WO2013088516A1 - Dispositif d'aide à l'évitement de collision - Google Patents

Dispositif d'aide à l'évitement de collision Download PDF

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Publication number
WO2013088516A1
WO2013088516A1 PCT/JP2011/078800 JP2011078800W WO2013088516A1 WO 2013088516 A1 WO2013088516 A1 WO 2013088516A1 JP 2011078800 W JP2011078800 W JP 2011078800W WO 2013088516 A1 WO2013088516 A1 WO 2013088516A1
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WO
WIPO (PCT)
Prior art keywords
lateral position
moving body
collision avoidance
position information
host vehicle
Prior art date
Application number
PCT/JP2011/078800
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English (en)
Japanese (ja)
Inventor
亮 猪俣
Original Assignee
トヨタ自動車株式会社
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
Application filed by トヨタ自動車株式会社 filed Critical トヨタ自動車株式会社
Priority to PCT/JP2011/078800 priority Critical patent/WO2013088516A1/fr
Priority to JP2013548991A priority patent/JP5704255B2/ja
Publication of WO2013088516A1 publication Critical patent/WO2013088516A1/fr

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K31/00—Vehicle fittings, acting on a single sub-unit only, for automatically controlling vehicle speed, i.e. preventing speed from exceeding an arbitrarily established velocity or maintaining speed at a particular velocity, as selected by the vehicle operator
    • B60K31/0008—Vehicle fittings, acting on a single sub-unit only, for automatically controlling vehicle speed, i.e. preventing speed from exceeding an arbitrarily established velocity or maintaining speed at a particular velocity, as selected by the vehicle operator including means for detecting potential obstacles in vehicle path
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T7/00—Brake-action initiating means
    • B60T7/12—Brake-action initiating means for automatic initiation; for initiation not subject to will of driver or passenger
    • B60T7/22—Brake-action initiating means for automatic initiation; for initiation not subject to will of driver or passenger initiated by contact of vehicle, e.g. bumper, with an external object, e.g. another vehicle, or by means of contactless obstacle detectors mounted on the vehicle
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/18—Conjoint control of vehicle sub-units of different type or different function including control of braking systems
    • B60W10/184—Conjoint control of vehicle sub-units of different type or different function including control of braking systems with wheel brakes
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K31/00—Vehicle fittings, acting on a single sub-unit only, for automatically controlling vehicle speed, i.e. preventing speed from exceeding an arbitrarily established velocity or maintaining speed at a particular velocity, as selected by the vehicle operator
    • B60K31/0008—Vehicle fittings, acting on a single sub-unit only, for automatically controlling vehicle speed, i.e. preventing speed from exceeding an arbitrarily established velocity or maintaining speed at a particular velocity, as selected by the vehicle operator including means for detecting potential obstacles in vehicle path
    • B60K2031/0041—Detecting lateral speed of target vehicle
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T2201/00—Particular use of vehicle brake systems; Special systems using also the brakes; Special software modules within the brake system controller
    • B60T2201/02—Active or adaptive cruise control system; Distance control
    • B60T2201/022—Collision avoidance systems

Definitions

  • the present invention relates to a collision avoidance support device for avoiding a collision with a moving object.
  • a vehicle collision avoidance device described in Japanese Patent Application Laid-Open No. 2010-102641 is known.
  • This vehicle collision avoidance device includes a radar that detects an object in front of the host vehicle and the front left and right sides, determines whether the object is a laterally moving object according to the detection result of the radar, and moves the object laterally.
  • processing is performed so as to control the traveling of the vehicle earlier than in the case where the object is not a laterally moving object.
  • This invention is made in view of such a situation, and makes it a subject to provide the collision avoidance assistance apparatus which enables appropriate collision avoidance assistance.
  • This collision avoidance support device is a collision avoidance support device for avoiding a collision between the host vehicle and the moving body, and is a relative speed between the host vehicle and the moving body and a lateral direction of the moving body in the left-right direction of the host vehicle.
  • the image processing apparatus includes: an acquisition unit that acquires lateral position information indicating a position; and a correction unit that corrects the lateral position information based on a lateral position history and a relative speed indicated by the lateral position information.
  • the acquisition means acquires the relative speed between the host vehicle and the moving body and the lateral position information of the moving body. Then, the correcting means corrects the lateral position information based on the relative speed and the lateral position history indicated in the lateral position information. For this reason, according to this collision avoidance assistance device, it is possible to accurately grasp the actual lateral position of the moving body. Therefore, according to this collision avoidance support device, it is possible to perform appropriate collision avoidance support.
  • the correcting means estimates the lateral movement speed indicating the movement speed of the moving body in the left-right direction of the host vehicle based on the lateral position history, and uses the relative speed and the lateral movement speed.
  • the lateral position information can be corrected.
  • the lateral movement speed of the moving body is estimated based on the lateral position history, and the lateral position information is corrected using the estimated lateral movement speed, so that the actual lateral position of the moving body can be grasped more accurately. Is possible.
  • the correction means calculates the lateral position delay amount of the moving body based on the relative speed and the lateral movement speed, and corrects the lateral position information by the calculated lateral position delay amount. be able to. In this case, it is possible to obtain lateral position information that matches the actual lateral position of the mobile object.
  • the lateral position delay amount can be an amount corresponding to the calculation time in the acquisition unit and the correction unit.
  • the acquisition means acquires lateral position information using a camera, and the correction means is indicated by the lateral position information acquired using the camera when the relative speed is greater than a predetermined value.
  • the lateral position information can be corrected based on the lateral position history. In this case, even when the relative speed between the host vehicle and the moving body is relatively high, erroneous determination of the lateral position of the moving body can be suppressed by the lateral position information with high reliability.
  • FIG. 1 It is a block diagram which shows the structure of one Embodiment of the collision avoidance assistance apparatus which concerns on 1 side of this invention. It is a figure for demonstrating the collision avoidance assistance by the collision avoidance assistance apparatus shown by FIG. It is a flowchart which shows the process of the collision avoidance assistance apparatus for correct
  • FIG. 1 is a block diagram showing a configuration of an embodiment of a collision avoidance assistance device according to one aspect of the present invention.
  • the collision avoidance assistance device 10 includes a millimeter wave radar 1, a front recognition camera 3, a sensor ECU (Electronic Control Unit) 5, a brake ECU 7, and a brake system 9. .
  • a collision avoidance assistance device 10 is mounted on a vehicle.
  • a vehicle equipped with the collision avoidance assistance device 10 is referred to as “own vehicle”.
  • the millimeter wave radar 1 and the forward recognition camera 3 are mounted, for example, at the front of the host vehicle.
  • the millimeter wave radar 1 and the forward recognition camera 3 detect, for example, moving bodies on the front and side of the host vehicle under the control of the sensor ECU 5.
  • the millimeter wave radar 1 and the forward recognition camera 3 transmit information (moving body information) about the detected moving body to the sensor ECU 5.
  • the moving body information includes, for example, the relative speed between the host vehicle and the moving body and the lateral position information of the moving body.
  • the lateral position information of the moving body is information indicating the lateral position of the moving body in the left-right direction of the host vehicle (that is, the direction intersecting the traveling direction of the host vehicle).
  • Sensor ECU (acquisition means, correction means) 5 receives and acquires moving body information from the millimeter wave radar 1 and the forward recognition camera 3. That is, the sensor ECU 5 acquires the moving body information such as the relative speed between the host vehicle and the moving body and the lateral position information of the moving body using the millimeter wave radar 1 and the forward recognition camera 3. For example, an arbitrary number of pieces of moving body information acquired by the millimeter wave radar 1 and the front recognition camera 3 are held in a storage unit (not shown).
  • the sensor ECU 5 estimates the lateral movement speed of the mobile body from the lateral position history of the mobile body indicated in the acquired lateral position information. Then, the lateral position information is corrected based on the lateral movement speed and the relative speed between the host vehicle and the moving body. In particular, when the relative speed between the host vehicle and the moving body is greater than a predetermined value, or when the moving body is at a close distance of the host vehicle, the sensor ECU 5 acquires the lateral position acquired using the front recognition camera 3. The lateral position information is corrected based on the lateral position history indicated in the information.
  • the sensor ECU 5 determines whether the collision possibility between the host vehicle and the moving body is high or low based on the relative speed between the host vehicle and the moving body and the corrected lateral position information. If the possibility of collision between the host vehicle and the moving body is high, the sensor ECU 5 transmits a signal indicating that to the brake ECU 7.
  • the brake ECU 7 controls the brake system 9.
  • the brake ECU 7 controls the behavior of the host vehicle by controlling the brake system 9 (that is, performing automatic braking). To do).
  • the sensor ECU 5 and the brake ECU 7 are mainly configured by a computer system including a CPU, a ROM, a RAM, a communication module, and the like, for example. Each processing of the sensor ECU 5 and the brake ECU 7 is realized by executing a predetermined program in the computer system.
  • FIG. 2 is a diagram for explaining collision avoidance support by the collision avoidance support apparatus shown in FIG.
  • the collision avoidance assistance device 10 performs assistance (for example, the above automatic braking) for avoiding a collision between the host vehicle 20 and the moving body 30.
  • the moving body 30 is moving in a direction that intersects the traveling direction of the host vehicle 20 (the direction indicated by the arrow Ax) (that is, the left-right direction of the host vehicle 20: the direction indicated by the arrow Ay). That is, the moving body 30 is, for example, a crossing pedestrian who moves in the lateral direction with respect to the host vehicle 20.
  • the collision avoidance assisting apparatus 10 has a case where the collision time between the host vehicle 20 and the moving body 30 is equal to or less than a predetermined threshold and the moving body 30 is located within the vehicle width of the own vehicle 20 (that is, the moving body). 30 is located in the automatic braking execution determination region R20), it is determined that the possibility of collision between the host vehicle 20 and the moving body 30 is high. And the collision avoidance assistance apparatus 10 implements automatic braking of the own vehicle 20 according to the determination result.
  • the collision time between the host vehicle 20 and the moving body 30 is obtained by dividing the relative distance between the host vehicle 20 and the moving body 30 by the relative speed between the host vehicle 20 and the moving body 30.
  • the lateral position of the moving body 30 can be detected using a sensor (for example, the millimeter wave radar 1 or the forward recognition camera 3).
  • a sensor for example, the millimeter wave radar 1 or the forward recognition camera 3
  • the lateral position of the moving body 30 detected using the sensor is more than the lateral position of the actual moving body 30 (the solid line L2 in the part (b) of FIG. 2). May be late.
  • the collision avoidance assistance device 10 (particularly the sensor ECU 5) corrects the lateral position information of the moving body 30 in order to perform automatic braking at an appropriate timing, that is, in order to perform appropriate collision avoidance assistance. Subsequently, the operation of such a collision avoidance assistance device 10 will be described with reference to FIG.
  • FIG. 3 is a flowchart showing the process of the collision avoidance support apparatus for correcting the lateral position information.
  • the moving body is detected by the millimeter wave radar 1 or the front recognition camera 3 and the sensor ECU 5 acquires the moving body information.
  • step S1 it is determined whether or not the moving body is a crossing pedestrian (step S1). This step S1 will be described in more detail.
  • FIG. 4 is a flowchart showing details of step S1. As shown in FIG. 4, in step S1, it is first determined whether or not the road on which the host vehicle is traveling is an automobile-only road (step S11). This determination can be made based on, for example, navigation system information (not shown), information acquired by road-to-vehicle communication, and the like.
  • step S11 If the result of the determination in step S11 is that the road on which the host vehicle is traveling is a road other than an automobile-only road (for example, a general road), the vertical speed of the moving body is less than or equal to the predetermined value Vy and the width of the moving body Is determined to be less than or equal to a predetermined value L (step S12).
  • This determination can be made based on the moving body information acquired by the sensor ECU 5.
  • the vertical speed is a speed in a direction parallel to the traveling direction of the host vehicle.
  • step S14 it is determined whether or not the crossing pedestrian probability p1 is greater than 0 (step S14). If the result of determination in step S14 is that the crossing pedestrian probability p1 is greater than 0, it is determined whether or not the speed of the host vehicle is equal to or less than the predetermined value Vx and the shape of the road on which the host vehicle travels is a straight line. Is performed (step S15).
  • step S18 it is determined whether or not the crossing pedestrian probability p1 is larger than a predetermined value p2 (step S18). If the crossing pedestrian probability p1 is larger than the predetermined value p2 as a result of the determination in step S18, the crossing pedestrian determination flag is set to ON (that is, it is determined that the moving body is a crossing direction person (step S19)). The process ends. On the other hand, if the result of determination in step S18 is that the crossing pedestrian probability p1 is not greater than the predetermined value p2, the process returns to step S14 and the subsequent processing is repeated.
  • step S11 if the road on which the host vehicle is traveling is not an automobile-only road, as a result of the determination in step S12, the vertical speed of the moving body is equal to or less than the predetermined value Vy, and the width of the moving body If the crossing pedestrian probability p1 is not greater than 0 as a result of the determination in step S14 other than the case where is less than or equal to the predetermined value L, the process is terminated.
  • the collision avoidance assistance device 10 determines whether or not the crossing pedestrian determination flag is ON after performing the crossing pedestrian determination in step S1 (step S2).
  • the lateral moving speed of the moving body is estimated (step S3).
  • the lateral movement speed of the mobile object can be performed based on the lateral position history of the mobile object indicated in the lateral position information. More specifically, the lateral movement speed can be estimated using the following equation, for example. In the following formula, for example, “lateral position (n)” represents the lateral position indicated in the lateral position information acquired n times. Further, k represents the number of horizontal position information that can be held.
  • the lateral position delay amount of the moving body by the sensor is calculated (step S4).
  • the lateral position delay amount of the sensor estimated from the relative speed and the lateral movement speed is interpolated from a map that holds in advance.
  • the lateral position delay amount is a lateral movement amount of the moving body corresponding to various calculation times (for example, calculation cycle) in the sensor ECU 5.
  • step S5 the lateral position information of the moving body is corrected by the lateral position delay amount calculated in step S4 (step S5). As a result, lateral position information corresponding to the actual lateral position of the moving body is obtained.
  • the sensor ECU 5 uses a sensor such as the millimeter wave radar 1 or the front recognition camera 3 to detect the relative speed between the host vehicle and the moving body, Get lateral position information. Then, the sensor ECU 5 corrects the lateral position information based on the relative speed and the lateral position history indicated by the lateral position information. For this reason, according to the collision avoidance assistance device 10, it is possible to accurately grasp the actual lateral position of the moving body. Therefore, according to the collision avoidance support device 10, it is possible to increase the deceleration amount during automatic braking by speeding up the determination of automatic braking. Unnecessary automatic operation is realized by grasping the lateral position of the actual moving body. Appropriate collision avoidance assistance can be performed, for example, braking can be reduced.
  • FIG. 5 is a diagram for explaining the detection characteristics of the moving body by the millimeter wave radar 1 and the forward recognition camera 3.
  • a black circle Tr indicates the trajectory of the moving object detected by the millimeter wave radar 1
  • a black cross Tc indicates the trajectory of the moving object detected by the front recognition camera 3. Indicates the trajectory of the actual moving object.
  • the locus detected by the millimeter wave radar 1 and the locus detected by the front recognition camera 3 are different from each other. Accordingly, as shown in part (b) of FIG. 5, based on the lateral movement speed Vr estimated based on the lateral position information obtained by the millimeter wave radar 1 and the lateral position information obtained by the front recognition camera 3.
  • the estimated lateral movement speed Vc is different from each other. More specifically, the lateral movement speed Vc estimated based on the lateral position information obtained by the front recognition camera 3 is compared with the lateral movement speed Vr estimated based on the lateral position information obtained by the millimeter wave radar 1. Thus, the deviation from the actual lateral movement speed Va is small.
  • the correction value (lateral position delay amount) Oc for the lateral position information of the front recognition camera 3 is smaller than the correction value Or for the lateral position information of the millimeter wave radar 1. Further, the trajectory of the moving object after correction by the front recognition camera 3 is more in line with the actual trajectory than the trajectory of the moving object after correction by the millimeter wave radar 1. Therefore, in step S3 described above, it is preferable that the lateral movement speed of the moving body is estimated based on the lateral position information obtained by the front recognition camera 3, and the lateral position information is corrected based on the lateral movement speed.
  • a white cross Tc1 and a black cross Tc2 indicate a locus before correction of the moving body by the front recognition camera 3 and a locus after correction of the moving body by the front recognition camera 3, respectively.
  • a white circle Tr1 and a black circle Tr2 are a locus before correction of the moving body by the millimeter wave radar 1 and a locus after correction of the moving body by the millimeter wave radar 1, respectively. Is shown. [Second Embodiment]
  • the collision avoidance assistance device according to the present embodiment has the same configuration as the collision avoidance assistance device 10 according to the first embodiment. Therefore, hereinafter, the collision avoidance assistance device according to the present embodiment is also referred to as “collision avoidance assistance device 10”. However, the collision avoidance device 10 according to the present embodiment differs from the collision avoidance support device 10 according to the first embodiment in the operation for automatic braking of the host vehicle.
  • FIG. 7 is a diagram for explaining detection characteristics of a moving object by the millimeter wave radar 1 and the forward recognition camera 3.
  • the trajectory Tr of the moving object detected by the millimeter wave radar 1 is the actual moving object. May deviate greatly from the locus Ta.
  • a portion P ⁇ b> 1 that is a position where no collision with the host vehicle 20 occurs is generated. There is a case.
  • FIG. 8 is a flowchart showing the automatic braking process of the collision avoidance assistance device 10 according to this embodiment. In the following description, it is assumed that the processing in step S1 described above is performed.
  • step S31 it is determined whether or not the moving body is at a close distance of the host vehicle and the determination flag of the crossing pedestrian is ON. If the result of the determination in step S31 is that the moving body is in the close range of the host vehicle and the crossing pedestrian determination flag is ON, it is determined whether or not the moving body is detected by the front recognition camera 3. (Step S32).
  • step S33 the lateral position information of the moving object is corrected. Details of the correction of the lateral position information in step S33 will be described with reference to FIG.
  • step S33 first, the lateral movement speed of the moving body is estimated based on the lateral position information obtained by the front recognition camera 3 (step S41).
  • step S41 the lateral movement speed can be estimated in the same manner as in step S3 described above. In particular, only the lateral position information (lateral position) obtained by the front recognition camera 3 is used.
  • step S4 the lateral position delay of the moving body by the front recognition camera 3 based on the relative speed between the host vehicle and the moving body and the lateral movement speed of the moving body estimated in step S41.
  • the amount is calculated (step S42).
  • step S43 the lateral position information of the moving body obtained by the front recognition camera 3 is corrected by the calculated lateral position delay amount (step S43).
  • step S34 it is determined whether or not there is a possibility of collision between the host vehicle and the moving body (step S34).
  • the collision time between the host vehicle and the moving body is equal to or less than a predetermined threshold and the moving body is located within the vehicle width of the host vehicle, the collision between the host vehicle and the moving body occurs. It can be determined that there is a possibility.
  • step S35 it is determined whether or not the driver of the host vehicle has no intention to brake the host vehicle.
  • the driver of the host vehicle has no intention to brake the host vehicle.
  • step S36 automatic braking is performed (step S36) and the process is terminated.
  • step S35 when the driver's drowsiness is detected by a driver camera (not shown), when looking aside, or when the wandering (sleeping) is detected by the vehicle wander detection system, the intention of braking the own vehicle to the driver of the own vehicle. It may be determined that there is no.
  • step S31 when the moving body is in the close range of the own vehicle and the determination flag of the crossing pedestrian is ON, the moving object is detected by the millimeter wave radar 1 or the front recognition camera 3. It is determined whether or not there is a detection (step S51). If the result of the determination in step S51 is that a moving body is detected by the millimeter wave radar 1 or the forward recognition camera 3, it is determined whether or not the crossing pedestrian determination flag is ON (step S52).
  • the lateral position information is corrected (step S53).
  • the lateral position information can be corrected in the same manner as in step S33 described above.
  • the lateral position information obtained by the millimeter wave radar 1 is not limited to the lateral position information obtained by the front recognition camera 3. It may be used.
  • step S54 it is determined whether or not there is a possibility of collision between the host vehicle and the moving body. If the result of the determination in step S54 is that there is a possibility of collision between the host vehicle and the moving body, it is determined whether or not the driver of the host vehicle has no intention to brake the host vehicle in the same manner as in step S35. Step S55). If the result of determination in step S55 is that the driver does not intend to brake the host vehicle, automatic braking is performed (step S56) and the process is terminated.
  • step S32 if there is no detection of the moving body by the front recognition camera 3, if the determination result in steps S34 and S54 indicates that there is no possibility of collision between the host vehicle and the moving body, steps S35 and S55. If the driver is willing to brake the vehicle as a result of the determination, the determination result in step S51 is that the moving object is not detected by the millimeter wave radar 1 or the front recognition camera 3, and the determination result in step S52. If the crossing pedestrian determination flag is not ON, the process is terminated.
  • the collision avoidance assistance device 10 As described above, in the collision avoidance assistance device 10 according to the present embodiment, appropriate collision avoidance support can be performed for the same reason as the collision avoidance assistance device 10 according to the first embodiment.
  • the lateral movement speed of the moving body is determined based only on the lateral position information from the front recognition camera 3. Estimate and correct lateral position information. For this reason, even when there is a moving body at a close distance of the host vehicle, it is possible to suppress erroneous determination of the lateral position of the moving body with reliable lateral position information and perform appropriate collision avoidance support.
  • the above embodiment describes one embodiment of the collision avoidance assistance device according to one aspect of the present invention. Therefore, the collision avoidance assistance device according to the present invention is not limited to the above-described collision avoidance assistance device.
  • the collision avoidance assistance device according to the present invention can be arbitrarily modified from the above-described collision avoidance assistance device 10 without changing the gist of each claim.
  • the collision avoidance assistance device 10 can be applied to an arbitrary moving body having a speed component in the left-right direction of the host vehicle. it can.
  • the brake ECU 7 controls the brake system 9 to automatically brake the host vehicle.
  • the collision avoidance assistance device 10 the collision between the host vehicle and the moving body is avoided. Any collision avoidance assistance can be performed.
  • the collision avoidance assistance device 10 determines whether or not the moving body is in the close range of the own vehicle and the crossing pedestrian determination flag is ON in the process of step S31.
  • the process of step S31 is not limited to this aspect.
  • step S31 it can be determined whether or not the relative speed between the host vehicle and the moving body is greater than a predetermined value.
  • the relative speed between the host vehicle and the moving body is high, the lateral moving speed of the moving body is estimated based on only the lateral position information from the front recognition camera 3, and the lateral position information is corrected. It becomes. Therefore, even when the relative speed between the host vehicle and the moving body is large, erroneous determination of the lateral position of the moving body can be suppressed by the lateral position information with high reliability.

Abstract

Dans un dispositif d'aide à l'évitement de collision (10), une ECU de détection (5) utilise des capteurs pour acquérir une vitesse relative entre un véhicule hôte et un objet mobile, et pour acquérir des informations de position latérale pour l'objet mobile, lesdits capteurs étant un dispositif radar à ondes millimétriques (1) et une caméra de reconnaissance avant (3). L'ECU de détection (5) corrige les informations de position latérale d'après ladite vitesse relative, et d'après l'historique de position latérale indiqué par les informations de position latérale. Par conséquent, le dispositif d'aide à l'évitement de collision (10) est capable de déterminer avec précision la position latérale réelle du corps en mouvement. Ledit dispositif d'aide à l'évitement de collision (10) est donc capable d'aider de façon appropriée à éviter une collision, ce qui permet par exemple : une augmentation d'une quantité de décélération pendant un freinage automatique, ladite augmentation étant activée en accélérant une évaluation de freinage automatique ; et une diminution du freinage automatique inutile, ladite diminution étant activée en déterminant la position latérale réelle du corps en mouvement.
PCT/JP2011/078800 2011-12-13 2011-12-13 Dispositif d'aide à l'évitement de collision WO2013088516A1 (fr)

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PCT/JP2011/078800 WO2013088516A1 (fr) 2011-12-13 2011-12-13 Dispositif d'aide à l'évitement de collision
JP2013548991A JP5704255B2 (ja) 2011-12-13 2011-12-13 衝突回避支援装置

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PCT/JP2011/078800 WO2013088516A1 (fr) 2011-12-13 2011-12-13 Dispositif d'aide à l'évitement de collision

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