JPH07105495A - Vehicle alarm device for inter-vehicle distance - Google Patents
Vehicle alarm device for inter-vehicle distanceInfo
- Publication number
- JPH07105495A JPH07105495A JP24802593A JP24802593A JPH07105495A JP H07105495 A JPH07105495 A JP H07105495A JP 24802593 A JP24802593 A JP 24802593A JP 24802593 A JP24802593 A JP 24802593A JP H07105495 A JPH07105495 A JP H07105495A
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- Prior art keywords
- vehicle
- inter
- preceding vehicle
- distance
- warning
- 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.)
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Abstract
Description
【０００１】[0001]
【産業上の利用分野】本発明は、前方に存在する車両と
の車間距離に対する接近度の警告を行う車両用車間距離
警報装置に関する。BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an inter-vehicle distance warning device for a vehicle, which gives a warning of the degree of proximity to a vehicle in front of the vehicle.
【０００２】[0002]
【従来の技術】従来の車両用車間距離計測装置は、図９
に示すように、超音波やレーザレーダ等を使った車間距
離測定手段１を用いて先行車との距離を検出し、当該自
動車の車速を測定する車速測定手段２により自車の車速
を検出し、演算回路３で先行車との相対速度や、自車の
車速から、先行車との安全車間距離を算出し、算出され
た安全車間距離よりも検出された先行車との車間距離が
短いときには、警報装置４に出力し、運転者に適切な車
間距離を保つよう警報を与えて注意を促すようにするも
のであった。2. Description of the Related Art A conventional vehicle-to-vehicle distance measuring device is shown in FIG.
As shown in, the distance to the preceding vehicle is detected by using the inter-vehicle distance measuring means 1 using ultrasonic waves or laser radar, and the vehicle speed of the subject vehicle is detected by the vehicle speed measuring means 2 which measures the vehicle speed of the vehicle. When the safe distance between the preceding vehicle and the preceding vehicle is calculated from the relative speed with respect to the preceding vehicle or the vehicle speed of the own vehicle by the arithmetic circuit 3, when the detected safe distance between the preceding vehicle is shorter than the detected safe distance. The warning signal is output to the warning device 4 to give a warning to the driver to keep an appropriate inter-vehicle distance to call attention.
【０００３】[0003]
【発明が解決しようとする課題】このような従来の車両
用車間距離警報装置には、先行車の進行方向とくに其の
変化の履歴、傾向を検出する手段がなく、図１０に示す
ように、隣接車線から白線で区画された自車の走行車線
の前方に見えるもの（物標）は全て検出する構成になっ
ているため、直線路における先行車を検出するのには問
題がないが、道路がカーブした区間では隣の車線を走行
している先行車を、自車線を走行する先行車であると誤
って判断してしまい誤警報を出力してしまう。誤警報が
頻繁に起こると、運転者が装置を信頼しなくなり、安全
装置として役に立たなくなるおそれがある、という問題
点があった。Such a conventional vehicle-to-vehicle distance warning device has no means for detecting the traveling direction of the preceding vehicle, particularly the history and tendency of its change, and as shown in FIG. There is no problem in detecting a preceding vehicle on a straight road because it is configured to detect all objects (targets) that are visible in front of the own vehicle's traveling lane divided by white lines from adjacent lanes. In the curved section, the preceding vehicle traveling in the adjacent lane is mistakenly determined to be the preceding vehicle traveling in its own lane, and an erroneous alarm is output. If a false alarm frequently occurs, the driver may not trust the device and may not be useful as a safety device.
【０００４】このような問題点を解決する方法として、
走査型レーザレーダを用いて前方の物標の方向を検出
し、さらに自車の操舵角信号を入力し、その信号に応じ
て先行物標が先行車かどうかの判断を行ない、上記問題
点を解決することも考えられる。しかし、この方法で検
出されるのは自車が現在走行中の地点での状態であり、
先行車は既にカーブ走行中なのに自車は未だハンドルを
切っていないカーブの入り口近くや、自車はまだカーブ
走行中なのに先行車は既にカーブを抜けて直線路を走行
しているカーブの出口近くなどのでは、先行車の車線の
正確な判断はできず、誤警報を完全に防ぐことは不可能
である。As a method of solving such a problem,
The direction of the target in front is detected using the scanning laser radar, the steering angle signal of the own vehicle is further input, and it is judged whether the preceding target is the preceding vehicle or not according to the signal. It is possible to solve it. However, what is detected by this method is the state where the vehicle is currently traveling,
Near the entrance of a curve where the preceding vehicle is already on a curve but the vehicle has not yet turned the steering wheel, or near the exit of a curve where the vehicle is still on a curve and the preceding vehicle has already passed the curve and is traveling on a straight road. For example, the lane of the preceding vehicle cannot be accurately determined, and it is impossible to completely prevent false alarms.
【０００５】また、他に、前方視野をカメラで入力しそ
の画像信号から、道路形状や、先行車の検出を行なう構
成も考えられるが、現状の技術ではそれらを画像処理に
より求めることは、原価押し上げの原因となり、また夜
間には、対向車のランプによりカメラにハレーションが
生じるため、先行車検出手段としては実用困難であると
いう問題点があった。In addition, a configuration may be considered in which the front field of view is input by a camera and the road shape and the preceding vehicle are detected from the image signal, but in the current technology, it is costly to obtain them. There is a problem that it causes a push-up, and at nighttime, the camera has halation due to a lamp of an oncoming vehicle, which makes it difficult to use as a preceding vehicle detecting means.
【０００６】本発明は、従来の、上記のような問題を解
消し、前方に存在する１台または複数台の先行車両の走
行車線の判断を、それまでに、それぞれ、走行路をどの
ように変更させたかという履歴データをチェックして、
それにより、先行車両それぞれの走行状態のみならず、
複数データから得られた信頼性の高い前方車線の状況た
とえば直線が継続しているか、間もなくカーブに入る
か、間もなくカーブから出るかなどの条件をも加えて、
判断して、先行車両の接近度を算出し、必要に応じて運
転者に警報を与えることにより、正確で、誤検出のない
車両用車間距離計測装置を提供することを課題とする。The present invention solves the above-described problems of the prior art, and determines the traveling lanes of one or more preceding vehicles in front of the vehicle, and how to determine the traveling lanes by that time. Check the historical data to see if you changed it,
As a result, not only the running state of each preceding vehicle,
A reliable front lane condition obtained from multiple data, such as whether the straight line is continuing, whether it will enter the curve soon, or whether it will exit the curve soon,
An object of the present invention is to provide a vehicle-to-vehicle distance measuring apparatus that is accurate and does not cause erroneous detection by calculating the degree of approach of a preceding vehicle and giving a warning to the driver if necessary.
【０００７】[0007]
【課題を解決するための手段】上記課題を解決するため
に本発明においては、車両に搭載され車両前方に存在す
る先行車両を検知し、それらとの車間距離を計測する手
段と、自車両の走行状態を検出する手段と、検出された
上記車間距離信号から先行車両の車速またはそれとの相
対車速を算出する手段と、前記各手段からの信号に基づ
いて接近度を判断し、それが基準以上であれば警報を運
転者に与える警告手段とを備えた従来の車両用車間距離
警報装置に、さらに、検出された先行車両それぞれの自
車に対する位置ベクトルの変化の履歴から自車線に直交
する横方向移動量を算出する手段や、複数先行車の横方
向移動の履歴から前方車線の変化の状況を高い信頼性で
検出する手段を設け、これらの手段からの信号を、上記
従来の各手段からの信号に付加して、接近度の判断を行
って、判定された接近度に基づいて運転者に警報を与え
るようにした。SUMMARY OF THE INVENTION In order to solve the above-mentioned problems, in the present invention, means for detecting a preceding vehicle mounted on a vehicle and present in front of the vehicle and measuring an inter-vehicle distance therebetween, and A means for detecting a running state, a means for calculating the vehicle speed of the preceding vehicle or a relative vehicle speed to the preceding vehicle from the detected inter-vehicle distance signal, and judging the degree of approach based on the signals from the respective means, which is above the reference In that case, a conventional vehicle-to-vehicle distance warning device equipped with a warning means for giving an alarm to the driver, and further, from the history of changes in the position vector of each detected preceding vehicle with respect to the own vehicle, A means for calculating the amount of directional movement and a means for highly reliably detecting the state of change in the front lane from the history of lateral movement of a plurality of preceding vehicles are provided, and signals from these means are transmitted from each of the above conventional means. And added to the signal, it performs determination of closeness, and to give an alarm to the driver based on the determined proximity.
【０００８】[0008]
【作用】上記のような手段をとれば、たとえば自車は未
だそれまでの走行車線上を直線走行中であるのに対し、
先行車は既に曲線路を走行中であるとか、または逆に、
自車は未だ曲線路を走行中であるのに対し、先行車は既
に直線路を走行中であるなどのために、従来の装置なら
ば先行車は自車の走行車線上に存在すると誤認していた
ような場合にも、先行車それぞれの自車に対する方向変
化を含む（特に自車線に直交する横方向の）移動状態が
算出されており、また、先行車が複数存在する場合は、
それらの横方向移動データを総合して、前方車線の変化
の状況たとえばカーブの状況も的確に推定できるから、
上記のような誤認の問題は生じなくなり、車間距離警報
装置を運転者が信頼しなくなって無視する恐れもなくな
る。When the above-mentioned means is taken, for example, the own vehicle is still traveling straight on the traveling lane,
The preceding vehicle is already on a curved road, or vice versa,
Since the own vehicle is still traveling on a curved road, the preceding vehicle is already traveling on a straight road, etc. Even in such a case, the moving state including the direction change of each preceding vehicle with respect to the own vehicle (especially in the lateral direction orthogonal to the own lane) is calculated, and when there are a plurality of preceding vehicles,
By summing up those lateral movement data, it is possible to accurately estimate the state of change in the front lane, for example, the state of a curve,
The problem of misidentification as described above does not occur, and there is no fear that the driver will distrust the inter-vehicle distance warning device and ignore it.
【０００９】[0009]
【実施例】図１は本発明の実施例を示す概略構成図で、
図中、１は車間距離検出手段、２は車速検出手段、５は
先行車の方向検出手段である。３は上記各手段からの信
号により接近度を算出するための演算回路であり、この
演算結果に基づいて４の警報装置に信号を出力する。FIG. 1 is a schematic configuration diagram showing an embodiment of the present invention.
In the figure, 1 is an inter-vehicle distance detecting means, 2 is a vehicle speed detecting means, and 5 is a direction detecting means of a preceding vehicle. Reference numeral 3 is an arithmetic circuit for calculating the degree of proximity from the signals from the above means, and outputs a signal to the alarm device 4 based on the result of the arithmetic operation.
【００１０】図２に先行車の検出手段の一例を示す。１
は自車と先行車との距離を検出する車間距離検出手段
で、例えばレーザレーダ送受信器等を用いる。また３ａ
は先行車の自車に対する方向、特に横移動を検出する手
段であって、フィルタ６、集光レンズ７、ＣＣＤ素子集
合体８とにより構成されている。フィルタ６を備えるこ
とによりレーザレーダの波長の光のみを検出できる。な
お、レーザレーダの波長の光のみを検出する構成とし
て、上記フィルタの代りに、レーザレーダの走査周期と
同期するように制御するシャッタを用いて検出したり、
あるいはＣＣＤ素子で受光された後の信号を処理するこ
とによって行なうことも可能である。前記ＣＣＤ素子集
合体８はＣＣＤ素子が一次元的に又は二次元的に配列さ
れているものである。従って、レーザレーダ送受信器よ
りなる車間距離検出手段１によって先行車ＯＭ２との間
の車間距離を検出し、横移動検出手段３ａは、レーザレ
ーダ送受信器よりなる車間距離検出手段１のレーザ光に
照射された先行車ＯＭ２のリフレクタ９からの反射光を
検出するようになっている。FIG. 2 shows an example of the preceding vehicle detecting means. 1
Is an inter-vehicle distance detecting means for detecting the distance between the own vehicle and the preceding vehicle, and uses, for example, a laser radar transceiver. Also 3a
Is a means for detecting the direction of the preceding vehicle with respect to the own vehicle, particularly lateral movement, and is composed of a filter 6, a condenser lens 7, and a CCD element assembly 8. By providing the filter 6, only the light of the wavelength of the laser radar can be detected. Incidentally, as a configuration for detecting only the light of the wavelength of the laser radar, instead of the above-mentioned filter, it is detected by using a shutter that is controlled so as to be synchronized with the scanning cycle of the laser radar,
Alternatively, it can be performed by processing the signal after being received by the CCD element. The CCD element assembly 8 is one in which CCD elements are arranged one-dimensionally or two-dimensionally. Therefore, the vehicle-to-vehicle distance detecting means 1 including the laser radar transceiver detects the vehicle-to-vehicle distance to the preceding vehicle OM2, and the lateral movement detecting means 3a irradiates the laser light of the vehicle-to-vehicle distance detecting means 1 including the laser radar transceiver. The reflected light from the reflector 9 of the preceding vehicle OM2 is detected.
【００１１】図３、図４、図５は、この車両用車間距離
警報装置の処理を説明するための一連のフローチャート
で、長いために分割したものである。まず、１０１では
自車の車速、ハンドル角等に関する自車信号を入力し、
１０２ではレーザレーダ信号（上記先行車からの反射光
を指す）検出を行う。１０３では前方視界に車両がいる
かどうかを判断し、この時もしレーザ光の反射が検出さ
れず、先行車両が存在しないことになれば、１０１に戻
って上記一連の処理を繰り返し行う。また、もしレーザ
光の反射が検出され先行車両が存在することになれば１
０４に進む。１０４ではレーザレーダ信号のｎ個の入力
Ｐ１〜Ｐｎ（ｎ台の先行車の存在が想定される）と、先
行車と自車との距離Ｌと、先行車が存在する方向の角度
θとを入力し、１０５に進む。１０５では、処理するレ
ーザレーダの信号の個数をカウントし、１０６に進む。
１０６、１０７では入力されたｋ番目のレーザレーダ信
号の距離Ｌｋと角度θｋに、自車信号（車速、ハンドル
角）を用いて補正を行ない、先行車の自車に対する位置
ベクトルを算出する。以後、Ｐｎは第ｎ番目の先行車か
ら得られたレーザレーダ信号を表すと同時に、信号Ｐｎ
を与える先行車自身を示す略号としても用いる。FIGS. 3, 4, and 5 are a series of flowcharts for explaining the processing of the vehicle-to-vehicle distance warning device, which are divided for the sake of length. First, at 101, the vehicle signal regarding the vehicle speed, the steering wheel angle, etc. of the vehicle is input,
At 102, a laser radar signal (reflected light from the preceding vehicle) is detected. At 103, it is determined whether or not there is a vehicle in the front field of view. At this time, if the reflection of the laser beam is not detected and there is no preceding vehicle, the process returns to 101 and the above series of processing is repeated. Also, if the reflection of laser light is detected and a preceding vehicle is present, 1
Go to 04. At 104, the n inputs P1 to Pn of the laser radar signal (assuming the presence of n preceding vehicles), the distance L between the preceding vehicle and the host vehicle, and the angle θ in the direction in which the preceding vehicle exists are shown. Enter and proceed to 105. At 105, the number of laser radar signals to be processed is counted, and the process proceeds to 106.
At 106 and 107, the distance Lk and the angle θk of the input k-th laser radar signal are corrected using the own vehicle signal (vehicle speed, steering wheel angle), and the position vector of the preceding vehicle with respect to the own vehicle is calculated. After that, Pn represents the laser radar signal obtained from the nth preceding vehicle, and at the same time, the signal Pn
It is also used as an abbreviation indicating the preceding vehicle itself.
【００１２】次に、先行車の自車に対する位置ベクトル
の算出方法について説明する。図８に示すように、入力
された先行車の信号Ｐｋ１（Ｌ１、θ１）とｔ秒後の信
号Ｐｋ２（Ｌ２、θ２）は、それぞれ、自車を原点とし
て極座標により先行車の位置を示すベクトルであるが、
それを自車線に直交する横（Ｘ）方向移動が判り易い
Ｘ、Ｙ（Ｙは進行方向）座標に変換する。すなわち、 Ｐｋ１（Ｘ１，Ｙ１）＝Ｐｋ１（Ｌ１×ｓｉｎθ１，Ｌ
１×ｃｏｓθ１） 同様に、 Ｐｋ２（Ｘ２，Ｙ２）＝Ｐｋ２（Ｌ２×ｓｉｎθ２，Ｌ
２×ｃｏｓθ２） としてそれぞれの座標を求める。また、自車がｔ秒間で
Ｙ方向にＬＢ進んだとすると（自車の車速より算出）、
その移動量ＬＢが含まれているので、その値を考慮する
とｔ秒間の先行車のＸ方向Ｙ方向の移動量ΔＸ、ΔＹは
それぞれ、 ΔＸ＝Ｘ２−Ｘ１（横方向移動量） ΔＹ＝Ｙ２−Ｙ１＋ＬＢ となる。また、走行方向角度の変化θｋは θｋ＝ａｒｃｔａｎ（ΔＸ／ΔＹ） で算出される。Next, a method of calculating the position vector of the preceding vehicle with respect to the own vehicle will be described. As shown in FIG. 8, the input signal Pk1 (L1, θ1) of the preceding vehicle and the signal Pk2 (L2, θ2) after t seconds are vectors indicating the position of the preceding vehicle in polar coordinates with the own vehicle as the origin. In Although,
It is converted into X and Y (Y is the traveling direction) coordinates in which the movement in the lateral (X) direction orthogonal to the own lane is easy to understand. That is, Pk1 (X1, Y1) = Pk1 (L1 × sin θ1, L
1 × cos θ1) Similarly, Pk2 (X2, Y2) = Pk2 (L2 × sin θ2, L
Each coordinate is obtained as 2 × cos θ2). Further, if the own vehicle advances LB in the Y direction in t seconds (calculated from the vehicle speed of the own vehicle),
Since the movement amount LB is included, considering the value thereof, the movement amounts ΔX and ΔY of the preceding vehicle in the X direction and the Y direction for t seconds are respectively ΔX = X2-X1 (lateral movement amount) ΔY = Y2- It becomes Y1 + LB. Further, the change θk in the traveling direction angle is calculated by θk = arctan (ΔX / ΔY).
【００１３】図４は図３に示したフローチャートの続き
を示す図で、１０８ではＰｋが過去に車線判断されてい
るかどうかの判断を行い、されている場合には１０９に
進み、されていないときは１１３に進む。１０９では現
在Ｐｋが現在自車線範囲に存在するかどうかの判断を行
い、存在するならば１１０に進み、１１０では同方向に
走行か否かの判断を行い同方向に走行していると判断さ
れた場合は更に１１１に進む。１１１では、今回算出さ
れた先行車Ｐｋの進む方向θｋと前回（ｔ’秒前）に算
出されたθｋ’との比較を行い、前回も自車と同方向に
走行していたかどうかを判断し、前回も同方向に走行し
ていた場合は１１２に進み、Ｐｋは自車線上に走行して
いると判断され、Ｐｋ＝ｋ１として、図５の１２２に進
む。１１３では、Ｐｋが従来自車線走行と判断されてい
るかどうかの判断を行い、自車線走行と判断されている
ときは、１１４へ進んで、現在も自車線走行かどうかの
判断を行い、現在も自車線走行と判断されたときは１１
５に進みＰｋ＝Ｋ１とし警報対象車とする。また、１１
４で今は自車線走行ではないと判断されたときには、１
１６に進み自車はＰｋとは異なる点を走行したかどうか
を判断し、違う点を走行した場合には１１７に進み、Ｐ
ｋは他車線を走行としＰｋ＝Ｋ２とし図５の１２２に進
む。また、１１６で自車と異なる点を走行したと判断さ
れていない時には、引き続き自車線と判断して１１５に
進み警報対象車として、Ｐｋ＝ｋ１とする。１１３で従
来は他車線と判断されたものについては１１８に進み、
現在自車線内にいるかどうかを判断し、現在自車線内に
いるものについては１１９に進み、その車両の移動ベク
トルが横方向の成分があるかどうかを判断し、ある場合
には１２０に進みＰｋ＝ｋ２とし、また自車と同方向に
進んでいる場合には１２１に進みＰｋ＝ｋ１とし、車線
判断なしとしてそれぞれ１２２に進む。１２２では算出
されたＰｋのベクトルや自車との距離や自車速度から安
全車間距離Ｌｓを算出し、１２３では自車と物標との距
離ＬｋとＬｓの比較を行ない、Ｌｋ≦Ｌｓの時には１２
４に進み警報を出力し、Ｌｋ＞Ｌｓの時には１２５に進
み、Ｐｋ＝Ｋ２の時にはそのまま１２７に進む。また、
１２５でＰｋ≠ｋ２（Ｐｋ＝ｋ１）の時には、Ｐｋは警
報をすべき注意対象物と判断し、１２６に進み、Ｐｋと
の距離等を表示し運転者に注意を促すものとする。１２
７では、ｋ＝ｋ＋１にして、１２８では、カウントｋを
判断し、ｋ＝ｎの時には入力されたレーザレーダ信号ｎ
個がすべて処理されたと判断し１２９に進みｋ＝０とし
て１０１にもどる。また、ｋ＜ｎの時には１０８に戻
り、前記と同様の処理をｋ＋１番目の検出物標に対して
行なうものとする。FIG. 4 is a diagram showing a continuation of the flow chart shown in FIG. 3. In 108, it is judged whether or not Pk has been judged as a lane in the past. Goes to 113. At 109, it is determined whether the current Pk is present within the current lane range, and if it is present, the routine proceeds to 110. At 110, it is determined whether the vehicle is traveling in the same direction and it is determined that the vehicle is traveling in the same direction. If yes, go to 111. At 111, the traveling direction θk of the preceding vehicle Pk calculated this time is compared with θk 'calculated last time (t' seconds before) to determine whether or not the vehicle was traveling in the same direction as the own vehicle last time. If the vehicle was also traveling in the same direction last time, the routine proceeds to 112, where it is determined that Pk is traveling on its own lane, Pk = k1, and the routine proceeds to 122 of FIG. At 113, it is determined whether or not Pk is conventionally determined to be traveling in its own lane. When it is determined to be traveling in its own lane, the routine proceeds to 114, where it is determined whether or not the vehicle is still traveling in its own lane. 11 when it is determined that the vehicle is traveling in its own lane
Proceed to step 5 and set Pk = K1 to be the alarm target vehicle. Also, 11
When it is judged in 4 that the vehicle is not traveling in its own lane, 1
It progresses to 16 and it judges whether the own vehicle has run the point different from Pk.
For k, the vehicle is traveling in the other lane, Pk = K2, and the routine proceeds to 122 in FIG. If it is not determined at 116 that the vehicle has traveled on a different point from the own vehicle, the vehicle continues to be determined to be the own lane and the procedure proceeds to 115 where Pk = k1 is set as the alarm target vehicle. If the vehicle was previously judged to be in another lane at 113, proceed to 118,
It is determined whether or not the vehicle is currently in the own lane. If the vehicle is currently in the own lane, the process proceeds to 119. It is determined whether the movement vector of the vehicle has a lateral component. If there is, the process proceeds to 120 and Pk = K2, or if the vehicle is traveling in the same direction as the subject vehicle, proceed to 121, set Pk = k1, and proceed to 122 without lane determination. At 122, the safe inter-vehicle distance Ls is calculated from the calculated vector of Pk, the distance to the own vehicle, and the own vehicle speed, and at 123, the distances Lk and Ls between the own vehicle and the target are compared, and when Lk ≦ Ls, 12
4, an alarm is output, and when Lk> Ls, the routine proceeds to 125, and when Pk = K2, the routine proceeds to 127 as it is. Also,
When Pk ≠ k2 (Pk = k1) in 125, it is determined that Pk is an object to be alerted, and the process proceeds to 126 to display the distance from Pk and the like to alert the driver. 12
In 7, k = k + 1 is set, in 128, the count k is judged, and when k = n, the input laser radar signal n
When it is judged that all the pieces have been processed, the process proceeds to 129 and k = 0, and the process returns to 101. When k <n, the process returns to 108 and the same process as described above is performed on the (k + 1) th detected target.
【００１４】上記した車両用車間距離警報装置の処理方
法では、先行車のみならず、自車に対しても、車線変更
の履歴、経過について丹念に調べているが、実際に誤警
報問題が生じ易かったのは隣接車線を走行している先行
車がカーブにさしかかって、あたかも自車線範囲内に存
在するように見える状態になった場合である。かかる場
合だけを想定して処理すれば、そのフローチャートは図
６、図７に示すように比較的簡単になる。図６の１０１
から１０７までは図３の場合と全く同様であるから説明
を省略する。１０７までにレーザレーダにより自車に対
する先行車の位置ベクトル即ち極座標表示による位置が
検出される。位置ベクトルが検出されれば、既述のよう
にして自車を原点とし、走行方向をＹ軸、それに直角な
方向をＸ軸とする先行車の位置のＸ、Ｙ座標は容易に算
出され、さらに先行車の信号Ｐｋ１とｔ秒後の信号Ｐｋ
２との差から、自車に対する先行車のｔ秒間のＸ、Ｙ座
標の変化量すなわち移動量ΔＸ／ΔＹも算出できる。１
０８では１０６、１０７で算出された先行車Ｐｋの進む
方向と前回（ｔ’秒前）に算出された座標との比較を行
い、横移動を開始したかどうかを判断する。横移動を開
始していると判断されたときには１０９に進み、横移動
開始位置を算出し、横移動を開始していない時には１１
０に進む。１１０ではカウントｋを判断し、ｋ＝ｎの時
には入力されたレーザレーダ信号ｎ個がすべて処理され
たと判断して１１１に進む。また、ｋ＜ｎの時には１０
５に戻り、ｋ＝ｋ＋１として上記と同様の処理をｋ＋１
番目の先行車に対して行うものとする。１１１では終了
したｎ個の処理の結果から、横移動を行なった先行車の
数を確認し、横移動を行なった先行車の数が１以下の時
には１１４に進みｋ＝０とする。また、横移動を行なっ
た先行車が複数存在する時には１１２に進み、１０９で
算出された移動開始位置の比較を行ない開始位置が同一
と判断された時にはカーブが前方に存在すると判断し、
１１３でＣ（カーブ）ＦＬＡＧ＝１とし１１４に進みｋ
＝０とする。In the processing method of the vehicle-to-vehicle distance warning device described above, the history and progress of the lane change are carefully examined not only for the preceding vehicle but also for the own vehicle, but a false alarm problem actually occurs. It was easy when the preceding vehicle running in the adjacent lane was approaching a curve, and it seemed that it was within the lane range. If the processing is performed assuming only such a case, the flowchart becomes relatively simple as shown in FIGS. 6 and 7. 101 of FIG.
Since the steps from 1 to 107 are exactly the same as those in the case of FIG. By 107, the laser radar detects the position vector of the preceding vehicle relative to the own vehicle, that is, the position in polar coordinates. If the position vector is detected, the X and Y coordinates of the position of the preceding vehicle with the own vehicle as the origin, the traveling direction as the Y axis, and the direction orthogonal thereto as the X axis are easily calculated as described above. Furthermore, the signal Pk1 of the preceding vehicle and the signal Pk after t seconds
From the difference from 2, the change amount of the X and Y coordinates of the preceding vehicle relative to the own vehicle for t seconds, that is, the moving amount ΔX / ΔY can also be calculated. 1
In 08, the traveling direction of the preceding vehicle Pk calculated in 106 and 107 is compared with the coordinate calculated last time (t 'seconds before) to determine whether the lateral movement is started. When it is determined that the lateral movement is started, the process proceeds to 109, the lateral movement start position is calculated, and when the lateral movement is not started, 11
Go to 0. At 110, the count k is determined, and when k = n, it is determined that all n laser radar signals input have been processed, and the routine proceeds to 111. When k <n, 10
Returning to step 5, k = k + 1 and the same processing as above is performed by k + 1.
This shall be done for the th preceding vehicle. At 111, the number of preceding vehicles that have moved laterally is confirmed from the results of the n processing that have been completed, and when the number of preceding vehicles that have moved laterally is 1 or less, the process proceeds to 114 and k = 0. Further, when there are a plurality of preceding vehicles that have moved laterally, the process proceeds to 112, and when the start positions calculated in 109 are compared and it is determined that the start positions are the same, it is determined that the curve exists ahead,
At 113, set C (curve) FLAG = 1 and proceed to 114 k
= 0.
【００１５】以上の処理で検出された先行車の存在位
置、およびカーブ区間の検出が算出される。次に検出さ
れた先行車のなかでの警報対象車を求める処理について
図７により説明する。図７の１１５では、またｋのカウ
ントを開始する。１１６ではＰｋの過去の走行車線を判
断し、過去に自車線を走行を走行していた時には１１８
に進み、安全車間距離ＬＳを算出し、１１９ではＬＳと
検出された実距離Ｌとの比較を行ない、ＬがＬＳよりも
長いときには１２３に進み、また短い時には危険と判断
し１２０に進み警報を出力する。また、１１６で過去に
自車線走行の判断がされていない時には１１７に進む。
１１７ではＰｋの位置から自車線上かどうかの判断（Ｙ
の値が所定値以下の時自車線上と判断）を行ない、自車
線の時には１２１に進み、θｋから走行方向を判断しθ
ｋがθＢ以下の時にＰｋは自車線走行の先行車と判断し
１１８に進む。また、θｋがθＢ以上の時には１２２に
進みＣＦＬＡＧを判断し、ＣＦＬＡＧ＝１の時には前方
にカーブがあると判断し、ＰＫはカーブ走行中の隣車線
の車両と判断し警報を与えず１２３に進む。またＣＦＬ
ＡＧ≠１の時にはカーブ区間は無いと判断しＰｋは警報
対象車と判断して１１８に進み前記と同様の処理を進め
る。１２３では、カウントｋを判断し、ｋ＝ｎの時には
入力されたレーザレーダ信号ｎ個がすべて処理されたと
判断し１２４に進みｋ＝０として１２５に進む。また、
ｋ＜ｎの時には１１５に戻り、ｋ＝ｋ＋１として上記と
同様の処理をｋ＋１番目の先行車に対して行なうものと
する。１２５ではカーブ開始位置と自車との距離ΔＬを
算出し、ΔＬ＝０の時には１２６に進んでＣＦＬＡＧ＝
０とし１０１に戻る。またΔＬ≠０の時にはＣＦＬＡＧ
＝１のまま１０１に戻る。The existence position of the preceding vehicle detected by the above processing and the detection of the curve section are calculated. Next, a process of obtaining a warning target vehicle among the detected preceding vehicles will be described with reference to FIG. At 115 in FIG. 7, counting of k is started again. At 116, the past lane of Pk is judged, and if the vehicle has traveled in the lane in the past, 118
Then, the safe inter-vehicle distance LS is calculated, and at 119, the LS is compared with the detected actual distance L. If L is longer than LS, the procedure proceeds to 123. Output. If it is determined in 116 that the vehicle is not traveling in the past, the routine proceeds to 117.
At 117, it is judged whether or not the vehicle is on the own lane from the position of Pk (Y
If the value of is less than or equal to a predetermined value, it is judged that the vehicle is on its own lane.
When k is equal to or less than θB, it is determined that Pk is the preceding vehicle traveling in its own lane, and the routine proceeds to 118. When θk is equal to or more than θB, the routine proceeds to 122 and CFLAG is determined. When CFLAG = 1, it is determined that there is a curve ahead. PK determines that the vehicle is in the adjacent lane while traveling on a curve and does not give an alarm and proceeds to 123. . Also CFL
When AG ≠ 1, it is determined that there is no curve section, Pk is determined to be a vehicle to be alarmed, and the routine proceeds to 118, where the same processing as above is performed. At 123, the count k is judged, and when k = n, it is judged that all the input laser radar signals n have been processed, and the routine proceeds to 124, where k = 0 and the routine proceeds to 125. Also,
When k <n, the process returns to 115, and k = k + 1 is set, and the same process as above is performed on the k + 1th preceding vehicle. At 125, the distance ΔL between the curve start position and the vehicle is calculated, and when ΔL = 0, the process proceeds to 126 and CFLAG =
Set 0 and return to 101. When ΔL ≠ 0, CFLAG
= 1 and return to 101.
【００１６】[0016]
【発明の効果】以上説明したように本発明によれば、前
方に存在する先行物標の走行車線の判断に際し、その走
行の履歴を考慮して、先行物標の接近度を算出し、必要
に応じて運転者に警報を与えるようにして、的確に警報
対象車を判断し誤警報を防止できる。As described above, according to the present invention, when the traveling lane of the preceding target existing in front is judged, it is necessary to calculate the degree of approach of the preceding target in consideration of the history of the traveling. By giving an alarm to the driver in accordance with the above, it is possible to accurately judge the alarm target vehicle and prevent a false alarm.
【図１】本発明の実施例を示す概略構成図である。FIG. 1 is a schematic configuration diagram showing an embodiment of the present invention.
【図２】先行車の検出手段の一例を示す図である。FIG. 2 is a diagram illustrating an example of a preceding vehicle detection unit.
【図３】本発明により先行車両の自車に対する位置ベク
トルの変化の履歴から横方向移動量を算出し、その結果
を従来の手段による信号に付加して、接近度の判断を行
う処理のフローチャート（第１部）である。FIG. 3 is a flowchart of a process of calculating a lateral movement amount from a history of changes in a position vector of a preceding vehicle with respect to the own vehicle according to the present invention, adding the result to a signal by conventional means, and determining a degree of approach. (Part 1).
【図４】本発明により先行車両の自車に対する位置ベク
トルの変化の履歴から横方向移動量を算出し、その結果
を従来の手段による信号に付加して、接近度の判断を行
う処理のフローチャート（第２部）である。FIG. 4 is a flowchart of a process of calculating a lateral movement amount from a history of changes in a position vector of a preceding vehicle with respect to the own vehicle according to the present invention, adding the result to a signal by a conventional means, and determining a degree of approach. (Part 2).
【図５】本発明により先行車両の自車に対する位置ベク
トルの変化の履歴から横方向移動量を算出し、その結果
を従来の手段による信号に付加して、接近度の判断を行
う処理のフローチャート（第３部）である。FIG. 5 is a flowchart of a process of calculating a lateral movement amount from a history of changes in a position vector of a preceding vehicle with respect to the own vehicle according to the present invention, adding the result to a signal by a conventional means, and determining a degree of approach. (Part 3).
【図６】先行車両の接近度を、その横方向移動量とそれ
が曲線部を走行中かを判断するだけで比較的簡単に判定
する処理のフローチャート（第１部）である。FIG. 6 is a flowchart (first part) of a process for relatively easily determining the degree of approach of a preceding vehicle by only determining the lateral movement amount and whether the vehicle is traveling on a curved portion.
【図７】先行車両の接近度を、その横方向移動量とそれ
が曲線部を走行中かを判断するだけで比較的簡単に判定
する処理のフローチャート（第２部）である。FIG. 7 is a flowchart (second part) of a process for relatively easily determining the degree of approach of a preceding vehicle only by determining its lateral movement amount and whether or not it is traveling on a curved portion.
【図８】自車に対する先行車の位置ベクトルと其の経時
変化を説明する図である。FIG. 8 is a diagram for explaining a position vector of a preceding vehicle with respect to the own vehicle and a temporal change thereof.
【図９】従来の車両用車間距離警報装置の構成の概要例
を示す図である。FIG. 9 is a diagram showing a schematic example of a configuration of a conventional vehicle-to-vehicle distance warning device.
【図１０】従来の車両用車間距離警報装置で警報の基準
となる自車線の概念を説明する図である。FIG. 10 is a diagram illustrating the concept of the own lane which is a reference of an alarm in the conventional vehicle-to-vehicle distance warning device.
１ 車間距離検出手段 ２ 車速検出手段 ３ 演算回路 ４ 警報手段 ５ 先行車方向検出手段 ６ フィルタ ７ 集光レンズ ８ ＣＣＤ素子集合体 ９ リフレクタ 1 inter-vehicle distance detecting means 2 vehicle speed detecting means 3 arithmetic circuit 4 warning means 5 preceding vehicle direction detecting means 6 filter 7 condenser lens 8 CCD element assembly 9 reflector
Claims (2)
両を検知し、それらとの車間距離を計測する手段と、自
車両の走行状態を検出する手段と、検出された上記車間
距離信号から先行車両の車速またはそれとの相対車速を
算出する手段と、前記各手段からの信号に基づいて接近
度を判断し、それが基準以上であれば警報を運転者に与
える警告手段とを持つ車両用車間距離警報装置におい
て、 検出された先行車両の自車に対する位置ベクトルの変化
の履歴から其の横方向移動量を算出し、その結果を、上
記従来の各手段からの信号に付加して、接近度の判断を
行い、判定された接近度に基づいて運転者に警報を与え
るようにしたことを特徴とする車両用車間距離警報装
置。1. A means for detecting a preceding vehicle which is mounted on a vehicle and located in front of the vehicle and measuring an inter-vehicle distance between the preceding vehicle, a means for detecting a traveling state of the own vehicle, and a detected inter-vehicle distance signal. For vehicles having means for calculating the vehicle speed of the preceding vehicle or vehicle speed relative thereto and warning means for judging the degree of approach based on the signals from said means and for giving a warning to the driver if it is above the reference In the inter-vehicle distance warning device, the lateral movement amount is calculated from the detected history of changes in the position vector of the preceding vehicle with respect to the own vehicle, and the result is added to the signal from each of the above-mentioned conventional means to approach the vehicle. The vehicle-to-vehicle distance warning device is characterized in that the driver is warned based on the determined degree of approach.
両を検知し、それらとの車間距離を計測する手段と、自
車両の走行状態を検出する手段と、検出された上記車間
距離信号から先行車両の車速またはそれとの相対車速を
算出する手段と、前記各手段からの信号に基づいて接近
度を判断し、それが基準以上であれば警報を運転者に与
える警告手段とを持つ車両用車間距離警報装置におい
て、 上記手段により先行車と判断された複数の物標の移動方
向から、前方車線の変化の状況を検出し、その結果を、
上記従来の各手段からの信号に付加して、接近度の判断
を行い、判定された接近度に基づいて運転者に警報を与
えるようにしたことを特徴とする車両用車間距離警報装
置。2. A means for detecting a preceding vehicle which is mounted on the vehicle and is present in front of the vehicle and measuring an inter-vehicle distance between the preceding vehicle, a means for detecting a traveling state of the own vehicle, and the detected inter-vehicle distance signal. For vehicles having means for calculating the vehicle speed of the preceding vehicle or vehicle speed relative thereto and warning means for judging the degree of approach based on the signals from said means and for giving a warning to the driver if it is above the reference In the inter-vehicle distance warning device, the state of change in the front lane is detected from the moving directions of the plurality of targets determined to be preceding vehicles by the above means, and the result is
A vehicular inter-vehicle distance warning device, characterized in that it is added to signals from the above-mentioned conventional means to judge the degree of approach and give a warning to the driver based on the determined degree of approach.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP24802593A JPH07105495A (en) | 1993-10-04 | 1993-10-04 | Vehicle alarm device for inter-vehicle distance |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP24802593A JPH07105495A (en) | 1993-10-04 | 1993-10-04 | Vehicle alarm device for inter-vehicle distance |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| JPH07105495A true JPH07105495A (en) | 1995-04-21 |
Family
ID=17172091
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP24802593A Pending JPH07105495A (en) | 1993-10-04 | 1993-10-04 | Vehicle alarm device for inter-vehicle distance |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPH07105495A (en) |
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2004102421A (en) * | 2002-09-05 | 2004-04-02 | Mitsubishi Electric Corp | Road curvature computing method |
| KR100916319B1 (en) * | 2006-12-05 | 2009-09-11 | 한국전자통신연구원 | Inserted microlens array in Laser radar |
-
1993
- 1993-10-04 JP JP24802593A patent/JPH07105495A/en active Pending
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2004102421A (en) * | 2002-09-05 | 2004-04-02 | Mitsubishi Electric Corp | Road curvature computing method |
| KR100916319B1 (en) * | 2006-12-05 | 2009-09-11 | 한국전자통신연구원 | Inserted microlens array in Laser radar |
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