceleration a ymax that can be achieved by the vehicle, friction coefficient ⁇ indicating the frictional property of the road surface, the slope ⁇ of the road, the radius R of the curve, a distance and an angle that permit lane detection, and a distance and an angle that permit obstacle detection.
  • the maximum lateral acceleration ⁇ a ymax may be corrected according to the friction constant ⁇ representing the frictional property of the road surface, the slop ⁇ of the road and the radius R of the curve.
  • a contact avoidance operation for shifting the contact avoidance line AL to the right is started at a position on the side of the vehicle at a distance equal to or longer than the distance ⁇ X.
  • the corrected left contact avoidance line has the shape of a combination of parabolic lines, provided that lateral movement is made at the maximum lateral acceleration a ymax .
  • the corrected left contact avoidance line may have any shape, provided that the corrected left contact avoidance line can ensure the avoidance of contact between the vehicle and the obstacle.
  • the contact avoidance operation for shifting the contact avoidance line AL to the right may be started at a position on the side of the vehicle at a distance not longer than the distance ⁇ X if contact between the vehicle and the obstacle is permitted and the object of the contact avoidance operation is to reduce damage to the vehicle.
  • a contact avoidance operation for shifting the right contact avoidance line AR to the left is similar to the contact avoidance operation for shifting the left contact avoidance line AL to the right to avoid contact between the vehicle and the other vehicle 32 parking on the left road shoulder.
  • the contact avoidance operation is started earlier at a longer distance on the side of the vehicle from the opposing vehicle 33 . If a danger, such as the meandering of the opposing vehicle 33 , is expected, the right contact avoidance line AR may be further shifted to the left.
  • the contact avoidance lines AR and AL can be corrected with the guide lines NR and NL fixed.
  • the driving support operation can be executed without making the driver feel a feeling of discomfort when there is no danger of contact between the vehicle and the obstacle, and the driving support operation to avoid contact between the vehicle and the obstacle can be achieved.
  • the guide line NL or NR is corrected again so that the guide line NL or NR is on the inner side of the contact avoidance line AL or AR to carry out the driving support operation safely and to mitigate a feeling of discomfort that may be given to the driver by the driving support operation.
  • an obstacle 34 namely, a vehicle, shown in FIG. 5
  • the guide line NL is corrected again so as to be on the inner side of the contact avoidance line AL. Since an ordinary guiding support operation can started even in a state where contact avoidance is expected, the driving support operation can be smoothly carried out scarcely giving the driver a feeling of discomfort.
  • FIG. 6 is a view of assistance in explaining operations to be executed when a route is changed to move a vehicle 31 into a branch road.
  • a correcting process for correcting the guide line NL or NR or the contact avoidance line AL or AR is executed in step s 7 on the basis of information about the route when it is decided in step s 6 that the route is to be changed.
  • the route along which the vehicle 31 is traveling at present is changed for a branch route branching from the lane in which the vehicle 31 is traveling at present as shown in FIG. 6A
  • operations similar to those executed in steps s 3 to s 5 are executed on the basis of an image formed by the front camera 10 f.
  • Respective positions of left lane markings LL 1 to LL 5 , right lane markings LR 1 to LR 5 , left road boundaries BL 1 to BL 5 , right road boundaries BR 1 to BR 5 , left guide lines NL 1 to NL 5 , right lane markings NR 1 to NR 5 , left contact avoidance lines AL 1 to AL 5 , and right contact avoidance lines AR 1 to AR 5 on expected route are determined. Only the guide lines NL 1 to NL 5 and NR 1 to NR 5 are shown in FIG. 6A .
  • the positions of the lane markings before correction determined in step s 2 are stored to respond quickly to the future route change.
  • a driving support operation for supporting operations for changing the route uses the right and the left guide line spaced apart by a distance shorter than those used for controlling the operation for guiding the vehicle 31 within the lane.
  • the width of a space between the left guide lines NL 1 to NL 5 and the right guide lines NR 1 to NR 5 is equal to or smaller than the overall width v w of the vehicle 31 .
  • the length of a running section in which the motion of the vehicle 31 is controlled positively increased so that support operation ensures a smooth route changing operation.
  • the vehicle 31 meanders if the right and the left guide line are spaced wide apart. Such possibility can be suppressed by using the right and the left guide line extended at a short distance from each other.
  • step s 8 an obstacle on an estimated route is detected and a decision is made as to whether or not the correction of the contact avoidance lines AL and AR is necessary.
  • the procedure goes to step s 9 if an obstacle 35 , such as a parking vehicle shown in FIG. 6 , which can be a danger to the vehicle 31 is detected.
  • the contact avoidance lines AL and AR are corrected so that the vehicle 31 may not come into contact with the obstacle 35 .
  • the contact avoidance line AR is shifted inward as shown in FIG. 6B in step s 9 .
  • This correction is made by a method similar to that mentioned above.
  • the guide lines NL and NR are corrected again such that the guide line NR is on the inner side of the contact avoidance line AR when the contact avoidance line AR is shifted to a position on the inner side of the guide line NR. Since a usual control operation for supporting guiding is started first even in a state where contact avoidance can be expected, the driving support operation can be achieved safely scarcely giving the driver a feeling of discomfort.
  • the driving support operation for this correction taking both route change and contact avoidance into consideration can be started while the vehicle 31 is in the lane in which the vehicle 31 is traveling at present. Therefore, contact avoidance operations for preventing the vehicle 31 from coming into contact with the obstacle 35 can be started when the vehicle 31 is at a position shown in FIG. 6B . Therefore, a sufficient time can be used for controlling the vehicle 31 so that the vehicle 31 can smoothly avoid coming into contact with the obstacle 35 . Consequently, the vehicle 31 can be smoothly guided so as to travel along a route passing positions 31 a to 31 c.
  • FIG. 7 shows a route passing positions 31 a to 31 c along which the vehicle 31 will travel when the avoidance support operation is started upon the detection of the obstacle 35 after the route has been changed. Since the contact avoidance line AR is corrected after the vehicle 31 has arrived at the position 31 b, it is possible that the vehicle needs to make a sharp turn and meanders.
  • FIG. 8 is a view of assistance in explaining a driving support operation to be executed when the vehicle 31 moves from a lane in which the vehicle 31 is traveling at present to an expected lane adjacent to the former.
  • a correcting process for correcting the guide lines NL and NR and the contact avoidance lines AL and AR is executed in step s 7 on the basis of information about the route when it is decided in step s 6 that the route is to be changed.
  • Lane change to a lane adjacent to the lane in which the vehicle 31 is traveling at present can be known from information about the operation of the turn signal control lever 3 .
  • steps s 3 to s 5 operations similar to those executed in steps s 3 to s 5 are executed on the basis of an image formed by the front camera 10 f to determine the respective positions of the right guide line NR, the left guide line NL, the right contact avoidance line AR and the left contact avoidance line AL.
  • (NL), (NR) and (AR) indicate the guide lines NL and NR and the contact avoidance line AR, respectively.
  • step s 8 It is decided in step s 8 that the contact avoidance lines AR and AL need to be corrected when an obstacle in an expected lane is detected. Obstacles around the vehicle 31 are detected in addition to the obstacle in front of the vehicle 31 by using the rear camera 10 r, the rear radar 11 r, the left front camera 12 L, the right front camera 12 R, the left rear camera 13 L and the right rear camera 13 R.
  • the contact avoidance lines AL and AR are corrected so as to avoid contact between the vehicle 31 and the obstacle 36 in step s 9 .
  • the guide line NR is corrected again so as to be on the inner side of the contact avoidance line AR when the corrected contact avoidance line AR is on the inner side of the guide line NR. Since a usual control operation for supporting guiding is started first even in a state where contact avoidance can be expected, the driving support operation can be achieved safely scarcely giving the driver a feeling of discomfort.
  • the driving support operation for this correction taking both route change and contact avoidance into consideration can be started while the vehicle 31 is in the lane in which the vehicle 31 is traveling at present. Therefore, guiding operations for guiding the vehicle 31 into the expected lane taking an obstacle into consideration can be stated when the vehicle 31 is at a position shown in FIG. 9 before the vehicle 31 starts changing the route. Consequently, the vehicle 31 can be smoothly guided along a route passing positions 31 a to 31 c to the expected lane.
  • FIG. 8B shows a route passing positions 31 a to 31 c along which the vehicle 31 will travel when the avoidance support operation is started upon the detection of the obstacle 35 after the route has been changed. Since the contact avoidance line AR is corrected after the vehicle 31 has arrived at the position 31 a, it is possible that the vehicle needs to make a sharp turn and meanders.
  • FIG. 9 is a view of assistance in explaining another driving support operation to be executed when the vehicle 31 moves from a lane in which the vehicle 31 is traveling at present to an expected lane adjacent to the former.
  • This driving support operation does not execute positive guidance like that mentioned in connection with FIG. 8 .
  • the driver performs a steering operation to change the route and the driving support operation executes a control operation to retard a route changing operation only when there is an obstacle with which the vehicle 31 may possibly come into contact.
  • a correcting process for correcting the guide lines NL and NR and the contact avoidance lines AL and AR is executed in step s 7 on the basis of information about the route when it is decided in step s 6 that the route is to be changed.
  • Lane change to a lane adjacent to the lane in which the vehicle 31 is traveling at present can be known from information about the operation of the turn signal control lever 3 .
  • the position of the right guide line NR is corrected on the basis of an image formed by the front camera 10 f so that a route changing operation may not be obstructed.
  • (NR) and (AR) indicate the guide line NR and the contact avoidance line AR, respectively.
  • step s 8 the contact avoidance line AR needs to be corrected when an obstacle in an expected lane is detected. Obstacles around the vehicle 31 are detected in addition to an obstacle in front of the vehicle 31 by using the rear camera 10 r, the rear radar 11 r, the right front camera 12 R and the right rear camera 13 R.
  • the contact avoidance line AR is corrected so as to avoid contact between the vehicle 31 and the vehicle 37 in step s 9 .
  • the guide line NR is corrected again so as to be on the inner side of the contact avoidance line AR when the corrected contact avoidance line AR is on the inner side of the guide line NR. Since the route changing operation can be retarded in a state where a guiding support operation is being controlled even in a state where contact avoidance can be expected, the driving support operation can be achieved safely scarcely giving the driver a feeling of discomfort.
  • the driver is warned of danger by a warning sound a warning light and/or a warning image immediately after the turn signal control lever has been operated.
  • the warning sound given immediately after the operation of the turn signal control lever 3 when the vehicle 31 is at a position 31 a shown in FIG. 9 is a single sound pulse to reduce a nuisance to the driver.
  • the motion of the vehicle is not controlled immediately after the operation of the turn signal control lever 3 because the vehicle has not gone outside either of the guide line NR and the contact avoidance line AR immediately after the operation of the turn signal control lever 3 .
  • the vehicle 31 moves outside the guide line NR or the contact avoidance line AR according to a driver's operation to a position 31 b shown in FIG.
  • the motion of the vehicle 31 is controlled so as to return the vehicle 31 to the lane in which the vehicle 31 has been traveling and the driver is informed of danger by a more readily perceivable warning sound, a more conspicuous warning image and/or a more clearly perceptible warning light.
  • a more readily perceivable warning sound e.g., a more conspicuous warning image
  • a more clearly perceptible warning light e.g., the vehicle 31 has passed the contact avoidance line AR to a position 31 c shown in FIG. 9 , in particular, it is highly possible that the vehicle 31 comes into contact with the vehicle 37 approaching the vehicle 31 from behind. Therefore, the perceptibility of the warning sound, the warning image and the warning light is enhanced.
  • the driving support system in this embodiment performs driving support operations on the basis of the positional relation between the vehicle and the guide lines (first lines) or the contact avoidance lines (second lines).
  • Reference lines for driving support operations are not limited to the guide lines and the contact avoidance lines.
  • the contact avoidance lines may be those that allow the vehicle to come into contact with an obstacle in a low degree and those that do not permit contact at all and enable using a sufficient time for controlling the vehicle so that the vehicle can smoothly avoid coming into contact with an obstacle.
  • Expected damage that may be caused by an obstacle is estimated on the basis of the type of the obstacle, and the two types of contact avoidance lines may be selectively used to achieve a safe driving support operation scarcely giving the driver a feeling of discomfort.
  • Two types of guide lines maybe selectively used to use different control gains selectively. Since the effect of control can be thus adjusted according to the object of guiding, the driving support system will give the driver a less feeling of discomfort. Guide lines and contact avoidance lines may be generated according to circumstances to carry out the driving support operation in three or more modes. Thus, a highly expandable driving support system that will scarcely give the driver a feeling of discomfort can be provided.
  • the driving support system in the preferred embodiment has been described as applied to controlling motions of a vehicle during rout change from the lane in which the vehicle is traveling at present to the branch lane and from the lane in which the vehicle is traveling at present to the lane adjacent to the lane-in which the vehicle is traveling at present
  • the present invention is applicable to controlling a vehicle in various traveling modes including those for running into the junction of roads, for passing a crossroad, selecting a gate of a tollgate lane change to a right-turn lane and lane change to a left-turn lane.
  • the driving support system is expanded to cope with those expected traveling modes, the driving support system will ensure safer traveling and scarcely give the driver a feeling of discomfort.

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  • Engineering & Computer Science (AREA)
  • Physics & Mathematics (AREA)
  • General Physics & Mathematics (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Control Of Driving Devices And Active Controlling Of Vehicle (AREA)
  • Steering Control In Accordance With Driving Conditions (AREA)
  • Traffic Control Systems (AREA)
  • Regulating Braking Force (AREA)
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