WO2014196049A1 - 接触回避支援装置 - Google Patents
接触回避支援装置 Download PDFInfo
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- WO2014196049A1 WO2014196049A1 PCT/JP2013/065674 JP2013065674W WO2014196049A1 WO 2014196049 A1 WO2014196049 A1 WO 2014196049A1 JP 2013065674 W JP2013065674 W JP 2013065674W WO 2014196049 A1 WO2014196049 A1 WO 2014196049A1
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- Prior art keywords
- vehicle
- contact avoidance
- control
- unit
- classification
- Prior art date
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- 238000001514 detection method Methods 0.000 claims description 48
- 238000004891 communication Methods 0.000 description 19
- 238000004364 calculation method Methods 0.000 description 18
- 238000000034 method Methods 0.000 description 13
- 230000005540 biological transmission Effects 0.000 description 9
- 238000003384 imaging method Methods 0.000 description 9
- 230000033001 locomotion Effects 0.000 description 8
- 238000013500 data storage Methods 0.000 description 7
- 230000001133 acceleration Effects 0.000 description 5
- 238000002485 combustion reaction Methods 0.000 description 3
- 239000013598 vector Substances 0.000 description 3
- 230000000007 visual effect Effects 0.000 description 3
- 230000003213 activating effect Effects 0.000 description 1
- 238000006243 chemical reaction Methods 0.000 description 1
- 230000001934 delay Effects 0.000 description 1
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- 230000000694 effects Effects 0.000 description 1
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Classifications
-
- G—PHYSICS
- G08—SIGNALLING
- G08G—TRAFFIC CONTROL SYSTEMS
- G08G1/00—Traffic control systems for road vehicles
- G08G1/16—Anti-collision systems
- G08G1/166—Anti-collision systems for active traffic, e.g. moving vehicles, pedestrians, bikes
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
- B60W30/08—Active safety systems predicting or avoiding probable or impending collision or attempting to minimise its consequences
- B60W30/09—Taking automatic action to avoid collision, e.g. braking and steering
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
- B60W30/08—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
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62D—MOTOR VEHICLES; TRAILERS
- B62D15/00—Steering not otherwise provided for
- B62D15/02—Steering position indicators ; Steering position determination; Steering aids
- B62D15/025—Active steering aids, e.g. helping the driver by actively influencing the steering system after environment evaluation
- B62D15/0265—Automatic obstacle avoidance by steering
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2552/00—Input parameters relating to infrastructure
- B60W2552/05—Type of road, e.g. motorways, local streets, paved or unpaved roads
-
- 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
- B60W2555/00—Input parameters relating to exterior conditions, not covered by groups B60W2552/00, B60W2554/00
- B60W2555/60—Traffic rules, e.g. speed limits or right of way
- B60W2555/80—Country specific, e.g. driver age limits or right hand drive
-
- 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
- B60W2710/00—Output or target parameters relating to a particular sub-units
- B60W2710/20—Steering systems
- B60W2710/207—Steering angle of wheels
Definitions
- the present invention relates to a contact avoidance support device.
- the departure judging device for example, as in the case where the vehicle crosses the border between England (left-handed) and France (right-handed) across the English Channel, It is desirable that the departure determination and the contact avoidance control be properly performed before and after the vehicle passes a boundary where the left and right are switched. Furthermore, in the case where a device that performs control in which the left and right traffic divisions are limited to only the left side or the right side is appropriately associated with switching between the left and right traffic divisions, like the light distribution control device according to the above-mentioned prior art, When dedicated control is individually provided corresponding to each passing, there arises a problem that control processing becomes redundant and complicated.
- the present invention has been made in view of the above circumstances, and provides a contact avoidance support device capable of performing appropriate control before and after switching between left and right travel divisions of a traveling road between left and right by simple processing.
- the purpose is to
- a contact avoidance support device includes a detection unit that detects an object present around the vehicle, and a control that executes contact avoidance control of the vehicle on the object detected by the detection unit. Means, and determination means for determining whether the left or right passage classification of the traveling path of the vehicle is the left side or the right side, and the control means determines that the left or right passage classification determined by the determination means is the left side And the control content of the contact avoidance control is changed according to the change content of the left and right passage classification.
- the contact avoidance support device includes detection means having left and right attributes, and the control means changes the control content of the contact avoidance control according to the change content of the left and right passage classification
- the left and right attributes of the output of the detection means may be reversed, and the left and right attributes of the control amount of the contact avoidance control may be reversed.
- control means determines whether the left / right passage classification is the left side or the right side by the determination means, The execution of the contact avoidance control may be suppressed.
- the contact avoidance assistance device recognizes an oncoming vehicle traveling against the vehicle from among the objects detected by the detection means.
- an oncoming vehicle and the vehicle traveling opposite to the vehicle among the objects detected by the detecting unit Recognition means for recognizing a preceding vehicle traveling in the forward direction of travel of the vehicle, and acquisition means for acquiring a relative positional relationship between the oncoming vehicle and the preceding vehicle recognized by the recognition means,
- the determination means determines whether the left / right passage classification of the traveling path of the vehicle is the left side or the right side based on the relative positional relationship between the oncoming vehicle and the front traveling vehicle acquired by the acquisition device.
- the contact avoidance assistance device includes an acquisition unit that acquires information on a traveling path of the vehicle from an external device, and the determination unit is configured to acquire the information Based on the information on the travel path acquired by the means, it may be determined whether the left / right passage classification of the travel path of the vehicle is the left side or the right side.
- the contact avoidance assistance device includes an acquisition unit that acquires information related to a traveling path of the vehicle from another vehicle, and the determination unit It may be determined whether the left / right passage classification of the travel path of the vehicle is the left side or the right side based on the information related to the travel path acquired by the acquisition means.
- the control content of the contact avoidance control is changed according to the change content of the left and right passage classification determined by the determination means.
- the departure determination and the contact avoidance control can be properly performed while preventing the control processing from becoming redundant and complicated as compared with the case where dedicated control individually provided corresponding to each is switched.
- the departure determination appropriately corresponding to the change in the left and right passage classification ie, the own vehicle and the oncoming vehicle
- the departure determination appropriately corresponding to the change in the left and right passage classification (ie, the own vehicle and the oncoming vehicle) only by simple processing of reversing the left and right attributes of the output of the detection means. It is possible to determine whether or not the own vehicle deviates, or whether the oncoming vehicle deviates, from each other on the proper course which can pass each other properly.
- the contact avoidance control appropriately corresponding to the change in the left and right passage classification can be performed only by the simple process of reversing the right and left attributes of the control amount of the contact avoidance control.
- contact avoidance control can be prevented from being executed with inappropriate control content if it is not determined whether the left / right traffic division is on the left side or the right side. .
- the contact avoidance support device 10 is mounted on a vehicle 1 that transmits the driving force of an internal combustion engine (ENG) 11 to a driving wheel W via a transmission (T / M) 12 as shown in FIG. There is.
- the vehicle 1 includes an imaging device 13 and a radar device 14, a navigation device 15, a control device 16, a brake actuator 17 and an alarm device 18, and an EPS actuator 19.
- the imaging device 13 includes, for example, a camera 13a and an image processing unit 13b capable of imaging in a visible light region or an infrared region.
- the camera 13a is disposed, for example, at a position in the vicinity of the rearview mirror on the vehicle interior side of the front window, and images a detection target area set in the outside of the vehicle 1 through the front window.
- the image processing unit 13 b generates image data by performing predetermined image processing on an image obtained by photographing by the camera 13 a, and outputs the generated image data to the control device 16.
- the radar device 14 includes a radar 14 a and a radar control unit 14 b that are electromagnetic waves such as laser light and millimeter waves.
- the radar 14a divides a detection target area set in the outside of the vehicle 1 into a plurality of angle areas, and transmits an electromagnetic wave transmission signal so as to scan each angle area.
- the radar 14 a receives a reflection signal of a reflected wave generated by each transmission signal being reflected by an object outside the vehicle 1.
- the radar control unit 14b generates a detection signal according to the transmission signal and the reflection signal, for example, a detection signal according to the distance from the radar device 14 to an external object and the relative velocity of the external object due to the Doppler effect.
- the signal is output to the controller 16.
- the navigation device 15 includes a current position detection unit 21, a map data storage unit 22, a navigation processing unit 23, an input unit 24, and a display unit 25.
- the current position detection unit 21 receives a positioning signal for receiving a positioning signal of a positioning system (for example, Global Positioning System: GPS or Global Navigation Satellite System: GNSS, etc.) for measuring the position of the vehicle 1 using a satellite.
- the unit 31 is provided.
- the current position detection unit 21 determines the direction of the vehicle 1 in the horizontal plane or the inclination angle with respect to the vertical direction (for example, the inclination angle of the longitudinal axis of the vehicle 1 with respect to the vertical direction).
- the gyro sensor 32 detects an angle (e.g., a yaw rate) of the vehicle 1 and the vehicle speed sensor 33 detects a speed (vehicle speed) of the vehicle 1.
- the current position detection unit 21 uses the positioning signal received by the positioning signal reception unit 31, or the position of the vehicle 1 by an autonomous navigation calculation process using information detected by the gyro sensor 32 and the vehicle speed sensor 33. Calculate (Current position).
- the map data storage unit 22 is, for example, road map data (for example, node, link, link cost, road shape, road type, etc.) required for processing such as map matching based on the current position of the vehicle 1 and calculation of a guidance route.
- road map data for example, node, link, link cost, road shape, road type, etc.
- information such as left-right A node is a coordinate point consisting of the latitude and longitude of a given point on the road, such as intersections and junctions.
- a link is a line connecting nodes and is a road section connecting points.
- the link cost is information indicating the distance of the road section corresponding to the link or the time required to move the road section.
- the left-right traffic classification is information indicating traffic classification (left-hand traffic and right-hand traffic) specified for the road.
- the navigation processing unit 23 uses, for example, the road map data stored in the map data storage unit 22 to obtain the vehicle obtained from the positioning signal by the current position detection unit 21 and the calculation processing of the autonomous navigation. Map matching is performed for the current position of 1.
- the navigation processing unit 23 sets the vehicle 1 set according to the current position of the vehicle 1 corrected by map matching or the input operation by the operator to the input unit 24 together with the road map data stored in the map data storage unit 22. The appropriate position of is output to the display unit 25.
- the navigation processing unit 23 executes processing such as route search and route guidance of the vehicle 1 and displays route information to the destination and various additional information along with the road map data stored in the map data storage unit 22. Output to the unit 25.
- the control device 16 includes a traveling control unit 41, an engine control unit 42, a shift control unit 43, a brake control unit 44, and an EPS control unit 46.
- Each signal output from the steering angle sensor 51, the steering torque sensor 52, the acceleration sensor 53 and the like is input to the control device 16.
- the steering angle sensor 51 detects the direction and the magnitude of the steering angle input to the steering wheel (not shown) by the driver of the vehicle 1 and outputs a signal of the detection result.
- the steering torque sensor 52 detects a steering torque input to a steering wheel (not shown) by the driver of the vehicle 1 and outputs a signal of the detection result.
- the acceleration sensor 53 detects an acceleration (for example, a longitudinal acceleration in the longitudinal direction of the vehicle, a lateral acceleration in the lateral direction of the vehicle, etc.) generated in the vehicle 1 and outputs a signal of a detection result.
- the travel control unit 41 includes an object detection unit 61, a vehicle recognition unit 62, an information acquisition unit 63, a traffic classification determination unit 64, a trajectory prediction unit 65, a vehicle trajectory calculation unit 66, and a lateral deviation calculation unit 67. , A deviation determining unit 68, a contact predicting unit 69, and an operating unit 70.
- the object detection unit 61 is a stationary object existing in each detection target area of the camera 13 a or the radar 14 a in the periphery of the vehicle 1 based on the image data output from the imaging device 13 or the detection signal output from the radar device 14 Detect an object consisting of a moving object.
- the vehicle recognition unit 62 detects the vehicle 1 among the objects detected by the object detection unit 61 by, for example, pattern matching or shape recognition based on image data output from the imaging device 13 or a detection signal output from the radar device 14. And an oncoming vehicle traveling in the forward direction of travel of the vehicle 1 are recognized.
- the information acquisition unit 63 is a broadcast radio wave such as FM multiplex broadcasting, a signal of road-to-vehicle communication transmitted from a roadside communication device (not shown) on the road, and a wireless communication signal transmitted by other vehicles (not shown) by inter-vehicle communication. , And a wireless communication signal or the like transmitted from a base station or the like, and acquires information related to the traveling path of the vehicle 1 by each of the received signals. For example, the information acquisition unit 63 acquires information indicating whether the left / right traffic division of the travel path of the vehicle 1 is the left side or the right side, based on the road-to-vehicle communication signal received from the roadside communication device.
- the information acquisition unit 63 may use the wireless communication signal of the inter-vehicle communication received from the other vehicle to transmit information on the left / right passage classification determined by the other vehicle traveling on the traveling path of the vehicle 1 in the past. Information on left and right steering wheel specifications of the vehicle and the like are acquired.
- the passage classification determination unit 64 determines whether the left or right passage classification of the traveling path of the vehicle 1 is the left side or the right side. For example, based on the relative positional relationship between the oncoming vehicle and the vehicle 1 recognized by the vehicle recognition unit 62, the passage classification determination unit 64 determines whether the left or right passage classification of the traveling path of the vehicle 1 is left or right Determine More specifically, as shown in FIGS. 2A and 2B, when the vehicle 1 and the oncoming vehicle P actually pass each other, the traffic classification determination unit 64 outputs the image data output from the imaging device 13 or Based on the detection signal output from the radar device 14, it is detected which of the right side and the left side of the vehicle 1 passes the oncoming vehicle P near the boundary of the detection target area D. For example, as shown in FIG.
- the passage classification determination unit 64 On the basis of the image data output from the imaging device 13 or the detection signal output from the radar device 14, a plurality of oncoming vehicles P (P1, P2) in the detection target area D pass either the right or left side of the vehicle 1 Estimate if it is planned. For example, as shown in FIG. 3 (A), when it is estimated that a plurality of oncoming vehicles P (P1, P2) are to pass through the right area R of the vehicle 1, the left and right It is determined that the category is left-handed. On the other hand, as shown in FIG. 3 (B), when it is estimated that a plurality of oncoming vehicles P (P1, P2) are scheduled to pass through the left region L of the vehicle 1, left and right It is determined that the category is on the right.
- the passage classification determination unit 64 determines that the left / right passage classification of the traveling path of the vehicle 1 is either left or right Determine if More specifically, as shown in FIGS. 4 (A) and 4 (B), the traffic classification determination unit 64 actually outputs the image output from the photographing device 13 when the forward traveling vehicle Q and the oncoming vehicle P pass each other. Based on the data or the detection signal output from the radar device 14, it is detected which of the oncoming vehicle P in the detection target area D passes on the right side and the left side of the leading vehicle Q. For example, as shown to FIG.
- the passage classification determination unit 64 determines whether there are a plurality of oncoming vehicles P (for example, two oncoming vehicles P1 and P2) traveling in the same direction.
- the plurality of oncoming vehicles P (P1, P2) in the detection target area D are either the right side or the left side of the leading vehicle Q based on the image data output from the imaging device 13 or the detection signal output from the radar device 14 Estimate if you are going to pass For example, as shown in FIG. 5 (A), when it is estimated that a plurality of oncoming vehicles P (P1, P2) are to pass through the right area R of the preceding vehicle Q, It is determined that the left / right traffic classification is left traffic.
- FIG. 5B when it is estimated that a plurality of oncoming vehicles P (P1, P2) are scheduled to pass through the left side area L of the preceding vehicle Q, It is determined that the left-right traffic classification is right-hand traffic.
- the traffic division determination unit 64 determines whether the left / right traffic division of the travel path of the vehicle 1 is to the left or right . More specifically, when the passage classification determination unit 64 acquires the information of the left and right passage classification of the traveling route of the vehicle 1 by the signal of the road-to-vehicle communication received by the information acquisition unit 63 from the roadside communication device (not shown) Based on this information, it is determined whether the left / right traffic classification is on the left or right.
- the passage classification determination unit 64 acquires the information of the left and right passage classification determined by the other vehicle having traveled the traveling path of the vehicle 1 in the past by the wireless communication signal of the inter-vehicle communication received by the information acquisition unit 63 from the other vehicle. In this case, this information determines whether the left / right traffic division is on the left or right.
- the traffic classification determination unit 64 acquires the information of the left and right steering wheel specifications of the other vehicle around the vehicle 1 by the wireless communication signal of the inter-vehicle communication received by the information acquisition unit 63 from the other vehicle, If the other vehicle has a right-handed steering wheel specification, it is determined that the left-right passing classification is a left-handed traffic, and if the other vehicle is a left-handed steering wheel specification, it is determined that the left-right passing traffic classification is a right-hand traffic.
- the passage classification determination unit 64 determines that the left and right It is determined which of the right side.
- the trajectory prediction unit 65 refers to the information on the left and right traffic divisions determined by the traffic division determination unit 64, and changes with time the relative positions of the oncoming vehicle and the forward traveling vehicle recognized by the vehicle recognition unit 62 with respect to the vehicle 1 Based on the above, the traveling locus of the oncoming vehicle and the preceding vehicle is predicted.
- the own vehicle trajectory calculation unit 66 refers to the information on the left and right traffic divisions determined by the traffic division determination unit 64 and changes in time of the current position of the vehicle 1 detected by the current position detection unit 21 or the gyro sensor 32 and Based on the yaw rate and speed of the vehicle 1 detected by the vehicle speed sensor 33, the traveling locus of the vehicle 1 is calculated.
- the lateral deviation calculation unit 67 refers to the information of the left and right passing classification determined by the passing classification determination unit 64, and the lateral deviation of the oncoming vehicle with respect to the traveling locus of the vehicle 1, that is, the advancing of the vehicle 1 in the lateral direction of the oncoming vehicle. The distance between the trajectory and the position of the oncoming vehicle is calculated.
- the trajectory prediction unit 65, the vehicle trajectory calculation unit 66, and the lateral deviation calculation unit 67 perform various kinds of arithmetic processing when the left / right passage classification determined by the passage classification determination unit 64 changes between the left side and the right side.
- the left and right attributes of the sensor signal having the left and right attributes are inverted.
- Sensor signals having left and right attributes are detected by, for example, the relative position of the oncoming vehicle to the vehicle 1 detected by the object detection unit 61, the yaw rate of the vehicle 1 detected by the gyro sensor 32, and the steering angle sensor 51
- These signals are a steering angle, a steering torque detected by the steering torque sensor 52, and the like.
- the trajectory prediction unit 65, the vehicle trajectory calculation unit 66, and the lateral deviation calculation unit 67 determine the passage classification determination unit 64 in the initial state when the left / right passage classification determined by the passage classification determination unit 64 is left-handed.
- the left / right traffic section determined by the above changes from left traffic to right traffic, the left / right attribute of the sensor signal is reversed.
- the left / right traffic section determined by the traffic section determination unit 64 changes between the left side and the right side, the left / right attribute of the sensor signal set immediately before this change is reversed. .
- the departure determination unit 68 determines whether the vehicle 1 has deviated from the proper course where the vehicle 1 and the oncoming vehicle can pass properly, or whether the oncoming vehicle has deviated. For example, the departure determination unit 68 determines the vehicle 1 and the oncoming vehicle based on the angle at which the on-going trajectory of the oncoming vehicle calculated by the trajectory predicting unit 65 intersects the on-going trajectory of the vehicle 1 calculated by the self vehicle trajectory calculation unit 66. It is determined which of the has deviated from the proper course.
- the position where the vehicle 1 and the oncoming vehicle approach closest (the closest approach position) is estimated.
- the motion vectors A and B of the vehicle 1 and the oncoming vehicle at the closest position are estimated, and the angle ⁇ formed by the motion vector B of the oncoming vehicle is calculated based on, for example, the motion vector A of the vehicle 1.
- the angle ⁇ it is determined which of the vehicle 1 and the oncoming vehicle deviates from the proper course.
- the departure determining unit 68 determines which of the vehicle 1 and the oncoming vehicle has deviated from the proper route based on the lateral deviation calculated by the lateral deviation calculating unit 67. More specifically, for example, assuming that the oncoming lane side based on the traveling locus of the vehicle 1 calculated by the vehicle locus calculating unit 66 is the positive direction of the lateral deviation, the lateral deviation changes toward zero. It is determined which of the vehicle 1 and the oncoming vehicle deviates from the proper course according to the change in the sign of the direction deviation and the change in the time change rate of the lateral deviation.
- the contact prediction unit 69 generates a contact between the vehicle 1 and the oncoming vehicle based on the relative distance and the relative speed between the vehicle 1 and the oncoming vehicle, the traveling trajectories of the vehicle 1 and the oncoming vehicle, etc. Predict the possibility (contact possibility).
- the contact prediction unit 69 determines the contact possibility by the processing on the premise that the left / right traffic division of the travel path of the vehicle 1 is either the left side or the right side.
- the contact prediction unit 69 is in an initial state set by the trajectory prediction unit 65, the vehicle trajectory calculation unit 66, and the lateral deviation calculation unit 67 to the determination of the traffic classification determination unit 64, for example, the left and right of the traveling path of the vehicle 1. Perform processing assuming that the traffic classification is on the left.
- the oncoming vehicle located on the right side in the traveling direction of the vehicle 1 moves from the right side to the left side
- the left and right attributes of the various sensor signals are originally unique states (that is, non-reversed states) and the actual oncoming vehicle
- the left and right of the position and movement direction of the oncoming vehicle coincide with the position and movement direction of the oncoming vehicle obtained from various sensor signals. Therefore, when the actual oncoming vehicle is in a state as shown, for example, in FIG.
- the contact prediction unit 69 actually performs various sensor signals. It is determined that the possibility of contact is high.
- the left and right traffic divisions of the travel path of the vehicle 1 are on the right, the left and right attributes of various sensor signals are reversed from the inherent state, and the actual position and movement direction of the oncoming vehicle The position and movement direction of the oncoming vehicle obtained from the sensor signal are reversed in the left and right. Therefore, the actual oncoming vehicle is, for example, in a state as shown in FIG.
- the touch prediction unit 69 is in a state where the left and right are actually reversed by the sensor signal whose right and left attributes are reversed (that is, the state as shown in FIG. 6A). State, where the possibility of contact becomes high on the left side), and it is determined that the possibility of contact becomes high.
- the operating unit 70 controls the operation of the engine control unit 42, the transmission control unit 43, the brake control unit 44, the EPS control unit 46, and the alarm device 18 according to the determination result by the contact prediction unit 69.
- the engine control unit 42 controls the state of the internal combustion engine 11.
- the transmission control unit 43 controls the transmission operation of the transmission 12.
- the brake control unit 44 controls the braking force acting on the left and right front wheels and rear wheels by the brake actuator 17.
- An EPS (Electric Power Steering) control unit 46 controls the output of the reaction torque or the assist torque with respect to the steering torque detected by the steering torque sensor 52 by the EPS actuator 19.
- the alarm device 18 comprises a tactile alarm device, a visual alarm device, and an audible alarm device.
- the tactile alarm device outputs a tactile alarm such as steering vibration by the EPS actuator 19 and driver's tightening by a seat belt device (not shown).
- the visual alarm device outputs a visual alarm such as a display in a meter (not shown).
- the auditory alarm device outputs an auditory alarm such as voice or alarm sound from a speaker (not shown) or the like in a meter (not shown).
- the operation unit 70 refers to the information on the left / right passage classification determined by the passage classification determination unit 64, the brake actuator 17, the alarm device 18, And a control amount for operating at least one of the EPS actuators 19 is set, and contact avoidance control is executed according to the control amount.
- the operation unit 70 sets the direction for the control amount having the attribute of the direction as well as the magnitude of the control amount.
- the state in which the determined left / right traffic classification is left-hand traffic is assumed to be the initial state. Then, when the left / right traffic classification determined by the traffic classification determination unit 64 changes from left traffic to right traffic with respect to this initial state, the left / right attribute of the control amount of the contact avoidance control is reversed. After that, when the left / right traffic division determined by the traffic division determination unit 64 changes between the left side and the right side, the left / right of the control amount of the contact avoidance control set immediately before this change Invert the attribute.
- the control amount of the contact avoidance control having the left and right attributes is the rotational direction of the motor as the EPS actuator 19, the turning directions of the front and rear wheels by the EPS actuator 19, and the left and right brake distribution amounts of the front and rear wheels by the brake actuator 17. And torque distribution amount.
- the operating unit 70 sets, for example, left and right attributes of the control amount of the contact avoidance control based on the initial state in which the left and right passage classification of the traveling path of the vehicle 1 is left.
- the contact prediction unit 69 determines that there is a possibility of contact due to the vehicle 1 deviating from the proper route. It is As the contact avoidance control of the above, it is suppressed that the vehicle 1 moves (deviates from the proper course) toward the right side in the traveling direction.
- the operation unit 70 reverses the left / right attribute of the control amount of the contact avoidance control. For example, as shown in FIG.
- the actuating portion 70 When setting the control amount of the contact avoidance control, the actuating portion 70 performs a contact avoidance control according to the control amount, and when referring to various sensor signals by feedback control or the like, the sensor signal
- the left and right attributes of are inherently unique. That is, according to the right and left traffic division of the traveling path of the vehicle 1 being right traffic, the possibility of contact is determined based on the sensor signal in which the attribute of the left and right is reversed, and the control amount of contact avoidance control is Even when the attribute is reversed, when using a sensor signal when activating a device (for example, the EPS actuator 19 etc.) having the left and right attributes according to the control amount, the left and right attributes of the sensor signal It is originally in the unique state without being reversed.
- a device for example, the EPS actuator 19 etc.
- the operating unit 70 suppresses the execution of the contact avoidance control when it is not determined by the passage classification determination unit 64 whether the left / right passage classification is the left side or the right side.
- the operation unit 70 sets a threshold for determining whether to permit the operation of the alarm device 18 so that the alarm device 18 becomes difficult to operate.
- the actuating unit 70 prohibits execution of braking by the brake actuator 17 for contact avoidance and steering by the EPS actuator 19.
- the operation unit 70 performs the contact avoidance control only on the oncoming vehicle present in a predetermined area (for example, a front area) in the traveling direction of the vehicle 1.
- the operation unit 70 prohibits the execution of the contact avoidance control by the control amount having the left and right attributes.
- the actuation unit 70 determines the collision time TTC (for example, T1> In accordance with T2>T3> T4, predetermined control of the steering system and the brake system is executed. For example, in Table 1 below, when the collision time TTC is the first time T1, the control of the brake system is not performed, and the warning by the steering vibration is controlled in the steering system.
- the collision time TTC is the second time T2
- the steering system controls the alarm in the meter by sound and display and the output of the assist torque of the steering torque, and in the brake system, the meter by sound and display Control the alarm inside.
- the steering system When the collision time TTC is the third time T3, the steering system performs contact avoidance control by steering, and the brake system performs light brake control as a tactile alert.
- the collision time TTC is the fourth time T4, the control of the steering system is not executed, and the strong braking control as contact avoidance by deceleration is performed in the brake system.
- the operating unit 70 erroneously determines the left / right passage classification as shown in Table 2 below, for example. Delay the execution timing of control that may be executed frequently. For example, the execution timing of the control of the alarm by the steering vibration in the steering system is changed from the first time T1 to the second time T2, and the execution timing of the control of the alarm in the meter by the sound and display in the brake system is second The time T2 is changed to the third time T3.
- the actuating unit 70 performs the driving operation of the driver when the passage classification determination unit 64 does not determine whether the left / right passage classification is the left side or the right side. It is possible to prohibit the execution of the control that may interfere with the vehicle, and to execute only the control that does not easily interfere with the driver's driving operation. For example, in Table 3 below, execution of control of steering torque assist torque output in the steering system and contact avoidance by steering is prohibited. For example, in Table 4 below, execution of control of contact avoidance by steering in the steering system and control of strong brake as contact avoidance by deceleration in the brake system is prohibited.
- the contact avoidance support device 10 has the above-described configuration. Next, the operation of the contact avoidance support device 10, in particular, the left and right attributes of the sensor signal and the left and right attributes of the control amount of the contact avoidance control The process of inverting is described. The processing described below is repeatedly performed at a predetermined cycle or the like.
- step S01 among the objects detected by the object detection unit 61, an oncoming vehicle traveling opposite to the vehicle 1 is recognized.
- step S02 the relative positional relationship of the oncoming vehicle recognized by the vehicle recognition unit 62 to the vehicle 1, or the relative positional relationship of the oncoming vehicle and the front vehicle recognized by the vehicle recognition unit 62.
- step S03 it is determined whether or not it is determined that the left and right passage classification of the travel path of the vehicle 1 is right-handed. If the determination result is "NO”, the process proceeds to step S05 described later. On the other hand, if the determination result is "YES”, the process proceeds to step S04, and in step S04, the left and right attributes of the sensor signal having the left and right attributes are reversed, and the process proceeds to step S05.
- step S05 based on the relative distance and the relative speed between the vehicle 1 and the oncoming vehicle, the traveling trajectories of the vehicle 1 and the oncoming vehicle, etc., the contact between the vehicle 1 and the oncoming vehicle is Predict the possibility (contact possibility) to occur.
- step S06 it is determined whether there is a possibility of contact. If the determination result is "NO”, the process proceeds to the end. On the other hand, if the determination result is "YES", for example, if it is determined that there is a possibility of contact due to the vehicle 1 deviating from the proper route, the process proceeds to step S07.
- step S07 the steering amount required for the vehicle 1 to return to the proper course is calculated.
- step S08 it is determined whether or not it is determined that the left and right passage classification of the travel path of the vehicle 1 is right-handed. If the determination result is "NO”, the process proceeds to step S10 described later. On the other hand, if the determination result is "YES”, the process proceeds to step S09, and in step S09, the left and right attributes of the steering amount, which is the control amount of contact avoidance control having the left and right attributes, are reversed. Go to Then, in step S10, steering control is performed by the steering amount according to the left and right attributes set at this time, and the process proceeds to the end.
- various sensor signals and contact avoidance when the left / right traffic division determined by the traffic classification determination unit 64 changes between the left side and the right side The departure determination, the determination of the possibility of contact, and the contact avoidance control can be properly performed only by a simple process of reversing the right and left attributes of the control amount of control. This makes it possible to prevent the control processing from becoming redundant and complicated as compared to the case where dedicated control individually provided in advance corresponding to each of left-handed and right-handed traffic is switched.
- the passage classification determination unit 64 can appropriately determine the left and right passage classification by using the detection result as to whether the oncoming vehicle passes through the right side or the left side of the vehicle 1. In particular, by using the detection result in the vicinity of the boundary of the detection target area D, the determination accuracy can be improved.
- the traffic classification determination unit 64 determines that the plurality of oncoming vehicles traveling in the same direction are traveling on the appropriate route, and which one of the right side and the left side of the plurality of oncoming vehicles is passing By using the estimation result of the above, it is possible to appropriately determine the left / right traffic section even at the timing before the oncoming vehicle and the vehicle 1 pass each other.
- the traffic classification determination unit 64 detects which of the right and left sides of the vehicle 1 passes by using the detection result of whether the oncoming vehicle passes either the right or left side of the front traveling vehicle of the vehicle 1. As compared with the case of using the detection result of K, it is possible to appropriately determine the right and left passage classification earlier. In addition, the traffic classification determination unit 64 determines that the plurality of oncoming vehicles traveling in the same direction are traveling on the appropriate route, and the plurality of oncoming vehicles pass either the right or left side of the front traveling vehicle of the vehicle 1 By using the estimation result as to whether it is scheduled, it is possible to properly determine the left / right traffic section even before the oncoming vehicle and the front vehicle pass each other.
- the passage classification determination unit 64 is included in the information of the left / right passage classification included in the road map data stored in the map data storage unit 22 or in the signal of road-to-vehicle communication received from the roadside communication device. By using the information on the left and right passage classification, even if there is no other vehicle around the vehicle 1, it is possible to appropriately determine the left and right passage classification. In addition, the passage classification determination unit 64 can appropriately determine the left and right passage classification based on various information acquired from other vehicles by inter-vehicle communication.
- the operation unit 70 suppresses the execution of the contact avoidance control when it is not determined whether the left / right traffic division is the left side or the right side, the contact avoidance control is performed with an inappropriate control content. Can be prevented. For example, since the operation unit 70 delays the execution timing of the control that may be frequently performed when the left and right passage classification is erroneously determined, the contact avoidance control may be performed inappropriately at an inappropriate frequency. It can be prevented. Also, for example, since the operation unit 70 prohibits the execution of control that may interfere with the driver's driving operation, the execution of the contact avoidance control may be against the driver's intention or give the driver a sense of discomfort. It can be prevented. Also, for example, since the operation unit 70 executes the contact avoidance control only on the oncoming vehicle existing in the front area in the traveling direction of the vehicle 1, the inappropriate contact avoidance control is performed by the control amount having the left and right attributes. It can prevent being done.
- the contact avoidance support device 10 is mounted on the vehicle 1 having the internal combustion engine (ENG) 11 as a motive power source, but the present invention is not limited to this. It may be mounted on a vehicle and a hybrid vehicle. Further, in the case where a motor is provided as a power source, the transmission (T / M) 12 may be omitted.
- ENG internal combustion engine
- the vehicle 1 includes the navigation device 15.
- the present invention is not limited to this.
- an information terminal such as a portable terminal carried by an occupant of the vehicle 1
- the function of the navigation device 15 may be realized.
- the information terminal and the control device 16 are connected by wired or wireless communication.
- the information terminal has only the configuration corresponding to the current position detection unit 21, the input unit 24, and the display unit 25 of the navigation device 15, and the other functions of the navigation device 15 are external which can wirelessly communicate with the information terminal. It may be realized by a server device (not shown).
- a contact avoidance support device capable of performing appropriate control before and after switching between left and right traffic divisions of a traveling path between the left side and the right side by a simple process.
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Abstract
Description
また、自車両と対向車両との相対位置の時系列の推移に基づいて、自車両の走行路の左右通行区分が左側および右側の何れであるかを判定し、予め左側通行と右側通行とのそれぞれに対応して個別に専用に設けられた配光制御のうちから、判定した左右通行区分に対応する配光制御を選択かつ実行する配光制御装置が知られている(例えば、特許文献2参照)。
(1)本発明の一態様に係る接触回避支援装置は、車両の周辺に存在する物体を検知する検知手段と、前記検知手段によって検知された前記物体に対する前記車両の接触回避制御を実行する制御手段と、前記車両の走行路の左右通行区分が左側および右側の何れであるかを判定する判定手段と、を備え、前記制御手段は、前記判定手段によって判定された前記左右通行区分が前記左側と前記右側との間で変化した場合に、前記接触回避制御の制御内容を前記左右通行区分の変化内容に応じて変更する。
さらに、上記(5)の場合、車両と対向車両との相対的な位置関係に基づく場合に比べて、より早期に、左右通行区分が左側および右側の何れであるかを適切に判定することができる。
さらに、上記(7)の場合、他車両から取得可能な多様な情報に基づいて、左右通行区分が左側および右側の何れであるかを適切に判定することができる。
本実施形態による接触回避支援装置10は、図1に示すように、内燃機関(ENG)11の駆動力をトランスミッション(T/M)12を介して駆動輪Wに伝達する車両1に搭載されている。この車両1は、撮影装置13およびレーダ装置14と、ナビゲーション装置15と、制御装置16と、ブレーキアクチュエータ17および警報装置18と、EPSアクチュエータ19と、を備えている。
現在位置検出部21は、人工衛星を利用して車両1の位置を測定するための測位システム(例えば、Global Positioning System:GPSまたはGlobal Navigation Satellite System:GNSSなど)の測位信号を受信する測位信号受信部31を備えている。現在位置検出部21は、水平面内での車両1の向きや鉛直方向に対する傾斜角度(例えば、車両1の前後方向軸の鉛直方向に対する傾斜角度や車両重心の上下方向軸回りの回転角であるヨー角など)および傾斜角度の変化量(例えば、ヨーレートなど)を検出するジャイロセンサ32と、車両1の速度(車速)を検出する車速センサ33と、を備えている。現在位置検出部21は、測位信号受信部31によって受信された測位信号を用いて、あるいは、ジャイロセンサ32および車速センサ33によって検出された情報を用いた自律航法の算出処理によって、車両1の位置(現在位置)を算出する。
また、ナビゲーション処理部23は、車両1の経路探索や経路誘導などの処理を実行し、地図データ記憶部22に記憶されている道路地図データとともに目的地までの経路情報や各種の付加情報を表示部25へ出力する。
車両認識部62は、例えば撮影装置13から出力された画像データまたはレーダ装置14から出力された検知信号に基づくパターンマッチングまたは形状認識などによって、物体検知部61によって検知された物体のうち、車両1に対向して走行する対向車両と、車両1の進行方向前方を走行する前走車両とを認識する。
例えば、情報取得部63は、路側通信装置から受信した路車間通信の信号によって、車両1の走行路の左右通行区分が左側および右側の何れであるかを示す情報を取得する。
例えば、情報取得部63は、他車両から受信した車車間通信の無線通信信号によって、車両1の走行路を過去に走行した他車両が判定した左右通行区分の情報と、車両1の周辺の他車両の左右ハンドル仕様の情報となどを取得する。
例えば、通行区分判定部64は、車両認識部62によって認識された対向車両の車両1に対する相対的な位置関係に基づいて、車両1の走行路の左右通行区分が左側および右側の何れであるかを判定する。
より詳細には、通行区分判定部64は、図2(A),(B)に示すように、実際に車両1と対向車両Pとがすれ違うときに、撮影装置13から出力された画像データまたはレーダ装置14から出力された検知信号に基づき、対向車両Pが検出対象領域Dの境界付近で車両1の右側および左側の何れを通過するかを検知する。例えば、図2(A)に示すように、対向車両Pが車両1の右側領域Rを通過する場合には、車両1の走行路の左右通行区分が左側通行であると判定する。一方、図2(B)に示すように、対向車両Pが車両1の左側領域Lを通過する場合には、車両1の走行路の左右通行区分が右側通行であると判定する。
また、通行区分判定部64は、図3(A),(B)に示すように、同方向に進行する複数の対向車両P(例えば、2台の対向車両P1,P2)が存在するときに、撮影装置13から出力された画像データまたはレーダ装置14から出力された検知信号に基づき、検出対象領域D内の複数の対向車両P(P1,P2)が車両1の右側および左側の何れを通過予定であるかを推定する。例えば、図3(A)に示すように、複数の対向車両P(P1,P2)が車両1の右側領域Rを通過予定であると推定される場合には、車両1の走行路の左右通行区分が左側通行であると判定する。一方、図3(B)に示すように、複数の対向車両P(P1,P2)が車両1の左側領域Lを通過予定であると推定される場合には、車両1の走行路の左右通行区分が右側通行であると判定する。
より詳細には、通行区分判定部64は、図4(A),(B)に示すように、実際に前走車両Qと対向車両Pとがすれ違うときに、撮影装置13から出力された画像データまたはレーダ装置14から出力された検知信号に基づき、検出対象領域D内の対向車両Pが前走車両Qの右側および左側の何れを通過するかを検知する。例えば、図4(A)に示すように、対向車両Pが前走車両Qの右側領域Rを通過する場合には、車両1の走行路の左右通行区分が左側通行であると判定する。一方、図4(B)に示すように、対向車両Pが前走車両Qの左側領域Lを通過する場合には、車両1の走行路の左右通行区分が右側通行であると判定する。
また、通行区分判定部64は、図5(A),(B)に示すように、同方向に進行する複数の対向車両P(例えば、2台の対向車両P1,P2)が存在するときに、撮影装置13から出力された画像データまたはレーダ装置14から出力された検知信号に基づき、検出対象領域D内の複数の対向車両P(P1,P2)が前走車両Qの右側および左側の何れを通過予定であるかを推定する。例えば、図5(A)に示すように、複数の対向車両P(P1,P2)が前走車両Qの右側領域Rを通過予定であると推定される場合には、車両1の走行路の左右通行区分が左側通行であると判定する。一方、図5(B)に示すように、複数の対向車両P(P1,P2)が前走車両Qの左側領域Lを通過予定であると推定される場合には、車両1の走行路の左右通行区分が右側通行であると判定する。
より詳細には、通行区分判定部64は、情報取得部63が路側通信装置(図示略)から受信した路車間通信の信号によって車両1の走行路の左右通行区分の情報を取得した場合に、この情報によって、左右通行区分が左側および右側の何れであるかを判定する。
また、通行区分判定部64は、情報取得部63が他車両から受信した車車間通信の無線通信信号によって車両1の走行路を過去に走行した他車両が判定した左右通行区分の情報を取得した場合に、この情報によって、左右通行区分が左側および右側の何れであるかを判定する。
また、通行区分判定部64は、情報取得部63が他車両から受信した車車間通信の無線通信信号によって車両1の周辺の他車両の左右ハンドル仕様の情報を取得した場合に、この情報によって、他車両が右ハンドル仕様であれば左右通行区分が左側通行であると判定し、他車両が左ハンドル仕様であれば左右通行区分が右側通行であると判定する。
自車軌跡算出部66は、通行区分判定部64によって判定された左右通行区分の情報を参照しつつ、現在位置検出部21によって検出された車両1の現在位置の時間変化、あるいはジャイロセンサ32および車速センサ33によって検出された車両1のヨーレートおよび速度に基づいて、車両1の進行軌跡を算出する。
横偏差算出部67は、通行区分判定部64によって判定された左右通行区分の情報を参照しつつ、車両1の進行軌跡に対する対向車両の横方向偏差、つまり対向車両の横方向における車両1の進行軌跡と対向車両の位置との間の距離を算出する。
左右の属性を有するセンサ信号は、例えば、物体検知部61によって検知される車両1に対する対向車両の相対位置と、ジャイロセンサ32によって検出される車両1のヨーレートと、操舵角センサ51によって検出される操舵角と、操舵トルクセンサ52によって検出される操舵トルクと、などの信号である。
例えば、逸脱判定部68は、軌跡予測部65によって算出された対向車両の進行軌跡と自車軌跡算出部66によって算出された車両1の進行軌跡とが交差する角度に基づき、車両1および対向車両の何れが適正進路を逸脱したかを判定する。より詳細には、車両1と対向車両との相対距離を相対速度で除算して得られる衝突時間TTC(=相対距離/相対速度)と、車両1および対向車両の各進行軌跡とを用いて、車両1と対向車両とが最も接近する位置(最接近位置)を推定する。そして、最接近位置における車両1および対向車両の各運動ベクトルA,Bを推定し、例えば車両1の運動ベクトルAを基準として、対向車両の運動ベクトルBのなす角度θを算出する。そして、角度θに応じて車両1および対向車両の何れが適正進路を逸脱したかを判定する。
また、例えば、逸脱判定部68は、横偏差算出部67によって算出された横方向偏差に基づき、車両1および対向車両の何れが適正進路を逸脱したかを判定する。より詳細には、例えば自車軌跡算出部66によって算出された車両1の進行軌跡を基準とした対向車線側を横方向偏差の正方向とし、横方向偏差がゼロに向かって変化する場合の横方向偏差の符号の変化および横方向偏差の時間変化率の変化に応じて、車両1および対向車両の何れが適正進路を逸脱したかを判定する。
例えば、接触予測部69は、軌跡予測部65、自車軌跡算出部66、および横偏差算出部67が通行区分判定部64の判定に対して設定した初期状態、例えば車両1の走行路の左右通行区分が左側通行であること、を前提とした処理を行なう。これによって、対向車両が適正進路を逸脱する場合に対しては、例えば図6(A)に示すように、車両1の進行方向の右側に位置する対向車両が、右側から左側に向かって移動する状態であることを把握した場合に、接触可能性が高くなると判定する。
ここで、車両1の走行路の左右通行区分が左側通行である場合には、各種のセンサ信号の左右の属性は本来固有の状態(つまり、反転されていない状態)であり、実際の対向車両の位置および移動方向と、各種のセンサ信号から得られる対向車両の位置および移動方向とは左右が一致する。したがって、実際の対向車両が、例えば図6(A)に示すような状態(つまり、左側通行で接触可能性が高くなる状態)である場合、接触予測部69は、各種のセンサ信号によって、実際と同一の状態(つまり、図6(A)に示すような状態)を把握し、接触可能性が高くなると判定する。
一方、車両1の走行路の左右通行区分が右側通行である場合には、各種のセンサ信号の左右の属性は本来固有の状態から反転され、実際の対向車両の位置および移動方向と、各種のセンサ信号から得られる対向車両の位置および移動方向とは左右が反転する。したがって、実際の対向車両が、例えば図6(B)に示すような状態(つまり、車両1の進行方向の左側に位置し、左側から右側に向かって移動する状態であって、右側通行で接触可能性が高くなる状態)である場合、接触予測部69は、左右の属性が反転されたセンサ信号によって、実際と左右が反転した状態(つまり、図6(A)に示すような状態であって、左側通行で接触可能性が高くなる状態)を把握し、接触可能性が高くなると判定する。
エンジン制御部42は内燃機関11の状態を制御する。変速制御部43はトランスミッション12の変速動作を制御する。ブレーキ制御部44は左右の前輪および後輪に作用する制動力をブレーキアクチュエータ17によって制御する。EPS(Electric Power Steering)制御部46は、操舵トルクセンサ52によって検出される操舵トルクに対する反力トルクまたはアシストトルクの出力をEPSアクチュエータ19によって制御する。
警報装置18は、触覚的警報装置と、視覚的警報装置と、聴覚的警報装置と、を備えている。触覚的警報装置は、EPSアクチュエータ19によるステアリング振動およびシートベルト装置(図示略)による運転者の締め付けなどの触覚的警報を出力する。視覚的警報装置は、メータ(図示略)内での表示などの視覚的警報を出力する。聴覚的警報装置は、メータ(図示略)内でのスピーカ(図示略)などから音声または警報音などの聴覚的警報を出力する。
例えば、作動部70は、軌跡予測部65、自車軌跡算出部66、および横偏差算出部67が通行区分判定部64の判定に対して設定した初期状態と同様に、通行区分判定部64によって判定された左右通行区分が左側通行である状態を初期状態とする。そして、この初期状態に対し、通行区分判定部64によって判定された左右通行区分が左側通行から右側通行に変化した場合には、接触回避制御の制御量が有する左右の属性を反転させる。そして、これ以降において、通行区分判定部64によって判定された左右通行区分が左側と右側との間で変化した場合には、この変化の直前で設定されていた接触回避制御の制御量の左右の属性を反転させる。
左右の属性を有する接触回避制御の制御量は、EPSアクチュエータ19としてのモータの回転方向、EPSアクチュエータ19による前輪および後輪の転舵方向、ブレーキアクチュエータ17による前輪および後輪の左右のブレーキ配分量およびトルク配分量などである。
そして、通行区分判定部64によって判定された左右通行区分が左側通行から右側通行に変化した場合には、作動部70は、接触回避制御の制御量が有する左右の属性を反転させる。これによって、例えば図7(B)に示すように、車両1が適正進路を逸脱することに起因して接触予測部69によって接触可能性が有ると判定された場合に対しては、右側通行での接触回避制御として、車両1が進行方向の左側に向かって移動(適正進路を逸脱)することを抑制する。
例えば、下記表1において、衝突時間TTCが第1時間T1である場合には、ブレーキ系の制御は実行せずに、操舵系においてステアリング振動による警報の制御を行なう。衝突時間TTCが第2時間T2である場合には、操舵系において音および表示によるメータ内での警報と、操舵トルクのアシストトルクの出力との制御を行なうとともに、ブレーキ系において音および表示によるメータ内での警報の制御を行なう。衝突時間TTCが第3時間T3である場合には、操舵系において操舵による接触回避の制御を行なうとともに、ブレーキ系において体感的な警報としての軽いブレーキの制御を行なう。衝突時間TTCが第4時間T4である場合には、操舵系の制御は実行せずに、ブレーキ系において減速による接触回避としての強いブレーキの制御を行なう。
なお、以下に説明する処理は所定周期などで繰り返し実行される。
次に、ステップS02においては、車両認識部62によって認識された対向車両の車両1に対する相対的な位置関係、または車両認識部62によって認識された対向車両および前走車両の相対的な位置関係に基づいて、車両1の走行路の左右通行区分が左側および右側の何れであるかを判定する。
次に、ステップS03においては、車両1の走行路の左右通行区分が右側通行であると判定されたか否かを判定する。
この判定結果が「NO」の場合には、後述するステップS05に進む。
一方、この判定結果が「YES」の場合には、ステップS04に進み、このステップS04においては、左右の属性を有するセンサ信号の左右の属性を反転させ、ステップS05に進む。
次に、ステップS06においては、接触可能性が有るか否かを判定する。
この判定結果が「NO」の場合には、エンドに進む。
一方、この判定結果が「YES」の場合、例えば車両1が適正進路を逸脱することに起因して接触可能性が有ると判定された場合などには、ステップS07に進む。
次に、ステップS08においては、車両1の走行路の左右通行区分が右側通行であると判定されたか否かを判定する。
この判定結果が「NO」の場合には、後述するステップS10に進む。
一方、この判定結果が「YES」の場合には、ステップS09に進み、このステップS09においては、左右の属性を有する接触回避制御の制御量である操舵量の左右の属性を反転させ、ステップS10に進む。
そして、ステップS10においては、この時点で設定されている左右の属性に応じた操舵量による操舵制御を実行し、エンドに進む。
また、通行区分判定部64は、同方向に進行する複数の対向車両は適正進路を走行していると判断して、複数の対向車両が車両1の右側および左側の何れを通過予定であるかの推定結果を用いることによって、対向車両と車両1とがすれ違うより前のタイミングであっても、左右通行区分を適切に判定することができる。
また、通行区分判定部64は、対向車両が車両1の前走車両の右側および左側の何れを通過するかの検出結果を用いることによって、対向車両が車両1の右側および左側の何れを通過するかの検出結果を用いる場合に比べて、より早期に左右通行区分を適切に判定することができる。
また、通行区分判定部64は、同方向に進行する複数の対向車両は適正進路を走行していると判断して、複数の対向車両が車両1の前走車両の右側および左側の何れを通過予定であるかの推定結果を用いることによって、対向車両と前走車両とがすれ違うより前のタイミングであっても、左右通行区分を適切に判定することができる。
また、通行区分判定部64は、車車間通信によって他車両から取得した多様な情報に基づいて、左右通行区分を適切に判定することができる。
例えば、作動部70は、左右通行区分を誤判定した場合に頻発して実行される虞がある制御の実行タイミングを遅らせるので、不要な頻度で不適切に接触回避制御が実行されてしまうことを防止することができる。
また、例えば、作動部70は、運転者の運転操作に干渉する虞がある制御の実行を禁止するので、接触回避制御の実行が運転者の意図に反したり、運転者に違和感を与えることを防止することができる。
また、例えば、作動部70は、車両1の進行方向の正面領域に存在する対向車両のみに対して接触回避制御を実行するので、左右の属性を有する制御量による不適切な接触回避制御が実行されてしまうことを防止することができる。
13 撮影装置
14 レーダ装置
16 制御装置
17 ブレーキアクチュエータ
18 警報装置
19 EPSアクチュエータ
61 物体検知部
62 車両認識部
63 情報取得部
64 通行区分判定部
65 軌跡予測部
66 自車軌跡算出部
67 横偏差算出部
68 逸脱判定部
69 接触予測部
70 作動部
Claims (7)
- 車両の周辺に存在する物体を検知する検知手段と、
前記検知手段によって検知された前記物体に対する前記車両の接触回避制御を実行する制御手段と、
前記車両の走行路の左右通行区分が左側および右側の何れであるかを判定する判定手段と、を備え、
前記制御手段は、前記判定手段によって判定された前記左右通行区分が前記左側と前記右側との間で変化した場合に、前記接触回避制御の制御内容を前記左右通行区分の変化内容に応じて変更する、
ことを特徴とする接触回避支援装置。 - 左右の属性を有する検出手段を備え、
前記制御手段は、前記接触回避制御の制御内容を前記左右通行区分の変化内容に応じて変更する場合に、前記検出手段の出力が有する左右の属性を反転させるとともに、前記接触回避制御の制御量が有する左右の属性を反転させる、
ことを特徴とする請求項1に記載の接触回避支援装置。 - 前記制御手段は、前記判定手段によって前記左右通行区分が左側および右側の何れであるかが判定されていない場合に、前記接触回避制御の実行を抑制する、
ことを特徴とする請求項1または請求項2に記載の接触回避支援装置。 - 前記検知手段によって検知された前記物体のうちから前記車両に対向して走行する対向車両を認識する認識手段と、
前記車両と前記認識手段によって認識された前記対向車両との相対的な位置関係を取得する取得手段と、を備え、
前記判定手段は、前記取得手段によって取得された前記車両と前記対向車両との相対的な位置関係に基づいて、前記車両の走行路の左右通行区分が左側および右側の何れであるかを判定する、
ことを特徴とする請求項1から請求項3の何れか1つに記載の接触回避支援装置。 - 前記検知手段によって検知された前記物体のうちから前記車両に対向して走行する対向車両と前記車両の進行方向前方を走行する前走車両とを認識する認識手段と、
前記認識手段によって認識された前記対向車両および前記前走車両の相対的な位置関係を取得する取得手段と、を備え、
前記判定手段は、前記取得手段によって取得された前記対向車両と前記前走車両との相対的な位置関係に基づいて、前記車両の走行路の左右通行区分が左側および右側の何れであるかを判定する、
ことを特徴とする請求項1から請求項3の何れか1つに記載の接触回避支援装置。 - 前記車両の走行路の情報を外部装置から取得する取得手段を備え、
前記判定手段は、前記取得手段によって取得された前記走行路の情報に基づいて、前記車両の走行路の左右通行区分が左側および右側の何れであるかを判定する、
ことを特徴とする請求項1から請求項3の何れか1つに記載の接触回避支援装置。 - 前記車両の走行路に係る情報を他車両から取得する取得手段を備え、
前記判定手段は、前記取得手段によって取得された前記走行路に係る情報に基づいて、前記車両の走行路の左右通行区分が左側および右側の何れであるかを判定する、
ことを特徴とする請求項1から請求項3の何れか1つに記載の接触回避支援装置。
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JP2021105909A (ja) * | 2019-12-27 | 2021-07-26 | マツダ株式会社 | 車両制御装置 |
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JP6600878B2 (ja) * | 2017-12-21 | 2019-11-06 | 本田技研工業株式会社 | 車両制御装置、車両制御方法、およびプログラム |
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JP2021105909A (ja) * | 2019-12-27 | 2021-07-26 | マツダ株式会社 | 車両制御装置 |
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GB201520253D0 (en) | 2015-12-30 |
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