JP2009252032A - Vehicular collision avoidance support apparatus - Google Patents
Vehicular collision avoidance support apparatus Download PDFInfo
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Abstract
Description
本発明は、自車の周囲の物体を検知する物体検知手段と、前記物体検知手段により検知された物体および自車の相対速度から対向車を判定する対向車判定手段と、前記物体検知手段の出力に基づいて対向車進路を予測する対向車進路予測手段と、予測された自車進路および対向車進路に基づいて自車および対向車の接触可能性を判定し、接触可能性が高いと判定されたときに接触回避支援を行う接触回避支援手段とを備えた車両の接触回避支援装置に関する。 The present invention includes an object detection unit that detects an object around the host vehicle, an oncoming vehicle determination unit that determines an oncoming vehicle from the object detected by the object detection unit and the relative speed of the host vehicle, and the object detection unit. Oncoming vehicle route prediction means that predicts the oncoming vehicle route based on the output, and determines the possibility of contact between the own vehicle and the oncoming vehicle based on the predicted own vehicle route and the oncoming vehicle route, and determines that the contact possibility is high The present invention relates to a vehicle contact avoidance support device including contact avoidance support means for performing contact avoidance support when the operation is performed.
自車と障害物との接触を回避し、あるいは接触した場合の被害を軽減する技術として、レーダー装置やテレビカメラのようなセンサを用いて障害物を検知し、自車の車速およびヨーレート等の車両運動状態から自車の進路を予測し、前記センサで検知した障害物の運動状態から障害物の進路を予測し、自車および障害物が接触する可能性が高い場合に運転者に自発的な接触回避操作を促す警報を発し、運転者の回避操作が行われない場合にステアリングアクチュエータを駆動して接触回避支援を行うものが知られている。 As a technology that avoids contact between the vehicle and obstacles or reduces damage caused by contact, obstacles are detected using sensors such as radar devices and TV cameras, and the vehicle speed and yaw rate of the vehicle are detected. Voluntary to the driver when there is a high possibility that the vehicle and the obstacle come into contact with each other by predicting the course of the vehicle from the vehicle movement state and predicting the course of the obstacle from the movement state of the obstacle detected by the sensor. It is known that a warning for prompting a contact avoidance operation is issued, and when a driver avoidance operation is not performed, a steering actuator is driven to perform contact avoidance support.
また自車を基準とする対向車の相対位置の時間変化から対向車の予測進路を推定し、自車の予測進路と対向車の予測進路とが干渉する場合に接触回避支援を行うものが、下記特許文献１により公知である。
しかしながら上記従来のものは、自車が検知した対向車の相対位置の時間変化から対向車の予測進路を推定するため、道路が直線路あるいは単純なカーブ路の場合には対向車の予測進路を必要な精度で推定できるが、道路形状が複雑な場合には対向車の予測進路を精度良く推定することが難しく、接触可能性の判定精度が低下する可能性があった。 However, the above-mentioned conventional one estimates the predicted course of the oncoming vehicle from the time change of the relative position of the oncoming vehicle detected by the own vehicle. Therefore, when the road is a straight road or a simple curved road, the predicted course of the oncoming vehicle is determined. Although it can be estimated with the required accuracy, when the road shape is complicated, it is difficult to accurately estimate the predicted course of the oncoming vehicle, and the possibility of determining the possibility of contact may be reduced.
本発明は前述の事情に鑑みてなされたもので、自車に接近してくる対向車の進路を精度良く予測することを目的とする。 The present invention has been made in view of the above circumstances, and an object thereof is to accurately predict the course of an oncoming vehicle approaching the host vehicle.
上記目的を達成するために、請求項１に記載された発明によれば、自車の周囲の物体を検知する物体検知手段と、前記物体検知手段により検知された物体および自車の相対速度から対向車を判定する対向車判定手段と、前記物体検知手段の出力に基づいて対向車進路を予測する対向車進路予測手段と、予測された自車進路および対向車進路に基づいて自車および対向車の接触可能性を判定し、接触可能性が高いと判定されたときに接触回避支援を行う接触回避支援手段とを備えた車両の接触回避支援装置において、前記物体検知手段により検知された物体および自車の相対速度から自車の前方を走行する前走車を判定する前走車判定手段と、前記物体検知手段の出力に基づいて前記前走車の走行軌跡を求める前走車軌跡取得手段とを備え、前記対向車進路予測手段は、前記前走車判定手段で判定した前走車および前記対向車判定手段で判定した対向車のすれ違い間隔と、前記前走車軌跡取得手段で求めた前走車の走行軌跡とに基づいて、前記対向車進路を予測することを特徴とする車両の接触回避支援装置が提案される。 In order to achieve the above object, according to the invention described in claim 1, an object detection means for detecting an object around the own vehicle, an object detected by the object detection means, and a relative speed of the own vehicle. Oncoming vehicle determination means for determining an oncoming vehicle, oncoming vehicle path prediction means for predicting an oncoming vehicle path based on the output of the object detection means, and on the vehicle and oncoming based on the predicted own vehicle path and oncoming vehicle path An object detected by the object detecting means in a vehicle contact avoidance assisting device comprising a contact avoidance assisting means for determining contact possibility of a vehicle and providing contact avoidance support when it is determined that the contact possibility is high. And a preceding vehicle determination means for determining a preceding vehicle traveling in front of the own vehicle from the relative speed of the own vehicle, and obtaining a preceding vehicle locus for obtaining a traveling locus of the preceding vehicle based on an output of the object detection means With means and before The oncoming vehicle route predicting means includes the preceding vehicle determined by the preceding vehicle determining means and the passing interval of the oncoming vehicle determined by the oncoming vehicle determining means and the travel of the preceding vehicle determined by the preceding vehicle trajectory acquiring means. A vehicle contact avoidance assistance device is proposed, which predicts the oncoming vehicle course based on a trajectory.
また請求項２に記載された発明によれば、請求項１の構成に加えて、前記対向車進路予測手段は、前記前走車軌跡取得手段で求めた前走車の走行軌跡を、前記すれ違い間隔に応じて設定されたオフセット量だけ前記対向車側に移動させて前記対向車進路を予測することを特徴とする車両の接触回避支援装置が提案される。 According to the second aspect of the present invention, in addition to the configuration of the first aspect, the oncoming vehicle course prediction means uses the passing trajectory of the preceding vehicle obtained by the preceding traveling car trajectory acquisition means as the passing. A vehicle avoidance assistance device is proposed in which the oncoming vehicle path is predicted by moving the vehicle toward the oncoming vehicle by an offset amount set according to the interval.
また請求項３に記載された発明によれば、請求項１または請求項２の構成に加えて、前記すれ違い間隔が小さいほど前記接触回避支援手段が作動し難くなることを特徴とする車両の接触回避支援装置が提案される。 According to a third aspect of the present invention, in addition to the configuration of the first or second aspect, the contact avoidance assisting unit is more difficult to operate as the passing interval is smaller. An avoidance support device is proposed.
また請求項４に記載された発明によれば、請求項１〜請求項３の何れか１項の構成に加えて、前記対向車進路予測手段は、前記すれ違い間隔が所定値以下の場合、道路の幅が所定値以下の場合、あるいは道路の車線数が２車線以下の場合に、前記対向車進路を予測することを特徴とする車両の接触回避支援装置が提案される。 According to a fourth aspect of the present invention, in addition to the configuration of any one of the first to third aspects, the oncoming vehicle route prediction means is configured to provide a road when the passing interval is equal to or smaller than a predetermined value. When the width of the vehicle is less than or equal to a predetermined value, or when the number of lanes on the road is two lanes or less, a vehicle avoidance assistance device is proposed that predicts the oncoming vehicle path.
請求項１の構成によれば、前走車軌跡取得手段が物体検知手段の出力に基づいて前走車の走行軌跡を求めると、対向車進路予測手段が前走車および対向車のすれ違い間隔と前走車の走行軌跡とに基づいて対向車進路を予測するので、対向車進路を精度良く予測して接触回避支援手段による接触回避支援を効果的に行うことができる。 According to the configuration of the first aspect, when the preceding vehicle trajectory acquisition unit obtains the traveling trajectory of the preceding vehicle based on the output of the object detection unit, the oncoming vehicle course prediction unit detects the passing interval between the preceding vehicle and the oncoming vehicle. Since the oncoming vehicle path is predicted based on the travel locus of the preceding vehicle, the contact avoidance support by the contact avoidance support means can be effectively performed by accurately predicting the oncoming vehicle path.
また請求項２の構成によれば、対向車進路予測手段は、前走車軌跡取得手段で求めた前走車の走行軌跡を、すれ違い間隔に応じて設定されたオフセット量だけ対向車側に移動させて対向車進路を予測するので、簡単な演算処理で対向車進路を精度良く予測することができる。 According to the second aspect of the present invention, the oncoming vehicle route prediction means moves the traveling locus of the preceding vehicle obtained by the preceding vehicle locus acquisition means to the oncoming vehicle side by an offset amount set according to the passing interval. Since the oncoming vehicle route is predicted, the oncoming vehicle route can be accurately predicted with a simple calculation process.
また請求項３の構成によれば、すれ違い間隔が小さいときに、つまり運転者が対向車や周囲の障害物に充分に注意を払って運転を行っているときに接触回避支援手段が作動し難くなるので、接触回避支援手段が過剰に作動して運転者に違和感を与えるのを防止することができる。 According to the third aspect of the present invention, when the passing interval is small, that is, when the driver is driving while paying sufficient attention to the oncoming vehicle and surrounding obstacles, the contact avoidance support means is difficult to operate. Therefore, it is possible to prevent the contact avoidance support means from operating excessively and causing the driver to feel uncomfortable.
また請求項４の構成によれば、すれ違い間隔が所定値以下の場合、道路の幅が所定値以下の場合、あるいは道路の車線数が２車線以下の場合に、対向車進路予測手段が対向車進路を予測するので、対向車進路を精度良く予測できる場合に限って予測を行うことで、精度の低い予測が行われるのを防止することができる。 According to the fourth aspect of the present invention, when the passing interval is less than a predetermined value, when the road width is less than the predetermined value, or when the number of lanes of the road is less than 2 lanes, the oncoming vehicle course prediction means is Since the course is predicted, it is possible to prevent prediction with low accuracy by performing prediction only when the oncoming vehicle path can be predicted with high accuracy.
以下、本発明の実施の形態を添付図面に基づいて説明する。 Hereinafter, embodiments of the present invention will be described with reference to the accompanying drawings.
図１〜図７は本発明の実施の形態を示すもので、図１は接触回避支援装置のブロック図、図２は対向車の予測進路の推定手法の説明図、図３はすれ違い距離からオフセット量を検索するマップを示す図、図４は接触回避支援制御のフローチャート、図５は操舵回避量の設定方法の説明図、図６は操舵回避量から作動タイミングを検索するマップを示す図、図７はすれ違い間隔から作動タイミング補正量を検索するマップを示す図である。 1 to 7 show an embodiment of the present invention. FIG. 1 is a block diagram of a contact avoidance support device, FIG. 2 is an explanatory diagram of a method for estimating a predicted course of an oncoming vehicle, and FIG. 3 is an offset from a passing distance. FIG. 4 is a flowchart of contact avoidance support control, FIG. 5 is an explanatory diagram of a steering avoidance amount setting method, and FIG. 6 is a diagram illustrating a map for retrieving an operation timing from the steering avoidance amount. 7 is a diagram showing a map for searching for the operation timing correction amount from the passing interval.
図１に示すように、自車前方の物体（例えば対向車や前走車）を検知すべく車体前部に搭載された波レーダー装置Ｓｒは、電磁波（ミリ波）を自車前方の検知領域に送信し、その電磁波が物体に反射された反射波を受信する送受信手段１１と、送受信手段１１からの信号を処理する演算処理装置１２とで構成される。レーダー装置Ｓｒの演算処理装置１２は、物体検知手段Ｍ１と、対向車判定手段Ｍ２と、前走車判定手段Ｍ３と、前走車軌跡取得手段Ｍ４と、対向車進路予測手段Ｍ５とを備える。
As shown in FIG. 1, the wave radar device Sr mounted on the front of the vehicle body to detect an object in front of the host vehicle (for example, an oncoming vehicle or a preceding vehicle) detects an electromagnetic wave (millimeter wave) in the detection area in front of the host vehicle. The transmission / reception means 11 that receives the reflected wave reflected by the object and the
レーダー装置Ｓｒの演算処理装置１２の対向車進路予測手段Ｍ５に接続された電子制御ユニットよりなる接触回避制御手段Ｕは、自車が対向車と接触する可能性があると判定したとき、その接触を回避し、あるいは接触の被害を軽減すべく、ブレーキアクチュエータ１３、ステアリングアクチュエータ１４およびアラーム装置１５の作動を制御する。
When the contact avoidance control means U comprising an electronic control unit connected to the oncoming vehicle course prediction means M5 of the
レーダー装置Ｓｒの送受信手段１１が車体前方に電磁波（ミリ波）を送信し、その電磁波が物体に反射された反射波を受信することで、物体検知手段Ｍ１は前記物体の距離、方向および相対速度を算出する。レーダー装置Ｓｒが検知する物体には、自車の前方から逆方向に走行してくる対向車と、自車の前方を同方向に走行する前走車と、移動しない路側物とがあるが、対向車判定手段Ｍ２は自車に対する相対速度が自車の車速よりも所定値を超えて大きい物体を対向車と判定し、前走車判定手段Ｍ３は自車に対する相対速度が自車の車速よりも所定値を超えて小さい物体を前走車と判定する。移動しない路側物は、自車に対する相対速度が自車の車速に一致するため、対向車および前走車と識別することができる。 When the transmission / reception means 11 of the radar device Sr transmits an electromagnetic wave (millimeter wave) in front of the vehicle body and receives the reflected wave reflected by the object, the object detection means M1 detects the distance, direction and relative speed of the object. Is calculated. The objects detected by the radar device Sr include an oncoming vehicle that runs in the opposite direction from the front of the host vehicle, a forward vehicle that runs in the same direction in front of the host vehicle, and a roadside object that does not move. The oncoming vehicle determination means M2 determines that an object whose relative speed with respect to the own vehicle is larger than the vehicle speed of the own vehicle is greater than a predetermined value is an oncoming vehicle, and the preceding vehicle determination means M3 has a relative speed with respect to the own vehicle that is higher than the vehicle speed of the own vehicle. Also, a small object exceeding the predetermined value is determined as the preceding vehicle. A roadside object that does not move can be distinguished from an oncoming vehicle and a preceding vehicle because the relative speed to the host vehicle matches the vehicle speed of the host vehicle.
図２に示すように、前走車軌跡取得手段Ｍ４は、物体検知手段Ｍ１で検知した前走車Ｖｃの距離、方向および相対速度から、前走車Ｖｃの走行軌跡を算出する。対向車進路予測手段Ｍ５は、前走車Ｖｃおよび対向車Ｖｂがすれ違うときの、つまり前走車Ｖｃおよび対向車Ｖｂの自車Ｖａからの距離が一致したときのすれ違い間隔Ｌを算出し、このすれ違い間隔Ｌを図３のマップに適用してオフセット量Ｏを検索する。そして対向車進路予測手段Ｍ５は、前走車Ｖｃの走行軌跡を前記オフセット量Ｏだけ対向車Ｖｂ側に平行移動させたものを、対向車Ｖｂの予測進路として推定する。 As shown in FIG. 2, the preceding vehicle trajectory acquisition unit M4 calculates the traveling trajectory of the preceding vehicle Vc from the distance, direction, and relative speed of the preceding vehicle Vc detected by the object detection unit M1. The oncoming vehicle course prediction means M5 calculates a passing interval L when the preceding vehicle Vc and the oncoming vehicle Vb pass each other, that is, when the distance between the preceding vehicle Vc and the oncoming vehicle Vb from the own vehicle Va coincides, The offset amount O is searched by applying the passing interval L to the map of FIG. Then, the oncoming vehicle course prediction means M5 estimates a predicted course of the oncoming vehicle Vb that is obtained by translating the travel locus of the preceding vehicle Vc by the offset amount O toward the oncoming vehicle Vb.
このように、前走車Ｖｃの走行軌跡をすれ違い間隔Ｌに応じて設定されたオフセット量Ｏだけ対向車側に移動させて対向車進路を予測するので、簡単な演算処理で対向車進路を精度良く予測することができる。 Thus, the oncoming vehicle path is predicted by moving the traveling locus of the preceding vehicle Vc to the oncoming vehicle side by the offset amount O set according to the passing interval L. Can be predicted well.
図３から明らかなように、オフセット量Ｏはすれ違い間隔Ｌが所定値Ｌ０以上のときは一定値に保持されるが、Ｌ０未満になると前記所定値から次第に減少するように設定される。その理由は、自車Ｖａは前走車Ｖｃの走行軌跡上を走行すると考えられるので、前走車Ｖｃと対向車Ｖｂとが所定値Ｌ０未満の小さいすれ違い間隔Ｌですれ違うときは、対向車Ｖｂの予測進路は前走車Ｖｃの走行軌跡に近くなるからである。すれ違い間隔Ｌが所定値Ｌ０を超えると、オフセット量Ｏが一定値に保持される理由は、道路の車線幅には上限があるので、すれ違い間隔Ｌが所定値Ｌ０を超えて大きくなっても、対向車Ｖｂの予測進路が前走車Ｖｃの走行軌跡から極端に遠くなることはないからである。 As is apparent from FIG. 3, the offset amount O is maintained at a constant value when the passing interval L is equal to or greater than the predetermined value L0, but is set to gradually decrease from the predetermined value when it is less than L0. The reason for this is that the host vehicle Va is considered to travel on the traveling locus of the preceding vehicle Vc, so when the preceding vehicle Vc and the oncoming vehicle Vb pass each other at a small passing interval L less than a predetermined value L0, the oncoming vehicle Vb This is because the predicted course is close to the traveling locus of the preceding vehicle Vc. When the passing interval L exceeds the predetermined value L0, the reason why the offset amount O is maintained at a constant value is that the road lane width has an upper limit, so even if the passing interval L exceeds the predetermined value L0, This is because the predicted course of the oncoming vehicle Vb is not extremely far from the traveling locus of the preceding vehicle Vc.
図１に戻り、接触回避支援手段Ｕは、自車Ｖａの車速およびヨーレートから自車Ｖａの進路を予測し、対向車進路予測手段Ｍ５で予測した対向車Ｖｂの予測進路と自車Ｖａの予測進路とを比較し、それらが干渉するときに自車Ｖａおよび対向車Ｖｂが接触する可能性があると判定し、その接触を回避し、あるいは接触の被害を軽減すべく、ブレーキアクチュエータ１３、ステアリングアクチュエータ１４およびアラーム装置１５の作動を制御する。
Returning to FIG. 1, the contact avoidance support means U predicts the course of the host vehicle Va from the vehicle speed and yaw rate of the host vehicle Va, and predicts the predicted course of the oncoming vehicle Vb and the host vehicle Va predicted by the oncoming vehicle course prediction unit M5. Comparing with the course, it is determined that there is a possibility that the own vehicle Va and the oncoming vehicle Vb will come into contact with each other, and in order to avoid the contact or reduce the damage of the contact, the
次に、自車および対向車の接触回避制御の内容を、図４のフローチャートに基づいて説明する。 Next, the content of the contact avoidance control of the own vehicle and the oncoming vehicle will be described based on the flowchart of FIG.
先ずステップＳ１で物体検知手段Ｍ１により対向車Ｖｂおよび前走車Ｖｃのような障害物を検知し、ステップＳ２で接触回避支援手段Ｕにより自車Ｖａの予測進路を算出するとともに、対向車進路予測手段Ｍ５により対向車Ｖｂの予測進路を算出する。続くステップＳ３で接触回避支援手段Ｕにより自車Ｖａおよび対向車Ｖｂが所定の余裕を有して接触を回避するために必要な操舵回避量を算出する。 First, in step S1, obstacles such as the oncoming vehicle Vb and the preceding vehicle Vc are detected by the object detection means M1, and in step S2, the predicted course of the host vehicle Va is calculated by the contact avoidance support means U, and the oncoming vehicle course prediction is performed. A predicted course of the oncoming vehicle Vb is calculated by means M5. In the following step S3, the steering avoidance amount required for avoiding contact between the own vehicle Va and the oncoming vehicle Vb with a predetermined margin is calculated by the contact avoidance support means U.
図５（Ａ）に示すように、自車Ｖａの予測進路と対向車Ｖｂの予測進路が干渉して接触が発生する可能性があるとき、図５（Ｂ）に示すように、自車Ｖａが左側に操舵して接触を回避するために必要な左操舵量と、自車Ｖａが右側に操舵して接触を回避するために必要な右操舵量とを算出する。図５（Ｂ）の場合には、左操舵量が右操舵量よりも小さいため、左操舵量が最終的な操舵回避量として選択される。 As shown in FIG. 5 (A), when there is a possibility that the predicted course of the own vehicle Va and the predicted course of the oncoming vehicle Vb interfere with each other, as shown in FIG. 5 (B), the own vehicle Va Calculates the left steering amount necessary for steering to the left side to avoid contact and the right steering amount necessary for the host vehicle Va to steer right side to avoid contact. In the case of FIG. 5B, since the left steering amount is smaller than the right steering amount, the left steering amount is selected as the final steering avoidance amount.
続くステップＳ４で操舵回避量が所定値を超えていなければ、接触の可能性が低いか、接触の可能性がなくなったと判断し、ステップＳ５で接触回避制御を停止する。前記ステップＳ４で操舵回避量が所定値を超えていれば、ステップＳ６でアラーム装置１５を作動させるタイミングである警報タイミングと、ブレーキアクチュエータ１３およびステアリングアクチュエータ１４を作動させるタイミングである接触回避タイミングとを算出する。図６から明らかなように、ブレーキアクチュエータ１３、ステアリングアクチュエータ１４およびアラーム装置１５の作動タイミングは、操舵回避量の増加に応じて増加するように設定される。
If the steering avoidance amount does not exceed the predetermined value in the subsequent step S4, it is determined that the possibility of contact is low or the possibility of contact has disappeared, and the contact avoidance control is stopped in step S5. If the steering avoidance amount exceeds the predetermined value in step S4, an alarm timing that is a timing for operating the
続くステップＳ７で警報距離（接触が予測される位置から警報を開始するまでの距離）を警報タイミングに自車Ｖａおよび対向車Ｖｂの相対速度を乗算することで算出するとともに、接触回避制御距離（接触が予測される位置から接触回避制御を開始するまでの距離）を接触回避制御タイミングに自車Ｖａおよび対向車Ｖｂの相対速度を乗算することで算出する。図６で説明したように、操舵回避量が大きいとき、つまり接触の可能性が高いときに作動タイミングが増加する。従って、前記ステップＳ７の数式のように警報距離および接触回避制御距離を決定することで、接触の可能性が高いときに接触が予測される位置から充分に手前で警報あるいは接触回避制御を開始することができる。 In the subsequent step S7, the alarm distance (distance from the position where the contact is predicted until the alarm is started) is calculated by multiplying the alarm timing by the relative speed of the host vehicle Va and the oncoming vehicle Vb, and the contact avoidance control distance ( The distance from the position where contact is predicted to the start of contact avoidance control) is calculated by multiplying the contact avoidance control timing by the relative speed of the host vehicle Va and the oncoming vehicle Vb. As described with reference to FIG. 6, the operation timing increases when the steering avoidance amount is large, that is, when the possibility of contact is high. Therefore, by determining the alarm distance and the contact avoidance control distance as in the equation of step S7, the alarm or contact avoidance control is started sufficiently before the position where the contact is predicted when the possibility of contact is high. be able to.
そしてステップＳ８で対向車Ｖｂとの相対距離が警報距離以上であればステップＳ９で警報を行わず、ステップＳ８で対向車Ｖｂとの相対距離が警報距離未満になるとステップＳ１０でアラーム装置１５を作動させ運転者に自発的な接触回避を促すべく警報を行う。更にステップＳ１１で相対距離が接触回避制御距離以上であれば、ステップＳ５で接触回避制御を行わず、ステップＳ１１で相対距離が接触回避制御距離未満になると、ステップＳ１２で接触回避に必要な目標ヨーレートを算出し、ステップＳ１３で前記目標ヨーレートを発生するようにステアリングアクチュエータ１４を作動させて接触回避制御を実行する。このときブレーキアクチュエータ１３を同時に作動させることで、接触回避効果を更に高めることができる。
If the relative distance to the oncoming vehicle Vb is greater than or equal to the warning distance in step S8, no alarm is issued in step S9. If the relative distance to the oncoming vehicle Vb is less than the warning distance in step S8, the
ステアリングアクチュエータ１４は、係数をｋとして、ｋ×自車速度×目標ヨーレートによりステアリングトルク制御量を算出し、ステアリングトルク制御量を発生するようにステアリングアクチュエータ１４をフィードフォワード制御する。あるいは実ヨーレートが目標ヨーレートに一致するように、ステアリングアクチュエータ１４をフィードバック制御しても良い。
The steering
図７に示すように、すれ違い間隔ＬがＬ１未満に減少すると作動タイミング補正量はゼロから一定値まで次第に増加し、更にすれ違い間隔ＬがＬ２未満に減少すると作動タイミング補正量は前記一定値に維持されるように設定される。この作動タイミングは、図６に示すマップから検索した作動タイミングから減算されるため、すれ違い間隔Ｌが小さいほど作動タイミングが小さくなるように補正される。その結果、すれ違い間隔Ｌが小さいほど接触が予測される位置の間近になってから警報や接触回避制御が行われるようになる。言い換えると、すれ違い間隔Ｌが小さいほど、警報や接触回避制御が行われ難くなる。 As shown in FIG. 7, when the passing interval L decreases to less than L1, the operation timing correction amount gradually increases from zero to a constant value, and when the passing interval L decreases to less than L2, the operation timing correction amount maintains the constant value. To be set. Since this operation timing is subtracted from the operation timing retrieved from the map shown in FIG. 6, the operation timing is corrected so as to decrease as the passing interval L decreases. As a result, the smaller the passing interval L is, the closer to the position where contact is predicted, and the warning and contact avoidance control are performed. In other words, the smaller the passing interval L is, the more difficult it is to perform the alarm and contact avoidance control.
その理由は、すれ違い間隔Ｌが小さい場合は、道路の幅が狭い場合や路側の障害物が多い場合であり、このような場合は運転者が対向車Ｖｂや周囲に注意を払いながら慎重に運転するため、過剰に警報や接触回避制御が行われると運転者が違和感を感じるからである。 The reason is that when the passing interval L is small, the road is narrow or there are many obstacles on the road side. In such a case, the driver should drive carefully while paying attention to the oncoming vehicle Vb and surroundings. This is because if the warning or contact avoidance control is performed excessively, the driver feels uncomfortable.
以上説明した警報や接触回避制御は、すれ違い間隔Ｌがある程度狭い場合（例えば、５ｍ以下）に限って行われる。あるいは警報や接触回避制御は、テレビカメラやナビゲーションシステムの情報から得た道路幅が狭い場合（例えば、７ｍ以下）、あるいは道路の車線数が２車線以下の場合、つまりすれ違い間隔Ｌがある程度狭いと予測される場合に限って行われる。その理由は、すれ違い間隔Ｌが広すぎると、そのすれ違い間隔Ｌに基づいて行われる対向車Ｖｂの予測進路の推定精度が低下するからである。 The alarm and contact avoidance control described above are performed only when the passing interval L is narrow to some extent (for example, 5 m or less). Alternatively, the warning or contact avoidance control is performed when the road width obtained from information of the TV camera or the navigation system is narrow (for example, 7 m or less), or when the number of lanes of the road is 2 lanes or less, that is, when the passing distance L is somewhat narrow. Only done when expected. The reason is that if the passing interval L is too wide, the estimation accuracy of the predicted course of the oncoming vehicle Vb performed based on the passing interval L is lowered.
以上、本発明の実施例を説明したが、本発明はその要旨を逸脱しない範囲で種々の設計変更を行うことが可能である。 Although the embodiments of the present invention have been described above, various design changes can be made without departing from the scope of the present invention.
例えば、実施の形態では接触回避制御に主としてステアリングアクチュエータ１４を用い、ブレーキアクチュエータ１３を補助的に用いているが、主としてブレーキアクチュエータ１３を用い、ステアリングアクチュエータ１４を補助的に用いても良く、更にブレーキアクチュエータ１３およびステアリングアクチュエータ１４を対等に用いても良い。
For example, in the embodiment, the steering
またレーダー装置Ｓｒは実施の形態のミリ波レーダー装置に限定されず、レーザーレーダー装置であっても良い。 The radar device Sr is not limited to the millimeter wave radar device of the embodiment, and may be a laser radar device.
Ｍ１ 物体検知手段
Ｍ２ 対向車判定手段
Ｍ３ 前走車判定手段
Ｍ４ 前走車軌跡取得手段
Ｍ５ 対向車進路予測手段
Ｌ すれ違い間隔
Ｏ オフセット量
Ｕ 接触回避支援手段
Ｖａ 自車
Ｖｂ 対向車
Ｖｃ 前走車
M1 Object detection means M2 Oncoming vehicle determination means M3 Forward vehicle determination means M4 Forward vehicle trajectory acquisition means M5 Oncoming vehicle track prediction means L Passing distance O Offset amount U Contact avoidance support means Va Own vehicle Vb Oncoming vehicle Vc Forward vehicle
Claims (4)
前記物体検知手段（Ｍ１）により検知された物体および自車（Ｖａ）の相対速度から対向車（Ｖｂ）を判定する対向車判定手段（Ｍ２）と、
前記物体検知手段（Ｍ１）の出力に基づいて対向車進路を予測する対向車進路予測手段（Ｍ５）と、
予測された自車進路および対向車進路に基づいて自車（Ｖａ）および対向車（Ｖｂ）の接触可能性を判定し、接触可能性が高いと判定されたときに接触回避支援を行う接触回避支援手段（Ｕ）と、
を備えた車両の接触回避支援装置において、
前記物体検知手段（Ｍ１）により検知された物体および自車（Ｖａ）の相対速度から自車（Ｖａ）の前方を走行する前走車（Ｖｃ）を判定する前走車判定手段（Ｍ３）と、前記物体検知手段（Ｍ１）の出力に基づいて前記前走車（Ｖｃ）の走行軌跡を求める前走車軌跡取得手段（Ｍ４）とを備え、
前記対向車進路予測手段（Ｍ５）は、前記前走車判定手段（Ｍ３）で判定した前走車（Ｖｃ）および前記対向車判定手段（Ｍ２）で判定した対向車（Ｖｂ）のすれ違い間隔（Ｌ）と、前記前走車軌跡取得手段（Ｍ４）で求めた前走車（Ｖｃ）の走行軌跡とに基づいて、前記対向車進路を予測することを特徴とする車両の接触回避支援装置。 An object detection means (M1) for detecting an object around the host vehicle (Va);
Oncoming vehicle determination means (M2) for determining the oncoming vehicle (Vb) from the relative speed of the object detected by the object detection means (M1) and the host vehicle (Va);
An oncoming vehicle course prediction means (M5) for predicting an oncoming vehicle course based on the output of the object detection means (M1);
Contact avoidance that determines contact possibility of own vehicle (Va) and oncoming vehicle (Vb) based on predicted own vehicle path and oncoming vehicle path, and performs contact avoidance support when it is determined that contact possibility is high Support means (U),
In a vehicle contact avoidance assistance device comprising:
A forward vehicle determination means (M3) for determining a preceding vehicle (Vc) traveling in front of the host vehicle (Va) from the relative speed of the object detected by the object detection unit (M1) and the host vehicle (Va); And a preceding vehicle trajectory acquisition means (M4) for obtaining a traveling trajectory of the preceding vehicle (Vc) based on the output of the object detection means (M1),
The oncoming vehicle course predicting means (M5) is a passing interval between the preceding vehicle (Vc) determined by the preceding vehicle determining means (M3) and the oncoming vehicle (Vb) determined by the oncoming vehicle determining means (M2) ( L) and the oncoming vehicle path are predicted on the basis of the preceding vehicle (Vc) traveling locus obtained by the preceding vehicle locus acquisition means (M4), and the vehicle avoidance assistance device for vehicles.
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