WO2023026522A1 - 自動緊急ブレーキ装置 - Google Patents
自動緊急ブレーキ装置 Download PDFInfo
- Publication number
- WO2023026522A1 WO2023026522A1 PCT/JP2022/008638 JP2022008638W WO2023026522A1 WO 2023026522 A1 WO2023026522 A1 WO 2023026522A1 JP 2022008638 W JP2022008638 W JP 2022008638W WO 2023026522 A1 WO2023026522 A1 WO 2023026522A1
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- WIPO (PCT)
- Prior art keywords
- vehicle
- satisfied
- automatic emergency
- emergency braking
- collision determination
- Prior art date
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- 230000008859 change Effects 0.000 claims abstract description 23
- 230000002123 temporal effect Effects 0.000 claims 1
- 230000002265 prevention Effects 0.000 abstract description 19
- 230000004913 activation Effects 0.000 abstract description 3
- 230000007257 malfunction Effects 0.000 description 16
- 230000006870 function Effects 0.000 description 7
- 238000000034 method Methods 0.000 description 6
- 230000008569 process Effects 0.000 description 6
- 238000006073 displacement reaction Methods 0.000 description 5
- 238000010586 diagram Methods 0.000 description 3
- 230000015654 memory Effects 0.000 description 3
- 230000003111 delayed effect Effects 0.000 description 2
- 238000005259 measurement Methods 0.000 description 2
- 230000003213 activating effect Effects 0.000 description 1
- 230000000694 effects Effects 0.000 description 1
- 230000006872 improvement Effects 0.000 description 1
- 238000012986 modification Methods 0.000 description 1
- 230000004048 modification Effects 0.000 description 1
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Classifications
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- 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
- B60T8/17—Using electrical or electronic regulation means to control braking
- B60T8/1755—Brake regulation specially adapted to control the stability of the vehicle, e.g. taking into account yaw rate or transverse acceleration in a curve
- B60T8/17558—Brake regulation specially adapted to control the stability of the vehicle, e.g. taking into account yaw rate or transverse acceleration in a curve specially adapted for collision avoidance or collision mitigation
-
- 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
- B60W30/095—Predicting travel path or likelihood of collision
- B60W30/0956—Predicting travel path or likelihood of collision the prediction being responsive to traffic or environmental parameters
-
- 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
- B60W30/18154—Approaching an intersection
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- 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
-
- 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
-
- 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
- B60T2210/32—Vehicle surroundings
-
- 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
- B60T2220/00—Monitoring, detecting driver behaviour; Signalling thereof; Counteracting thereof
- B60T2220/03—Driver counter-steering; Avoidance of conflicts with ESP control
-
- 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
- B60T2250/03—Vehicle yaw rate
-
- 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
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- G—PHYSICS
- G01—MEASURING; TESTING
- G01S—RADIO DIRECTION-FINDING; RADIO NAVIGATION; DETERMINING DISTANCE OR VELOCITY BY USE OF RADIO WAVES; LOCATING OR PRESENCE-DETECTING BY USE OF THE REFLECTION OR RERADIATION OF RADIO WAVES; ANALOGOUS ARRANGEMENTS USING OTHER WAVES
- G01S17/00—Systems using the reflection or reradiation of electromagnetic waves other than radio waves, e.g. lidar systems
- G01S17/88—Lidar systems specially adapted for specific applications
- G01S17/93—Lidar systems specially adapted for specific applications for anti-collision purposes
- G01S17/931—Lidar systems specially adapted for specific applications for anti-collision purposes of land vehicles
-
- G—PHYSICS
- G01—MEASURING; TESTING
- G01S—RADIO DIRECTION-FINDING; RADIO NAVIGATION; DETERMINING DISTANCE OR VELOCITY BY USE OF RADIO WAVES; LOCATING OR PRESENCE-DETECTING BY USE OF THE REFLECTION OR RERADIATION OF RADIO WAVES; ANALOGOUS ARRANGEMENTS USING OTHER WAVES
- G01S13/00—Systems using the reflection or reradiation of radio waves, e.g. radar systems; Analogous systems using reflection or reradiation of waves whose nature or wavelength is irrelevant or unspecified
- G01S13/88—Radar or analogous systems specially adapted for specific applications
- G01S13/93—Radar or analogous systems specially adapted for specific applications for anti-collision purposes
- G01S13/931—Radar or analogous systems specially adapted for specific applications for anti-collision purposes of land vehicles
- G01S2013/9323—Alternative operation using light waves
-
- G—PHYSICS
- G01—MEASURING; TESTING
- G01S—RADIO DIRECTION-FINDING; RADIO NAVIGATION; DETERMINING DISTANCE OR VELOCITY BY USE OF RADIO WAVES; LOCATING OR PRESENCE-DETECTING BY USE OF THE REFLECTION OR RERADIATION OF RADIO WAVES; ANALOGOUS ARRANGEMENTS USING OTHER WAVES
- G01S13/00—Systems using the reflection or reradiation of radio waves, e.g. radar systems; Analogous systems using reflection or reradiation of waves whose nature or wavelength is irrelevant or unspecified
- G01S13/88—Radar or analogous systems specially adapted for specific applications
- G01S13/93—Radar or analogous systems specially adapted for specific applications for anti-collision purposes
- G01S13/931—Radar or analogous systems specially adapted for specific applications for anti-collision purposes of land vehicles
- G01S2013/9327—Sensor installation details
- G01S2013/93271—Sensor installation details in the front of the vehicles
Definitions
- the present invention relates to an automatic emergency braking system.
- Patent document 1 considers the relative speed of the oncoming vehicle to the own vehicle and the shape of the road, sets the position where the own vehicle should stop without colliding with the oncoming vehicle as a "virtual wall", and operates the automatic emergency brake.
- a vehicle travel control device that allows
- the automatic emergency braking system determines whether or not to apply the brakes according to the collision determination result between the vehicle and the oncoming vehicle.
- the automatic emergency braking system executes the collision determination too early, there is a high possibility that the brake will be erroneously operated even when the brake is not required to be operated.
- the automatic emergency braking device does not perform the collision determination early in order to prevent this malfunction, there is a high possibility that the braking will be delayed.
- the vehicle running control device disclosed in Patent Document 1 only performs collision determination based on the relationship between the position and speed of the oncoming vehicle and the course of the own vehicle, and aims to achieve both delay prevention and malfunction prevention of automatic emergency braking. There is room for improvement.
- the automatic emergency braking system of the present invention includes a collision determination unit that determines whether or not there is a possibility of a collision between the own vehicle and an oncoming vehicle; and an execution timing changing unit for changing the execution timing of the collision determination, wherein the execution timing changing unit is adapted to prevent the vehicle from entering the oncoming lane. and a judgment unit for judging whether or not a prediction condition indicating that the collision is predicted to be satisfied is established; and a setting unit for setting.
- an automatic emergency braking system capable of achieving both delay prevention and malfunction prevention of automatic emergency braking when entering an oncoming lane.
- FIG. 1 is a diagram showing a functional configuration of a vehicle equipped with the automatic emergency braking system of Embodiment 1;
- FIG. FIG. 2 is a flowchart showing processing of the automatic emergency braking system shown in FIG. 1;
- FIG. FIG. 3 is a view for explaining collision determination performed in step S108 shown in FIG. 2;
- FIG. 9 is a flowchart showing processing of the automatic emergency braking system of the second embodiment;
- FIG. 1 is a diagram showing the functional configuration of a vehicle 1 equipped with an automatic emergency braking system 12 of Embodiment 1. As shown in FIG.
- the vehicle 1 is a vehicle equipped with an automatic emergency braking device 12.
- a vehicle 1 of the present embodiment is a vehicle equipped with an advanced driving assistance system (ADAS) that assists the driving of a driver.
- the vehicle 1 may be a vehicle equipped with an automatic driving system (ADS) that realizes autonomous driving.
- ADS automatic driving system
- the vehicle 1 in order to clarify that the vehicle 1 is different from other vehicles, the vehicle 1 may be referred to as the own vehicle.
- the vehicle 1 includes a navigation device 2, a direction indicator 3, a traveling lane sensor 4, an oncoming vehicle sensor 5, a steering angle sensor 6, a vehicle speed sensor 7, a driving support control device 10, and a vehicle motion control device ( VMC) 20 and a brake actuator 30 .
- the navigation device 2 includes a GNSS receiver that acquires position information of the vehicle 1.
- the navigation device 2 includes a storage device that stores map information including road information such as lanes and intersections, and also stores travel history information of the vehicle 1 including past travel route information.
- the direction indicator 3 notifies information for notifying that the vehicle 1 will turn left or right.
- a steering angle sensor 6 detects the steering angle of the vehicle 1 .
- a vehicle speed sensor 7 detects the vehicle speed of the vehicle 1 .
- the driving lane sensor 4 is composed of a monocular camera, a stereo camera, or the like, and recognizes the driving lane of the vehicle 1.
- the travel lane sensor 4 can measure the yaw angle of the vehicle 1 with respect to the travel lane of the vehicle 1 (rotational angle of the vehicle 1 about an axis extending in the vertical direction of the vehicle 1).
- the yaw angle of the vehicle 1 with respect to the driving lane of the vehicle 1 may be measured by the automatic emergency braking device 12 or the driving support control device 10 based on the driving lane information of the vehicle 1 recognized by the driving lane sensor 4 .
- the oncoming vehicle sensor 5 is composed of a radar, lidar, stereo camera, or the like, and recognizes oncoming vehicles and oncoming lanes.
- the oncoming vehicle sensor 5 measures the relative distance and relative speed between the vehicle 1 and the oncoming vehicle.
- the relative distance and relative speed between the vehicle 1 and the oncoming vehicle may be measured by the automatic emergency braking device 12 or the driving support control device 10 based on information on the oncoming vehicle and the oncoming lane recognized by the oncoming vehicle sensor 5. .
- the driving support control device 10 is a controller that controls each component of an advanced driving support system (ADAS).
- the driving assistance control device 10 includes a processor and memory, and the processor executes programs stored in the memory to realize various ADAS functions.
- the driving support control device 10 includes a route estimation section 11 and an automatic emergency braking device (AEB) 12 .
- the driving support control device 10 may include an inter-vehicle distance control device (ACC), a lane departure prevention support system (LKAS), or the like.
- the route estimation unit 11 estimates the route along which the vehicle 1 travels based on the steering angle of the vehicle 1 detected by the steering angle sensor 6 and the vehicle speed of the vehicle 1 detected by the vehicle speed sensor 7 .
- the course estimation unit 11 outputs information on the estimated course of the vehicle 1 (hereinafter also referred to as “estimated course”) to the collision determination unit 13 .
- the course estimation unit 11 may be included in the automatic emergency braking device 12 .
- the automatic emergency braking device 12 is a device that automatically activates the brakes to avoid a collision between the vehicle 1 and surrounding objects, based on the state of the vehicle 1 during travel and the surrounding environment of the vehicle 1 .
- the automatic emergency braking system 12 is designed to prevent the vehicle 1 and the oncoming vehicle when the vehicle 1 enters an oncoming lane, such as when turning right at an intersection with left-hand traffic or when turning left at an intersection with right-hand traffic. Activate automatic emergency braking to avoid collision with
- the automatic emergency braking device 12 includes a collision determination unit 13, a brake control unit 14, and an execution timing change unit 15.
- the collision determination unit 13 performs collision determination to determine whether there is a possibility of collision between the vehicle 1 and an oncoming vehicle. Specifically, the collision determination unit 13 acquires the steering angle of the vehicle 1 detected by the steering angle sensor 6 . The collision determination unit 13 acquires the vehicle speed of the vehicle 1 detected by the vehicle speed sensor 7 . The collision determination unit 13 acquires information on the estimated course of the vehicle 1 estimated by the course estimation unit 11 . The collision determination unit 13 acquires the relative distance and relative speed to the oncoming vehicle measured by the oncoming vehicle sensor 5 . The collision determination unit 13 can acquire the yaw angle of the vehicle 1 with respect to the travel lane of the vehicle 1 measured by the travel lane sensor 4 .
- the collision determination unit 13 performs an entry determination to determine whether or not an entry condition indicating that the vehicle 1 enters the oncoming lane is satisfied based on the acquired steering angle, yaw angle, or the like of the vehicle 1 . When the entry condition is satisfied, the collision determination unit 13 performs a collision determination based on the obtained estimated course of the vehicle 1 and the relative distance and relative speed to the oncoming vehicle. Details of the collision determination will be described later with reference to FIG.
- the execution timing changing unit 15 changes the execution timing of the collision determination by the collision determination unit 13 from the normal case when the prediction condition is not satisfied. change sooner rather than later.
- the execution timing changing unit 15 includes a determination unit 16 that determines whether or not a prediction condition indicating that the vehicle 1 is predicted to enter the oncoming lane is satisfied, and a collision determination unit 16 according to the determination result of the determination unit 16. and a setting unit 17 for changing the execution time.
- the prediction conditions are (A) that the vehicle 1 will enter the intersection, (B) that the direction indicator 3 of the vehicle 1 will give advance notice that the vehicle 1 will enter the opposite lane, and (C) that the vehicle 1 will be traveling in the opposite lane. and (D) the vehicle 1 has a travel history of entering an oncoming lane from the travel lane of the vehicle 1 .
- the execution time changing unit 15 acquires the position information of the vehicle 1 acquired by the navigation device 2 and the map information and travel history information stored in the navigation device 2 .
- the execution time changing unit 15 acquires information that the vehicle 1 is informed by the direction indicator 3 and that the vehicle 1 is to turn left or right.
- the execution time change unit 15 acquires information on the driving lane recognized by the driving lane sensor 4 .
- the determination unit 16 determines whether or not the prediction condition is satisfied based on the acquired information. For example, if the condition is (A), the determination unit 16 can determine whether or not the condition (A) is satisfied based on the position information of the vehicle 1 and the map information. If the condition is (B), the determination unit 16 can determine whether or not the condition (B) is satisfied based on the advance notice information of the right or left turn. If the condition is (C), the determination unit 16 can determine whether or not the condition (C) is satisfied based on the information on the driving lane of the vehicle 1 or the positional information and the map information. If the condition is (D), the determination unit 16 can determine whether the condition (D) is satisfied based on the position information, map information, and travel history information of the vehicle 1 .
- the determination unit 16 may determine that the prediction condition is satisfied even when only the condition (B) among the conditions (A) to (D) is satisfied and the other conditions are not satisfied.
- the determination unit 16 may determine that the prediction condition is satisfied when two or more of the conditions (A) to (D) other than the condition (B) are satisfied. Since the condition (B) has a higher probability that the vehicle 1 will enter the oncoming lane than the other conditions, the determination unit 16 determines that the prediction condition is satisfied when the condition (B) is satisfied alone. be able to.
- the determination unit 16 outputs to the setting unit 17 a determination result as to whether or not the prediction condition is satisfied.
- the setting unit 17 sets the execution timing of the collision determination to a predetermined normal timing.
- the setting unit 17 sets the execution timing of the collision determination earlier than usual.
- the setting unit 17 can change the execution timing of collision determination according to the determination result of the determination unit 16 .
- the setting unit 17 changes the execution timing of collision determination by changing the threshold value set in the collision determination unit 13 .
- the threshold set in the collision determination unit 13 is a threshold for distinguishing whether or not the above entry condition is satisfied. That is, the execution timing change unit 15 changes the execution timing of the collision determination by changing the threshold value that determines whether the vehicle 1 is entering the oncoming lane.
- the threshold values are (1) the steering angle of the vehicle 1, (2) the change in the steering angle over time, (3) the yaw angle of the vehicle 1 with respect to the driving lane of the vehicle 1, and (4) the change in the yaw angle over time.
- the entry conditions are (1) that the steering angle of the vehicle 1 is greater than the threshold in the oncoming lane, (2) that the change in the steering angle over time is greater than the threshold in the oncoming lane, and (3) that the vehicle 1 is traveling in the lane. At least one of (4) the yaw angle of the vehicle 1 being greater than the threshold toward the oncoming lane, and (4) the time change of the yaw angle being greater than the threshold toward the oncoming lane.
- the setting unit 17 sets a predetermined normal first threshold in the collision determination unit 13 as the threshold.
- the setting unit 17 sets a predetermined special second threshold in the collision determination unit 13 as the threshold.
- the second threshold is a value that makes it easier to distinguish when the vehicle 1 enters the oncoming lane than the first threshold.
- the collision determination unit 13 determines whether or not the entry condition is satisfied based on the threshold (first threshold or second threshold) set by the setting unit 17 .
- the collision determination unit 13 executes collision determination when the entry condition is satisfied.
- the collision determination unit 13 suspends execution of the collision determination when the entry condition is not satisfied.
- the threshold is (1) a predetermined value ⁇ h for the steering angle ⁇ of the vehicle 1, and the entry condition is (1) that the steering angle ⁇ of the vehicle 1 is greater than the threshold ⁇ h toward the oncoming lane. Described as being adopted.
- the setting unit 17 sets the normal first threshold value ⁇ h1 in the collision determination unit 13 as the threshold value ⁇ h when the prediction condition is not satisfied.
- the setting unit 17 sets a special second threshold value ⁇ h2 in the collision determination unit 13 as the threshold value ⁇ h when the prediction condition is satisfied.
- the second threshold ⁇ h2 is smaller than the first threshold ⁇ h1.
- the collision determination unit 13 determines that the vehicle 1 will enter the oncoming lane (the entry condition is satisfied) from a stage where the steering angle ⁇ of the vehicle 1 is small. Collision determination is executed from a stage where the angle ⁇ is small. That is, when the prediction condition is satisfied, the collision determination unit 13 executes the collision determination earlier than when the prediction condition is not satisfied. In other words, the execution timing change unit 15 changes the execution timing of the collision determination earlier when the prediction condition is satisfied than when the prediction condition is not satisfied. If the first threshold value ⁇ h1 is a normal value, the second threshold value ⁇ h2 can be said to be a value on the early execution side of the collision determination than the first threshold value ⁇ h1.
- the brake control unit 14 operates the automatic emergency brake of the vehicle 1 according to the collision determination result of the collision determination unit 13 .
- the brake control unit 14 calculates the time required for the vehicle 1 to collide with the oncoming vehicle (hereinafter also referred to as "collision time TTC") when the collision determination determines that there is a possibility of collision.
- the brake control unit 14 determines whether or not to operate the automatic emergency brake based on the calculated collision time TTC.
- the brake control unit 14 calculates the deceleration required for the vehicle 1 to avoid a collision with an oncoming vehicle when activating the automatic emergency brake.
- the brake control unit 14 generates a braking command, which is a control command for operating the automatic emergency brake, according to the calculated deceleration, and outputs the braking command to the vehicle motion control device 20 .
- the vehicle motion control device 20 controls the motion of the vehicle 1 according to the control command output from the driving support control device 10.
- the vehicle motion control device 20 includes a brake actuator control section 21 that controls the brake actuator 30 .
- the brake actuator control unit 21 generates a drive control command for controlling the drive of the brake actuator 30 according to the braking command output from the brake control unit 14 of the automatic emergency braking device 12 and outputs the drive control command to the brake actuator 30 .
- the brake actuator 30 includes a drive control device 31 that controls driving of each actuator that constitutes the brake actuator 30 .
- the drive control device 31 drives each actuator according to a drive control command output from the brake actuator control section 21 of the vehicle motion control device 20 . As a result, the automatic emergency braking of the vehicle 1 is activated.
- FIG. 2 is a flow chart showing the processing of the automatic emergency braking device 12 shown in FIG.
- FIG. 3 is a diagram for explaining the collision determination performed in step S108 shown in FIG.
- FIG. 2 a vehicle 1 traveling on a left-hand main road with relatively heavy traffic turns right at an intersection one or two intersections ahead while traveling in a lane that can turn right (for example, a right-turn lane). It shows an example of a case where The automatic emergency braking device 12 executes the process shown in FIG. 2 at predetermined intervals (eg, 50 ms).
- the automatic emergency braking device 12 acquires each information of the navigation device 2, the direction indicator 3, and the driving lane sensor 4. Specifically, the automatic emergency braking device 12 acquires the position information, map information, and travel history information of the vehicle 1 from the navigation device 2 . The automatic emergency braking device 12 acquires information from the direction indicator 3 that gives an advance notice of a right or left turn of the vehicle 1 . The automatic emergency braking device 12 acquires the information on the driving lane of the vehicle 1 from the driving lane sensor 4 .
- the automatic emergency braking device 12 acquires information on the state of the vehicle 1 and the oncoming vehicle sensor 5. Specifically, the automatic emergency braking device 12 acquires the steering angle of the vehicle 1 from the steering angle sensor 6 and acquires the vehicle speed of the vehicle 1 from the vehicle speed sensor 7 as the state of the vehicle 1 . The automatic emergency braking device 12 acquires information on the oncoming vehicle and the oncoming lane, as well as the relative distance and relative speed between the vehicle 1 and the oncoming vehicle from the oncoming vehicle sensor 5 .
- step S ⁇ b>103 the automatic emergency braking device 12 acquires information on the estimated course of the vehicle 1 by the course estimation unit 11 .
- the automatic emergency braking device 12 determines whether or not the prediction condition is satisfied.
- the automatic emergency brake device 12 proceeds to step S106 when the prediction condition is satisfied.
- the automatic emergency brake device 12 proceeds to step S105.
- step S105 the automatic emergency braking device 12 sets the normal first threshold ⁇ h1 as the threshold ⁇ h for distinguishing whether or not the vehicle 1 is entering the oncoming lane. After that, the automatic emergency braking device 12 proceeds to step S107.
- step S106 the automatic emergency braking device 12 sets a second threshold ⁇ h2 smaller than the first threshold ⁇ h1 as the threshold ⁇ h for distinguishing whether the vehicle 1 is entering the oncoming lane.
- step S107 the automatic emergency braking device 12 determines whether or not the steering angle ⁇ of the vehicle 1 is greater than the threshold ⁇ h toward the oncoming lane. That is, the automatic emergency braking device 12 determines whether or not the entry condition is satisfied. When the entry condition is satisfied, the automatic emergency braking device 12 proceeds to step S108 to execute collision determination. If the entry condition is not met, the automatic emergency braking device 12 terminates the process shown in FIG. 2 to suspend the execution of the collision determination.
- step S108 the automatic emergency braking device 12 determines the possibility of collision between the vehicle 1 and the oncoming vehicle based on the obtained information on the estimated course of the vehicle 1 and the relative distance and relative speed between the vehicle 1 and the oncoming vehicle. It is determined whether or not there is That is, the automatic emergency braking device 12 executes collision determination.
- the vehicle 1 is traveling in the driving lane L1 at the vehicle speed V1 and is about to turn right at the intersection along the estimated course P.
- An oncoming vehicle is traveling in the oncoming lane L2 at a vehicle speed V2 and is located in front of the intersection.
- Vrel be the relative speed between the vehicle 1 and the oncoming vehicle.
- the position Pa is the intersection of the estimated course P of the vehicle 1 and the center line Lc, which is the boundary line between the traveling lane L1 and the oncoming lane L2.
- a position Pa indicates the entry position of the vehicle 1 into the oncoming lane L2.
- T be the time required for the vehicle 1 to reach the entry position Pa.
- Position Pb indicates the position of the oncoming vehicle traveling at vehicle speed V2 after time T has elapsed.
- a position Pc is an intersection point between the estimated course P of the vehicle 1 and the estimated course of the oncoming vehicle.
- Position Pc indicates a position where vehicle 1 and an oncoming vehicle are estimated to collide (hereinafter also referred to as "estimated collision position").
- the collision determination unit 13 of the automatic emergency braking device 12 defines a potential collision area X based on the estimated collision position Pc, which is the intersection of the estimated course P of the vehicle 1 and the estimated course of the oncoming vehicle.
- the potential collision area X is a margin Xa predetermined in consideration of measurement errors of various sensors provided in the vehicle 1, and a predetermined margin Xa in consideration of measurement errors of various sensors provided in the vehicle 1 and a value equivalent to the vehicle length of the oncoming vehicle. and a defined margin Xb.
- the margin Xa is a portion of the potential collision area X that extends toward the vehicle 1 from the estimated collision position Pc
- the margin Xb is a portion of the potential collision area X that extends toward the oncoming vehicle from the estimated collision position Pc. be.
- the collision determination unit 13 determines that there is a possibility of collision when the position Pb of the oncoming vehicle after the time T has elapsed is within the collision possibility area X. The collision determination unit 13 determines that there is no collision possibility when the position Pb of the oncoming vehicle at the time when the time T has elapsed does not exist within the collision possibility area X. If there is a possibility of collision, the automatic emergency braking device 12 proceeds to step S109. The automatic emergency braking device 12 terminates the processing shown in FIG. 2 to suspend the operation of the automatic emergency braking.
- step S109 the automatic emergency braking device 12 calculates the collision time TTC required until the vehicle 1 collides with the oncoming vehicle.
- step S110 the automatic emergency braking device 12 determines whether or not the calculated collision time TTC satisfies the following equation (2). 0 ⁇ TTC ⁇ Tth (2)
- the threshold Tth is a threshold for distinguishing whether or not the automatic emergency braking of the vehicle 1 is to be operated.
- the threshold Tth can be calculated from the following equation (3) using the average braking deceleration Gave at the vehicle speed V1 of the vehicle 1.
- Tth V1/(2Gave) (3)
- the threshold Tth is 1.1. [s].
- the automatic emergency braking device 12 proceeds to step S111 to activate the automatic emergency brake.
- the collision time TTC does not satisfy the expression (2), that is, when the collision time TTC is equal to or greater than the threshold value Tth, the automatic emergency braking device 12 terminates the process shown in FIG. 2 to suspend the operation of the automatic emergency brake. do.
- step S ⁇ b>112 the automatic emergency braking device 12 generates a braking command for operating the automatic emergency braking based on the calculated deceleration Gcmd, and outputs it to the vehicle motion control device 20 .
- the automatic emergency braking system 12 terminates the process shown in FIG.
- the automatic emergency braking system 12 of the first embodiment includes the collision determination unit 13 that determines whether or not there is a possibility of a collision between the vehicle 1 and an oncoming vehicle, and It includes a brake control unit 14 that activates automatic emergency braking of the vehicle 1, and an execution time change unit 15 that changes the execution time of collision determination.
- the execution timing change unit 15 includes a determination unit 16 that determines whether or not a prediction condition indicating that the vehicle 1 is predicted to enter the oncoming lane is satisfied, and a determination unit 16 that determines whether or not the prediction condition is satisfied. is set earlier than when the prediction condition is not satisfied.
- the automatic emergency braking device 12 of the first embodiment is designed to activate the automatic emergency braking when it is predicted in advance that the vehicle 1 will enter the oncoming lane, and when the collision determination determines that there is a possibility of collision.
- the activation timing can be set earlier than usual.
- the automatic emergency braking device 12 of Embodiment 1 can prevent the automatic emergency braking from being delayed even if the vehicle speed is high when the oncoming lane is predicted in advance.
- the automatic emergency braking system 12 of Embodiment 1 when the vehicle 1 is not predicted to enter the oncoming lane, sets the activation timing of the automatic emergency braking to a carefully determined normal timing to prevent malfunction.
- the automatic emergency braking device 12 of Embodiment 1 can prevent malfunctions from occurring when the oncoming lane is not predicted in advance. Therefore, the automatic emergency braking device 12 of Embodiment 1 can achieve both delay prevention and malfunction prevention of the automatic emergency braking when entering the oncoming lane.
- the execution timing changing unit 15 changes the execution timing of the collision determination by changing the threshold value that distinguishes whether the vehicle 1 is entering the oncoming lane. .
- the setting unit 17 sets the first threshold in the collision determination unit 13 as a threshold when the prediction condition is not satisfied, and when the prediction condition is satisfied, the vehicle 1 enters the oncoming lane more easily than the first threshold. 2 thresholds are set in the collision determination unit 13 as thresholds. Based on the threshold value set by the setting unit 17, the collision determination unit 13 determines whether or not an entry condition indicating that the vehicle 1 is entering the oncoming lane is satisfied. The collision determination unit 13 executes the collision determination when the entry condition is satisfied, and suspends the execution of the collision determination when the entry condition is not satisfied.
- the automatic emergency braking system 12 of the first embodiment determines whether the vehicle 1 will actually enter the oncoming lane (meeting or not meeting the entry condition). ) can be judged by stricter criteria than usual. Furthermore, the automatic emergency braking device 12 of Embodiment 1 prevents the occurrence of malfunction by determining whether the vehicle 1 actually enters the oncoming lane when the entry into the oncoming lane of the vehicle 1 is not predicted in advance. can be judged by carefully defined and usual criteria. Further, the automatic emergency braking system 12 of the first embodiment can perform collision determination and activate the automatic emergency brake when the vehicle 1 actually enters the oncoming lane.
- the execution of the collision determination can be suspended and the operation of the automatic emergency brake can be suspended. Therefore, the automatic emergency braking device 12 of Embodiment 1 can reliably activate the automatic emergency braking early in a situation where the automatic emergency braking should be activated early, and in a situation where the automatic emergency braking is unnecessary. It is possible to ensure that the automatic emergency braking is not activated when the time comes. Therefore, the automatic emergency braking device 12 of Embodiment 1 can more reliably achieve both delay prevention and malfunction prevention of the automatic emergency braking when entering the oncoming lane.
- the prediction conditions are (A) that the vehicle 1 will enter an intersection, and (B) that the direction indicator 3 of the vehicle 1 will announce that the vehicle 1 will enter the oncoming lane. (C) the lane in which the vehicle 1 is traveling is a lane for entering the oncoming lane; and (D) the vehicle 1 has a travel history of entering the oncoming lane from the lane in which the vehicle 1 is traveling. At least one.
- the automatic emergency braking system 12 of Embodiment 1 predicts that the vehicle 1 will enter the oncoming lane simply by simply processing information from the sensors and devices installed in the existing vehicle 1 and the driving support system. It can be determined whether or not Therefore, the automatic emergency braking device 12 of Embodiment 1 can easily achieve both delay prevention and malfunction prevention of the automatic emergency braking when entering the oncoming lane.
- the threshold value for distinguishing whether or not the vehicle 1 is entering the oncoming lane is (1) the steering angle of the vehicle 1, (2) the change in the steering angle over time, ( It is a predetermined value for at least one of 3) the yaw angle of the vehicle 1 with respect to the driving lane of the vehicle 1, and (4) the time change of the yaw angle.
- the entry conditions are (1) that the steering angle of the vehicle 1 is greater than the threshold in the oncoming lane, (2) that the change in the steering angle over time is greater than the threshold in the oncoming lane, and (3) that the vehicle 1 is traveling in the lane. At least one of (4) the yaw angle of the vehicle 1 being greater than the threshold toward the oncoming lane, and (4) the time change of the yaw angle being greater than the threshold toward the oncoming lane.
- the automatic emergency braking device 12 of Embodiment 1 can actually drive the vehicle 1 into the oncoming lane by simply processing information from sensors and devices installed in the existing vehicle 1 and driving support device. It is possible to determine whether Therefore, the automatic emergency braking device 12 of Embodiment 1 can easily achieve both delay prevention and malfunction prevention of the automatic emergency braking when entering the oncoming lane.
- Embodiment 2 The automatic emergency braking device 12 of Embodiment 2 will be described with reference to FIG. In the automatic emergency braking system 12 of the second embodiment, descriptions of the same configurations and operations as those of the first embodiment will be omitted.
- the configurations relating to the determination section 16 and the setting section 17 of the execution timing changing section 15 are different from those of the first embodiment.
- the determination unit 16 of the second embodiment determines whether or not a reset condition indicating that the prediction condition is reset is satisfied after the prediction condition is satisfied.
- the setting unit 17 of the second embodiment sets the first threshold in the collision determination unit 13 as a threshold for distinguishing whether or not the entry condition is satisfied when the reset condition is satisfied.
- the setting unit 17 of the second embodiment sets a second threshold in the collision determination unit 13 as a threshold for determining whether the entry condition is satisfied when the reset condition is not satisfied.
- the reset conditions are that a predetermined time or more has elapsed after the prediction condition was satisfied, that the vehicle 1 has traveled a predetermined distance or more after the prediction condition has been satisfied, and that the vehicle 1 has traveled at a predetermined speed or more after the prediction condition has been satisfied. is at least one of
- FIG. 4 is a flow chart showing the processing of the automatic emergency braking device 12 of the second embodiment.
- the automatic emergency brake device 12 performs the same processing as steps S101 to S103 shown in FIG.
- step S201 the automatic emergency braking device 12 determines whether or not the prediction condition is satisfied.
- the automatic emergency brake device 12 proceeds to step S202 when the prediction condition is satisfied.
- the automatic emergency brake device 12 proceeds to step S105.
- the automatic emergency braking device 12 determines whether or not the reset condition is satisfied. When the reset condition is satisfied, the automatic emergency brake device 12 proceeds to step S203. If the reset condition is not satisfied, the automatic emergency brake device 12 proceeds to step S106.
- step S203 the automatic emergency braking device 12 resets the establishment of the prediction condition. After that, the automatic emergency braking device 12 proceeds to step S105.
- the automatic emergency braking device 12 performs the same processing as S105 to S112 shown in FIG. After that, the automatic emergency braking system 12 terminates the process shown in FIG.
- the execution timing of the collision determination is If the condition set earlier than usual continues, the collision judgment will be executed even if the steering to correct the meandering driving is performed, and the possibility of malfunction that the automatic emergency brake will be activated is not zero. do not have.
- the setting unit 17 of the second embodiment sets the first threshold in the collision determination unit 13 when the reset condition is satisfied, and sets the second threshold in the collision determination unit 13 when the reset condition is not satisfied. set to That is, when the reset condition is met after the prediction condition is met, the execution time changing unit 15 of the second embodiment can return the execution time of the collision determination to the normal time. Therefore, the automatic emergency braking system 12 of the second embodiment can reliably prevent the occurrence of malfunction of the automatic emergency braking due to the continuation of the state in which the execution timing of the collision determination is set earlier than usual. . Therefore, the automatic emergency braking device 12 of Embodiment 2 can achieve both delay prevention and malfunction prevention of the automatic emergency braking when entering the oncoming lane. malfunction can be prevented.
- the reset conditions are that a predetermined time or more has elapsed after the prediction condition was satisfied, that the vehicle 1 has traveled a predetermined distance or more after the prediction condition was satisfied, and that the prediction condition has been satisfied. and that the vehicle 1 travels at a predetermined speed or more after establishment.
- the automatic emergency braking device 12 of the second embodiment simply processes the information from the sensors and devices installed in the existing vehicle 1 and the driving support device to determine whether or not to reset the establishment of the prediction condition. can be determined. Therefore, the automatic emergency braking device 12 of Embodiment 2 can easily prevent malfunction of the automatic emergency braking when the vehicle is not entering the oncoming lane.
- the present invention is not limited to the above-described embodiments, and includes various modifications.
- the above embodiments have been described in detail in order to explain the present invention in an easy-to-understand manner, and are not necessarily limited to those having all the configurations described.
- it is possible to replace part of the configuration of one embodiment with the configuration of another embodiment and it is also possible to add the configuration of another embodiment to the configuration of one embodiment.
- each of the above configurations, functions, processing units, processing means, etc. may be realized by hardware, for example, by designing them in integrated circuits, in part or in whole.
- each of the above configurations, functions, etc. may be realized by software by a processor interpreting and executing a program for realizing each function.
- Information such as programs, tapes, and files that implement each function can be stored in recording devices such as memories, hard disks, SSDs (solid state drives), or recording media such as IC cards, SD cards, and DVDs.
- control lines and information lines indicate what is considered necessary for explanation, and not all control lines and information lines are necessarily indicated on the product. In practice, it may be considered that almost all configurations are interconnected.
- SYMBOLS 1 Vehicle (self-vehicle), 3... Direction indicator, 12... Automatic emergency braking device, 13... Collision determination part, 14... Brake control part, 15... Execution time change part, 16... Judgment part, 17... Setting part, L1 ... driving lane, L2 ... oncoming lane
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- General Physics & Mathematics (AREA)
- Regulating Braking Force (AREA)
- Traffic Control Systems (AREA)
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Abstract
Description
上記以外の課題、構成および効果は、以下の実施形態の説明により明らかにされる。
図1~図3を用いて、実施形態1の自動緊急ブレーキ装置12について説明する。
図1は、実施形態1の自動緊急ブレーキ装置12を搭載する車両1の機能的構成を示す図である。
0<TTC<Tth …(2)
Tth=V1/(2Gave) …(3)
例えば、車両1の車速V1が11.1[m/s]であり、平均制動減速度Gaveが4.9[m/s2]である(すなわち0.5G)場合、閾値Tthは1.1[s]となる。
Gcmd=(V1×Vrel)/(2d) …(4)
図4を用いて、実施形態2の自動緊急ブレーキ装置12について説明する。実施形態2の自動緊急ブレーキ装置12において、実施形態1と同様の構成及び動作については、その説明を省略する。
なお、本発明は上記の実施形態に限定されるものではなく、様々な変形例が含まれる。例えば、上記の実施形態は本発明を分かりやすく説明するために詳細に説明したものであり、必ずしも説明した全ての構成を備えるものに限定されるものではない。また、或る実施形態の構成の一部を他の実施形態の構成に置き換えることが可能であり、また、或る実施形態の構成に他の実施形態の構成を加えることも可能である。また、各実施形態の構成の一部について、他の構成の追加・削除・置換をすることが可能である。
Claims (6)
- 自車両と対向車両との衝突可能性の有無を判定する衝突判定を実行する衝突判定部と、 前記衝突判定の判定結果に応じて前記自車両の自動緊急ブレーキを作動させるブレーキ制御部と、
前記衝突判定の実行時期を変更する実行時期変更部と、を備え、
前記実行時期変更部は、
前記自車両の対向車線への進入が予測されることを示す予測条件が成立するか否かを判定する判定部と、
前記予測条件が成立する場合、前記衝突判定の実行時期を、前記予測条件が成立しない場合よりも早い時期に設定する設定部と、を有する
ことを特徴とする自動緊急ブレーキ装置。 - 前記実行時期変更部は、前記自車両が前記対向車線に進入するか否かを区別する閾値を変更することによって、前記衝突判定の前記実行時期を変更し、
前記設定部は、
前記予測条件が成立しない場合、前記閾値として第1閾値を前記衝突判定部に設定し、
前記予測条件が成立する場合、前記第1閾値よりも前記自車両が前記対向車線に進入すると区別し易い第2閾値を、前記閾値として前記衝突判定部に設定し、
前記衝突判定部は、
前記設定部により設定された前記閾値に基づいて、前記自車両が前記対向車線に進入することを示す進入条件が成立するか否かを判定し、
前記進入条件が成立する場合、前記衝突判定を実行し、
前記進入条件が成立しない場合、前記衝突判定の実行を保留する
ことを特徴とする請求項1に記載の自動緊急ブレーキ装置。 - 前記判定部は、前記予測条件の成立をリセットすること示すリセット条件が成立するか否かを判定し、
前記設定部は、
前記リセット条件が成立する場合、前記閾値として前記第1閾値を前記衝突判定部に設定し、
前記リセット条件が成立しない場合、前記閾値として前記第2閾値を前記衝突判定部に設定する
ことを特徴とする請求項2に記載の自動緊急ブレーキ装置。 - 前記予測条件は、前記自車両が交差点に進入すること、前記自車両の方向指示器が前記対向車線への前記自車両の進入を予告すること、前記自車両の走行車線が前記対向車線への進入用の車線であること、及び、前記自車両の走行車線から前記対向車線に進入した走行履歴を前記自車両が有すること、の少なくとも1つである
ことを特徴とする請求項2に記載の自動緊急ブレーキ装置。 - 前記閾値は、前記自車両の操舵角度、前記操舵角度の時間変化、前記自車両の走行車線に対する前記自車両のヨー角、及び、前記ヨー角の時間変化、の少なくとも1つに対して予め定められた値であり、
前記進入条件は、前記操舵角度が前記閾値より前記対向車線側に大きいこと、前記操舵角度の前記時間変化が前記閾値より前記対向車線側に大きいこと、前記ヨー角が前記閾値より前記対向車線側に大きいこと、及び、前記ヨー角の前記時間変化が前記閾値より前記対向車線側に大きいこと、の少なくとも1つである
ことを特徴とする請求項2に記載の自動緊急ブレーキ装置。 - 前記リセット条件は、前記予測条件の成立後に所定時間以上経過したこと、前記予測条件の成立後に前記自車両が所定距離以上を走行したこと、及び、前記予測条件の成立後に前記自車両が所定速度以上で走行したこと、の少なくとも1つである
ことを特徴とする請求項3に記載の自動緊急ブレーキ装置。
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CN202280029048.8A CN117203106A (zh) | 2021-08-24 | 2022-03-01 | 自动紧急制动装置 |
DE112022001191.2T DE112022001191T5 (de) | 2021-08-24 | 2022-03-01 | Automatische notbremsvorrichtung |
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Citations (4)
Publication number | Priority date | Publication date | Assignee | Title |
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JP2005138748A (ja) * | 2003-11-07 | 2005-06-02 | Nissan Motor Co Ltd | 車両用走行制御装置 |
JP2009140145A (ja) * | 2007-12-05 | 2009-06-25 | Honda Motor Co Ltd | 車両の走行支援装置 |
JP2018156253A (ja) * | 2017-03-16 | 2018-10-04 | トヨタ自動車株式会社 | 衝突回避装置 |
JP2020142665A (ja) * | 2019-03-06 | 2020-09-10 | 株式会社デンソー | 運転支援装置 |
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2021
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2022
- 2022-03-01 US US18/553,273 patent/US20240174203A1/en active Pending
- 2022-03-01 WO PCT/JP2022/008638 patent/WO2023026522A1/ja active Application Filing
- 2022-03-01 DE DE112022001191.2T patent/DE112022001191T5/de active Pending
- 2022-03-01 CN CN202280029048.8A patent/CN117203106A/zh active Pending
Patent Citations (4)
Publication number | Priority date | Publication date | Assignee | Title |
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JP2005138748A (ja) * | 2003-11-07 | 2005-06-02 | Nissan Motor Co Ltd | 車両用走行制御装置 |
JP2009140145A (ja) * | 2007-12-05 | 2009-06-25 | Honda Motor Co Ltd | 車両の走行支援装置 |
JP2018156253A (ja) * | 2017-03-16 | 2018-10-04 | トヨタ自動車株式会社 | 衝突回避装置 |
JP2020142665A (ja) * | 2019-03-06 | 2020-09-10 | 株式会社デンソー | 運転支援装置 |
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