WO2018131595A1 - 衝突回避装置 - Google Patents

衝突回避装置 Download PDF

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Publication number
WO2018131595A1
WO2018131595A1 PCT/JP2018/000307 JP2018000307W WO2018131595A1 WO 2018131595 A1 WO2018131595 A1 WO 2018131595A1 JP 2018000307 W JP2018000307 W JP 2018000307W WO 2018131595 A1 WO2018131595 A1 WO 2018131595A1
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WO
WIPO (PCT)
Prior art keywords
collision avoidance
target
vehicle
moving body
time
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.)
Ceased
Application number
PCT/JP2018/000307
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English (en)
French (fr)
Japanese (ja)
Inventor
洋介 伊東
慶 神谷
崇治 小栗
崇弘 馬場
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.)
Denso Corp
Original Assignee
Denso Corp
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 Denso Corp filed Critical Denso Corp
Priority to CN201880006837.3A priority Critical patent/CN110191826B/zh
Publication of WO2018131595A1 publication Critical patent/WO2018131595A1/ja
Priority to US16/508,717 priority patent/US11891034B2/en
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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Classifications

    • 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
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
    • B60R21/00—Arrangements or fittings on vehicles for protecting or preventing injuries to occupants or pedestrians in case of accidents or other traffic risks
    • 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
    • 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
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/32—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
    • B60T8/58—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration responsive to speed and another condition or to plural speed conditions
    • 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
    • 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
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/08—Active safety systems predicting or avoiding probable or impending collision or attempting to minimise its consequences
    • B60W30/09—Taking automatic action to avoid collision, e.g. braking and steering
    • 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
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/18—Propelling the vehicle
    • B60W30/18009—Propelling the vehicle related to particular drive situations
    • B60W30/18159—Traversing an intersection
    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G1/00—Traffic control systems for road vehicles
    • G08G1/16—Anti-collision systems
    • 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
    • B60T2210/00—Detection or estimation of road or environment conditions; Detection or estimation of road shapes
    • B60T2210/30—Environment conditions or position therewithin
    • 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
    • B60T2250/00—Monitoring, detecting, estimating vehicle conditions
    • 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
    • B60T2250/00—Monitoring, detecting, estimating vehicle conditions
    • B60T2250/04—Vehicle reference speed; Vehicle body speed
    • 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
    • B60W2520/00—Input parameters relating to overall vehicle dynamics
    • B60W2520/10—Longitudinal speed
    • 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
    • B60W2554/00—Input parameters relating to objects
    • B60W2554/40—Dynamic objects, e.g. animals, windblown objects
    • B60W2554/404—Characteristics
    • B60W2554/4042—Longitudinal speed
    • 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
    • B60W2554/00—Input parameters relating to objects
    • B60W2554/80—Spatial relation or speed relative to objects
    • B60W2554/801—Lateral distance
    • 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
    • B60W2554/00—Input parameters relating to objects
    • B60W2554/80—Spatial relation or speed relative to objects
    • B60W2554/806—Relative heading

Definitions

  • This disclosure relates to a technique for avoiding a collision between the host vehicle and a lateral moving body.
  • Patent Document 1 when a target ahead of the host vehicle is detected and the detected target is a laterally moving body that moves in a direction orthogonal to the traveling direction of the host vehicle, the predicted collision time is predetermined.
  • a collision avoidance device that automatically activates a brake when the threshold value is smaller than the threshold value.
  • the brake in order to avoid a collision of the own vehicle with the lateral moving body, the brake may be automatically activated at an earlier timing than necessary. Therefore, a technique for automatically operating a brake at an appropriate timing in a collision avoidance device is desired.
  • a collision avoidance device includes a traveling state calculation unit that calculates a traveling state including a moving direction and a moving speed of the host vehicle, a target detection unit that detects a target existing in front of the host vehicle, and the target detection unit.
  • a target state calculating unit that calculates a state of the target including a moving direction, a size, a moving speed, and a position of the target with reference to the own vehicle, for the target detected by A lateral moving body discriminating unit for discriminating whether or not the target is a lateral moving body having a moving component in a direction perpendicular to the moving direction of the host vehicle;
  • a collision determination unit that determines whether or not the host vehicle collides with the lateral moving body, and the host vehicle collides with the lateral moving body by the collision determination unit.
  • the above-mentioned constant deceleration is set.
  • a collision avoidance control unit that automatically controls a brake of the vehicle, and the collision avoidance control unit includes: (i) a lateral moving body that passes through the own vehicle path, which is the moving path of the own vehicle. Based on the passing time and (ii) the own vehicle arrival time for the own vehicle to reach the lateral moving body course that is the moving path of the lateral moving body, before the own vehicle reaches the moving body course The brake operation time for the laterally moving body to pass through the own vehicle path is calculated, and the brake is operated when the calculated operation time is reached.
  • the brake operation timing is calculated based on the lateral movement passing time and the own vehicle arrival time, and the brake is operated when the calculated operation timing is reached. Therefore, since the collision avoidance device can suppress the brake from automatically operating at an earlier timing than necessary, the brake can be automatically operated at an appropriate timing.
  • the present disclosure can be realized in various forms other than the collision avoidance device.
  • the present disclosure can be realized in the form of a collision avoidance device control method, a program for executing the collision avoidance device control method, a vehicle including the collision avoidance device, and the like.
  • FIG. 1 is a block diagram of a collision avoidance system including the collision avoidance device according to the first embodiment.
  • FIG. 2 is a diagram for explaining a vehicle including a collision avoidance device
  • FIG. 3 is a process flow of collision avoidance processing executed by the collision avoidance system.
  • FIG. 4 is a diagram for explaining the lateral vehicle passing time and the own vehicle arrival time.
  • FIG. 5 is a diagram for explaining the own vehicle passing time and the lateral moving body arrival time
  • FIG. 6 is a diagram showing the relationship between the distance from the host vehicle to the laterally moving body path and the elapsed time, FIG.
  • FIG. 7 is a process flow of the collision avoidance process in the second embodiment.
  • FIG. 8 is a block diagram of a storage unit in the third embodiment.
  • FIG. 9 is a process flow of the collision avoidance process in the third embodiment.
  • FIG. 10 is a processing flow for deceleration setting.
  • FIG. 11 is a block diagram of a storage unit in the fourth embodiment.
  • FIG. 12 is a process flow of the collision avoidance process in the fourth embodiment.
  • FIG. 13 is a diagram showing a relationship between a constant deceleration and time.
  • the collision avoidance system 10 mounted on the host vehicle 30 includes a sensor unit 11 and an ECU 20 as a collision avoidance device.
  • the sensor unit 11 and the ECU 20 are connected by an in-vehicle network.
  • the sensor unit 11 includes a millimeter wave sensor 12, an image sensor 14, a vehicle speed sensor 16, and a yaw rate sensor 18. As shown in FIG. 2, the millimeter wave sensor 12 is attached to the front portion of the host vehicle 30.
  • the millimeter wave sensor 12 is configured as a so-called “millimeter wave radar” of the FMCW system, and transmits / receives a frequency-modulated millimeter wave radar wave.
  • the range in which the millimeter wave sensor 12 transmits a millimeter wave is a range in which a target (for example, another vehicle, a pedestrian, a bicycle, etc.) existing in front of the host vehicle 30 can be included.
  • the front of the host vehicle 30 includes right front and left front in addition to the front.
  • the image sensor 14 is attached near the upper end of the front shield 31 as shown in FIG.
  • the image sensor 14 is a camera having a known configuration, and can capture a landscape in front of the host vehicle 30.
  • the imaging range of the image sensor 14 is a range in which a target existing in front of the host vehicle 30 can be included.
  • the vehicle speed sensor 16 (FIG. 1) acquires data on the moving speed of the host vehicle 30.
  • the yaw rate sensor 18 acquires rotational angular velocity data of the host vehicle 30.
  • Various data acquired by the sensor unit 11 is transmitted to the ECU 20.
  • the ECU 20 includes a storage unit 29 and a CPU (not shown). ECU20 performs the collision avoidance process mentioned later by running the control program memorize
  • the storage unit 29 has a known configuration such as a ROM or a RAM.
  • FIG. 1 functionally shows a control program executed by the CPU.
  • the ECU 20 is connected to the brake 40 and the steering 109 provided in the host vehicle 30 through an in-vehicle network.
  • the storage unit 29 stores information about the host vehicle 30 such as the length and width of the host vehicle 30 and a preset deceleration 290 used by the collision avoidance control unit 28 described later.
  • the ECU 20 includes a running state calculation unit 21, a target detection unit 23, a target state calculation unit 24, a lateral moving body determination unit 25, a collision determination unit 27, and a collision avoidance control unit as programs executed by the CPU. 28.
  • the traveling state calculation unit 21 calculates a traveling state including the moving direction and the moving speed of the host vehicle 30.
  • the moving direction of the own vehicle 30 is the moving direction (own vehicle moving direction) of the own vehicle 30 with respect to the stationary system (road surface), and can be calculated by a known method.
  • the target detection unit 23 detects a target existing in front of the host vehicle 30 based on a reflected wave that is a radar wave acquired by the millimeter wave sensor 12. Note that the target detection unit 23 may detect a target existing in front of the host vehicle 30 based on a captured image that is data acquired by the image sensor 14 or data of both the captured image and the reflected wave. Good.
  • the target state calculation unit 24 calculates the state of the target detected by the target detection unit 23 based on the data acquired from the millimeter wave sensor 12 and the image sensor 14.
  • the state of the target includes the moving direction, size, and moving speed of the target, and the position of the target with reference to the host vehicle 30.
  • the target state calculation unit 24 calculates the relative movement direction of the target with reference to the host vehicle 30 and uses the host vehicle movement direction and the target target movement direction to target the stationary system.
  • the moving direction (target moving direction) is calculated.
  • the size of the target includes at least a length along the target moving direction (target length) and a length along the direction orthogonal to the target moving direction and the vertical direction (target width).
  • the target width may be set in advance as a calculated value of an assumed maximum width among targets assumed to move on the road.
  • the maximum width may be the maximum width of an automobile that can travel on a road.
  • the horizontal moving body determination unit 25 determines whether the target is a horizontal moving body having a moving component in a direction perpendicular to the moving direction of the host vehicle 30 based on the own vehicle moving direction and the target moving direction. Determine. Specifically, the lateral moving body discriminating unit 25 determines that the target is a laterally moving body when the angle formed by the own vehicle moving direction and the target moving direction is 90 degrees or near 90 degrees. Is determined.
  • the collision determination unit 27 determines whether or not the host vehicle 30 collides with the lateral moving body when the lateral moving body determination unit 25 determines that the target is a lateral moving body. Details of this determination will be described later.
  • the collision avoidance control unit 28 automatically controls the brake 40 so as to achieve a constant deceleration set in the storage unit 29 when the collision determination unit 27 determines that the host vehicle 30 collides with a laterally moving body. To do.
  • the collision avoidance control unit 28 is configured to allow the lateral moving body to pass through the own vehicle path that is the moving path of the own vehicle path before the own vehicle 30 reaches the lateral moving body path that is the moving path of the lateral moving body.
  • the operation timing of the brake 40 is calculated.
  • the collision avoidance control unit 28 operates the brake when the calculated operation timing is reached. A method for calculating the operation time will be described later.
  • the collision avoidance process according to the first embodiment executed by the collision avoidance system 10 will be described with reference to FIGS.
  • the collision avoidance process is repeatedly executed at predetermined time intervals until the brake 40 is automatically operated.
  • 3 to 6 the automobile 35 (FIG. 4) as an example of the lateral moving body 35 moves on one of the two roads 51, 52 orthogonal to each other, and the host vehicle 30 moves on the other road 51.
  • the laterally moving body 35 is not limited to an automobile, and may be another object (for example, a bicycle or a pedestrian) that moves in a direction perpendicular to the moving direction of the host vehicle 30.
  • the vertical axis indicates the distance Da from the front end 30 f of the host vehicle 30 to the lateral movement body path 37
  • the horizontal axis indicates the elapsed time t.
  • the solid line indicates the relationship between the distance Da when the brake 40 is not automatically operated and the elapsed time t
  • the alternate long and short dash line indicates the distance Da and the elapsed time t when the brake 40 is automatically operated. Relationship.
  • the target detection unit 23 detects a target located in front of the host vehicle 30 (step S8).
  • the collision avoidance process in this routine is terminated, and step S8 is executed again after a predetermined time.
  • the traveling state calculation unit 21 calculates the traveling state of the host vehicle 30 (step S10). Further, the target state calculation unit 24 calculates the state of the target (step S12).
  • the horizontal moving body determination unit 25 determines whether or not the target is the horizontal moving body 35 (step S17).
  • the lateral moving body discriminating unit 25 determines that the target is not the lateral moving body 35 (step S17: No)
  • the collision avoidance process in this routine ends.
  • the collision determination unit 27 determines whether or not the host vehicle 30 collides with the lateral movement body 35. A collision determination process is performed.
  • the collision determination unit 27 calculates the lateral moving body passage time Ttb and the own vehicle arrival time Tca using the calculation results of step S10 and step S12 (step S18).
  • the horizontal moving body passage time Ttb is a time from the current time until the horizontal moving body 35 passes through the own vehicle course 32 which is the course of movement of the own vehicle 30. That is, as shown in FIG. 4, the lateral moving body passage time Ttb is the time from the current time until the rear end 35r of the lateral moving body 35 passes through the own vehicle path 32. As shown in FIG.
  • the own vehicle arrival time Tca reaches the position of the own vehicle 30 indicated by the dotted line, that is, the position of the own vehicle 30 indicated by the dotted line, that is, the lateral movement body course 37 that is the movement course of the lateral movement body 35. It is time until. That is, the host vehicle arrival time Tca is the time from the current time until the front end 30f of the host vehicle 30 reaches the lateral movement body path 37.
  • the collision determination unit 27 calculates the lateral moving body arrival time Tab and the own vehicle passage time Tta using the calculation results of Step S10 and Step S12 (Step S20).
  • the horizontal moving body arrival time Tab is a time until the current horizontal moving body 35 indicated by a solid line reaches the position of the horizontal moving body 35 indicated by a dotted line, that is, the host vehicle course 32.
  • the lateral moving body arrival time Tab is a time from the current time until the front end 35f of the lateral moving body 35 reaches the host vehicle path 32. As shown in FIG.
  • the own vehicle passing time Tta is a time until the current own vehicle 30 indicated by a solid line indicates the position of the own vehicle 30 indicated by a dotted line, that is, the time until the own vehicle 30 passes the lateral movement body path 37. is there. That is, the own vehicle passage time Tta is the time from the current time until the rear end 30r of the own vehicle 30 passes through the lateral movement body path 37.
  • the collision determination unit 27 determines whether or not the host vehicle 30 collides with the lateral moving body 35 using the various times calculated in Step S18 and Step S20 (Step S22). Specifically, the collision determination unit 27 determines that the host vehicle 30 collides with the lateral moving body 35 when neither of the following two conditions (a) and (b) is satisfied, and the conditions (a) and ( When at least one of b) is satisfied, it is determined that the host vehicle 30 does not collide with the lateral moving body 35.
  • A The own vehicle passing time Tta is equal to or shorter than the lateral moving body arrival time Tab.
  • the lateral moving body passage time Ttb is equal to or shorter than the own vehicle arrival time Tca.
  • step S22 when it is determined that the host vehicle 30 does not collide with the laterally moving body 35 (step S22: No), the collision avoidance process in this routine ends, and step S8 is executed again after a predetermined time.
  • step S22 when it is determined that the host vehicle 30 collides with the lateral moving body 35 (step S22: Yes), the collision avoidance control unit 28 performs braking to avoid the collision of the host vehicle 30 with the lateral moving body 35.
  • 40 operation timings Tbs and operation time Tbt are calculated (step S24). The operation timing Tbs and the operation time Tbt are calculated based on the lateral moving body passage time Ttb and the own vehicle arrival time Tca.
  • the operation time Tbt is calculated using the following equation so that the lateral moving body passage time Ttb and the host vehicle arrival time Tca are the same as shown in FIG.
  • the operation time Tbt since the operation time Tbt is known, the operation time Tbt can be calculated.
  • V 30 ⁇ Tbt + ⁇ (VD ⁇ Tbt 2 ) / 2 ⁇ V 30 ⁇ ⁇ Tbt ⁇ (Ttb ⁇ Tca) ⁇ Expression (1)
  • V 30 is the moving speed of the host vehicle 30
  • VD is a constant deceleration stored in the storage unit 29.
  • the operation timing Tbs is a first threshold value of a predicted collision time TTC that is a time when the relative distance between the host vehicle 30 and the lateral moving body 35 becomes zero. That is, when the collision prediction time TTC reaches the first threshold value (operation timing Tbs) calculated by Expression (2), the collision avoidance control unit 28 automatically operates the brake 40.
  • the collision prediction time TTC is calculated every predetermined time by the collision avoidance control unit 28 using the following equation (3).
  • Tbs [V 30 ⁇ Tbt + ⁇ (VD ⁇ Tbt 2 ) / 2 ⁇ ] / V 30 (2)
  • TTC Da / V 30 Formula (3)
  • the collision avoidance control unit 28 calculates the own vehicle stop time Tst and the stop timing Tbv (step S26).
  • the own vehicle stop time Tst is obtained when the brake 40 is operated at a constant deceleration stored in the storage unit 29 from the determination time point at which the own vehicle 30 is determined to collide with the lateral moving body 35 by the collision determination unit 27. This is the time from when the brake 40 is operated until the host vehicle 30 stops.
  • the stop time Tbv is a time when the brake 40 is operated in order for the host vehicle 30 to stop before the lateral movement body path 37, and is a second threshold value of the predicted collision time TTC. That is, the collision avoidance control unit 28 operates the brake 40 when the predicted collision time TTC reaches the second threshold value (stop time Tbv).
  • the stop timing Tbv is calculated by the collision avoidance control unit 28 using the following equation (5).
  • Tbv [V 30 ⁇ Tst + ⁇ (VD ⁇ Tst 2 ) / 2 ⁇ ] / V 30 (5)
  • the collision avoidance control unit 28 determines whether or not the operation time Tbt is longer than the own vehicle stop time Tst (step S28). When it is determined that the operation time Tbt is longer than the own vehicle stop time Tst (step S28: Yes), the collision avoidance control unit 28 operates the brake 40 when the stop time Tbv is reached regardless of the operation time Tbs ( Step S30). As a result, the host vehicle 30 stops in front of the lateral moving body 35.
  • the collision avoidance control unit 28 determines that the operation time Tbt is equal to or shorter than the own vehicle stop time Tst (step S28: No)
  • the collision avoidance control unit 28 operates the brake 40 when the operation time Tbs is reached (step S32). Accordingly, the lateral moving body 35 can pass through the own vehicle path 32 before the own vehicle 30 reaches the lateral movement body path 37.
  • the collision avoidance control unit 28 calculates the operation timing Tbs of the brake 40 based on the lateral moving body passage time Ttb and the host vehicle arrival time Tca, and has reached the calculated operation timing Tbs.
  • the brake 40 is automatically operated (steps S24 and S32 in FIG. 3). Thereby, it can suppress that a brake operates automatically at an earlier timing than necessary, and can operate a brake automatically at an appropriate timing.
  • the collision avoidance control unit 28 calculates the operation timing Tbs so that the lateral moving body passage time Ttb and the host vehicle arrival time Tca are the same time.
  • the collision avoidance control unit 28 automatically activates the brake 40 when the stop time Tbv is reached regardless of the operation time Tbs. (Step S30 in FIG. 3). Thereby, it can further suppress that the brake 40 act
  • the collision determination unit 27 determines that the own vehicle passing time Tta is equal to or shorter than the lateral moving body arrival time Tab, and the lateral moving object passing time Ttb is equal to or shorter than the own vehicle arrival time Tca. When neither of these conditions is satisfied, it is determined that the host vehicle 30 collides with the laterally moving body 35 (step S22 in FIG. 3). Thereby, when the possibility that the own vehicle 30 collides with the lateral moving body 35 is low, it is possible to suppress the brake 40 from being automatically operated.
  • Second embodiment The collision avoidance process according to the second embodiment executed by the collision avoidance system 10 will be described with reference to FIG.
  • the difference from the collision avoidance process of the first embodiment is that steps S13a and S13b are newly executed, and the other steps have the same contents as those of the first embodiment. Therefore, in the second embodiment, steps having the same contents as those in the first embodiment are denoted by the same reference numerals as those in the first embodiment, and description thereof will be omitted as appropriate.
  • the collision avoidance control unit 28 determines whether or not the target state calculation unit 24 has calculated the target state (step S13a). For example, a target state calculation is performed based on data acquired from the millimeter wave sensor 12 and the image sensor 14 when an obstacle exists between the host vehicle 30 and the target or when it is raining. The unit 24 may not be able to calculate the target state (for example, size or moving speed) stably.
  • step S13a determines that the target state calculation unit 24 cannot calculate the target state (step S13a: No)
  • the collision avoidance control unit 28 determines that the target state calculation unit 24 cannot calculate regardless of the operation timing Tbs.
  • the brake 40 is automatically actuated from the determination (step S13b).
  • the collision avoidance control unit 28 can reduce the possibility that the host vehicle 30 will collide with the target by operating the brake 40 when it is determined that the calculation is impossible.
  • a collision avoidance process according to the third embodiment executed by the collision avoidance system 10 will be described with reference to FIGS. 9 and 10, steps having the same contents as those in the collision avoidance process (FIG. 3) of the first embodiment are denoted by the same reference numerals as those of the first embodiment and description thereof is omitted as appropriate.
  • the length estimation table 292 and the deceleration table 294 are stored in the storage unit 29 of the ECU 20 instead of the constant deceleration 290.
  • the reflection intensity (dB) and the estimated length of the target along the moving direction of the target are uniquely determined.
  • the target state calculation unit 24 estimates the target length based on the length estimation table 292 and the reflection intensity of the reflected wave acquired from the millimeter wave sensor 12. Specifically, when the reflection intensity is “high”, the target length is estimated to be the first length, and when the reflection intensity is “weak”, the target length is smaller than the first length. It is estimated to be 2 lengths.
  • the first length is set to a value assumed when the target is an automobile, and the second length is set to a value assumed when the target is a pedestrian.
  • the target state calculation unit determines that the reflection intensity is “high” when the reflection intensity of the reflected wave acquired by the millimeter wave sensor 12 is equal to or higher than a predetermined threshold, and the reflection intensity is lower than the predetermined threshold. Judged as “weak”.
  • the determination method is not limited to the above. For example, when the reflection intensity of the reflected wave acquired by the millimeter wave sensor 12 is in the first range, the reflection intensity is determined to be “high”, which is higher than the value in the first range. When the second range is a weak value, the reflection intensity may be determined to be “weak”. As described above, compared to the first length estimated by the target state calculation unit 24 when the reflection intensity of the reflected wave is the first value, the second value whose reflection intensity is weaker than the first value. Sometimes the second length estimated by the target state calculation unit 24 is smaller.
  • the deceleration table 294 stores two decelerations having different values.
  • the first deceleration is a deceleration used when the target state calculation unit 24 estimates the length of the target with reference to the length estimation table 292.
  • the second deceleration is a case where the target state calculation unit 24 can calculate the target length after the estimated target length, and the calculated target length is longer than the estimated target length.
  • the second deceleration is set higher than the first deceleration. For example, the second deceleration is set to ⁇ 8 (m / s 2 ), and the first deceleration is set to ⁇ 4 (m / s 2 ).
  • Step S12c is executed.
  • the target state calculation unit 24 estimates the target length based on the reflected wave acquired by the millimeter wave sensor 12, and calculates the state of the target. Specifically, the target state calculation unit 24 estimates the target length using the reflection intensity of the reflected wave acquired by the millimeter wave sensor 12 and the length estimation table 292 (FIG. 8). The target state calculation unit 24 calculates the state of the target using the estimated target length.
  • the target state calculation unit 24 can calculate the target length based on the data acquired from the millimeter wave sensor 12 and the image sensor 14 (step S12a: Yes), from the millimeter wave sensor 12 and the image sensor 14.
  • the state of the target including the target length is calculated using the acquired data (step S12b).
  • the collision avoidance control unit 28 sets a constant deceleration to the first deceleration when the target state calculation unit 24 estimates the target length (step S12c) (step S14). On the other hand, when the target state calculation unit 24 calculates the target length (step S12b), the collision avoidance control unit 28 executes a deceleration setting step (step S15) shown in FIG.
  • the collision avoidance control unit 28 determines whether or not the target length has been estimated in the collision avoidance process in the previous routine (step S15a). If it is determined that the target length has not been estimated (step S15a: No), a certain deceleration is set to the first deceleration (step S15d). If it is determined that the target length has been estimated (step S15a: Yes), whether or not the target length calculated in step S12b in this routine is longer than the target length estimated in step S12c in the previous routine. Is determined (step S15b). When it is determined that the calculated target length is longer than the estimated target length (step S15b: Yes), the collision avoidance control unit 28 sets a constant deceleration to the second deceleration (step S15c). .
  • step S15b determines that the calculated target length is not longer than the estimated target length (step S15b: No).
  • the constant deceleration is set to the first deceleration. (Step S15d). If it is determined as “No” in step S15a, step S15c may be executed instead of step S15d.
  • the collision avoidance control unit 28 sets a constant deceleration to the first deceleration when the target state calculation unit 24 estimates the target length (step S12c).
  • the collision avoidance control unit 28 is a case where the target state calculation unit 24 calculates the target length after the time when the target length is estimated, and the target whose calculated length is estimated. If longer than the length, the constant deceleration is set to a second deceleration higher than the first deceleration (step S15c).
  • step S16a and step S16b are newly executed.
  • Other steps are the same as those in the first embodiment. Therefore, in the fourth embodiment, steps having the same contents as those in the first embodiment are denoted by the same reference numerals as those in the first embodiment, and description thereof will be omitted as appropriate.
  • a setting table 295 is stored in the storage unit 29 of the ECU 20 instead of the deceleration 290.
  • the type of target automobile, bicycle, pedestrian
  • the constant deceleration used by the collision avoidance control unit 28 are uniquely determined.
  • the collision avoidance control unit 28 sets the constant deceleration used for the brake 40 to the deceleration for the automobile.
  • the collision avoidance control unit 28 sets a constant deceleration used for braking to a bicycle deceleration.
  • the collision avoidance control unit 28 sets a constant deceleration used for braking to the deceleration for pedestrians.
  • the automobile deceleration is the highest and the pedestrian deceleration is the lowest.
  • the deceleration for an automobile is set to ⁇ 8 (m / s 2 )
  • the deceleration for a bicycle is set to ⁇ 6 (m / s 2 )
  • the deceleration for a pedestrian is ⁇ 4 (m / s 2 ).
  • the target state calculation unit 24 integrates the data of the millimeter wave sensor 12 and the data of the image sensor 14 to generate fusion data, and uses the fusion data to target the target. Is identified (step S16a).
  • the collision avoidance control unit 28 sets the deceleration with reference to the type of target specified in step S11a and the setting table 295 (step S16b). The set deceleration is used for calculating the operation timing Tbs and the operation time Tbt in step S24 and for controlling the brake 40 in the collision avoidance process. Note that the processing of step S16a and step S16b may be executed before the step of calculating the operation timing Tbs and the operation time Tbt (step S24).
  • the collision avoidance control unit 28 changes the constant deceleration according to the type of the target (step S16a).
  • the collision avoidance control unit 28 can execute the collision avoidance process with the deceleration corresponding to the type of the target by changing the constant deceleration according to the type of the target.
  • the type of the target is an automobile, a bicycle, or a pedestrian, and generally the movement speed of the bicycle is the highest and the movement speed of the pedestrian is the lowest. Therefore, the deceleration can be set higher as the assumed moving speed of the lateral moving body is higher.
  • the collision avoidance control unit 28 may calculate the operation timing Tbs so that the operation time Tbt of the brake 40 is longer than that in the case where the jerk is not considered in consideration of the jerk. That is, the collision avoidance control unit 28 calculates the operation timing calculated using the above equations (1) to (3) so that the operation time Tbt is longer when the jerk is considered than when the jerk is not considered. Tbs is corrected. That is, the collision avoidance control unit 28 calculates the corrected operation timing Tbs by adding a positive correction value to the operation timing calculated using the above equations (1) to (3).
  • the positive correction value may be, for example, the set arrival time tk or a value smaller than the set arrival time tk.
  • the operation timing Tbs of the brake 40 can be set more appropriately in order to avoid a collision of the host vehicle 30 with the lateral moving body 35.
  • the target length was estimated with the strength of the millimeter wave sensor, it is not limited to this.
  • the target length may be estimated by detecting the reflected wave from the front wheel and the rear wheel of the automobile and the position of the reflected wave of the front wheel and the rear wheel.
  • the distance between the front wheel and the rear wheel may be calculated using the reflected wave, and the target length may be estimated by adding a correction value (for example, 1.0 to 2.0 m) to the calculated distance. .
  • the collision avoidance process may be executed by combining two or more of the first to fourth embodiments.
  • the fourth embodiment may be combined with the second embodiment, or the fourth embodiment may be combined with the third embodiment.
  • the collision avoidance control unit 28 calculates the operation timing Tbs so that the lateral moving body passage time Ttb and the own vehicle arrival time Tca are the same time, but the present invention is not limited to this. Absent.
  • the operation timing Tbs may be calculated within a range in which the timing is not earlier than necessary.
  • the collision avoidance control unit 28 adds a positive passage correction value to the lateral moving body passage time Tbs, and calculates the operation timing so that the time after the addition and the own vehicle arrival time Tca are the same time.
  • the positive passing correction value may be a value that allows the lateral moving body 35 to pass the own vehicle path 32 more reliably before the own vehicle 30 reaches the lateral moving body path 37.
  • the positive passage correction value may be a value obtained by dividing any distance in the range of 0.3 m to 1.5 m by the moving speed of the lateral moving body.
  • step S28 and step S30 are included, but may be omitted. That is, the collision avoidance control unit 28 may execute step S32 after step S26 without executing step S28. Even in this case, the collision avoidance control unit 28 calculates the operation timing Tbs of the brake 40 based on the lateral moving body passage time Ttb and the own vehicle arrival time Tca, and when the calculated operation timing Tbs is reached, the brake avoidance control unit 28 40 is automatically activated. Thereby, it can suppress that a brake act

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  • Transportation (AREA)
  • Physics & Mathematics (AREA)
  • General Physics & Mathematics (AREA)
  • Automation & Control Theory (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Regulating Braking Force (AREA)
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  • Control Of Driving Devices And Active Controlling Of Vehicle (AREA)
PCT/JP2018/000307 2017-01-16 2018-01-10 衝突回避装置 Ceased WO2018131595A1 (ja)

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JP6593354B2 (ja) 2019-10-23
US11891034B2 (en) 2024-02-06

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